Ultrahigh performance all-season tire pattern and tire

Abstract

This invention proposes an ultra-high performance all-season tire tread pattern and tire, belonging to the field of tire technology. It includes multiple longitudinal grooves extending circumferentially along the tread and multiple tread blocks divided by these longitudinal grooves. Each tread block has multiple transverse grooves and transverse steel plates. The combined area of ​​the longitudinal and transverse grooves accounts for 27%~28% of the total tread area, and the combined area of ​​the transverse steel plates accounts for 3%~4% of the total tread area. The tread pattern is divided into an inner tread area and an outer tread area by the tread centerline. The combined area of ​​the longitudinal and transverse grooves in the inner tread area accounts for 28%~30% of the total area of ​​the inner tread area, while the combined area of ​​the longitudinal and transverse grooves in the outer tread area accounts for 25%~27% of the total area of ​​the outer tread area. This invention improves wet drainage performance, increases grip, ensures tread block rigidity, and enhances handling stability on both dry and wet roads.

Description

Technical Field

[0001] This utility model belongs to the field of tire technology, and in particular relates to an ultra-high performance all-season tire tread pattern and tire. Background Technology

[0002] All-season tires are suitable for various seasons, climates, and road conditions, and need to meet the diverse road conditions required in all four seasons. However, current all-season tires suffer from insufficient grip and handling stability in extreme conditions such as heavy rain and snow, especially on slippery ice or snow-covered surfaces, which can affect vehicle safety. Furthermore, traditional all-season tires struggle to meet the increasingly demanding requirements of modern users for high-performance handling, comfort, quietness, wear resistance, and safety. Therefore, providing an ultra-high-performance all-season tire that can meet the demands of extreme handling and all road conditions is a pressing issue. Utility Model Content

[0003] Details of one or more embodiments of the present invention are set forth in the following drawings and description to make other features, objects and advantages of the present application more readily apparent.

[0004] This utility model proposes an ultra-high performance all-season tire tread pattern and tire, which solves the technical problems of insufficient grip and handling stability of traditional all-season tires when driving in extreme road conditions such as heavy rain and snow, and the inability to meet the increasingly demanding needs of modern users in terms of overall performance. It has the characteristics of improving wet drainage performance, increasing grip, ensuring the rigidity of tread blocks, and enhancing handling stability on dry and wet roads.

[0005] This utility model discloses an ultra-high performance all-season tire tread pattern and tire, including multiple longitudinal grooves extending circumferentially along the tread and multiple tread blocks divided by the longitudinal grooves. Each tread block is provided with multiple transverse grooves and transverse steel strips. The sum of the areas of the longitudinal grooves and transverse grooves accounts for 27% to 28% of the total tread area, and the sum of the areas of the transverse steel strips accounts for 3% to 4% of the total tread area. The tread pattern is divided into an inner tread area and an outer tread area by the center line of the tread. The sum of the areas of the longitudinal grooves and transverse grooves in the inner tread area accounts for 28% to 30% of the total area of ​​the inner tread area, and the sum of the areas of the transverse steel strips in the inner tread area accounts for 3% to 5% of the total area of ​​the inner tread area. The sum of the areas of the longitudinal grooves and transverse grooves in the outer tread area accounts for 25% to 27% of the total area of ​​the outer tread area, and the sum of the areas of the transverse steel strips in the outer tread area accounts for 2% to 3% of the total area of ​​the outer tread area.

[0006] In some embodiments, the tread blocks, from the inner side of the tread to the outer side of the tread, sequentially include an inner shoulder tread block, a first middle tread block, a second middle tread block, a third middle tread block, and an outer shoulder tread block. The inner shoulder tread block includes multiple spaced inner shoulder lateral grooves, and multiple inner shoulder steel plates are equally spaced between adjacent inner shoulder lateral grooves. The angle between the inner shoulder lateral grooves and the center line of the tread is 78°~82°, and the angle between the inner shoulder steel plates and the center line of the tread is 78°~82°.

[0007] In some embodiments, the outer shoulder tread block includes a plurality of alternating first outer shoulder lateral grooves and second outer shoulder lateral grooves, and a first outer shoulder steel plate is disposed between adjacent first outer shoulder lateral grooves and second outer shoulder lateral grooves. The first outer shoulder lateral grooves transversely penetrate the outer shoulder tread block, and the angle between the first outer shoulder lateral grooves and the center line of the tread is 82°~85°. One end of the second outer shoulder lateral groove extends toward the tire sidewall, and the other end is connected to the adjacent longitudinal groove through the second outer shoulder steel plate. The angle between the second outer shoulder lateral groove and the center line of the tread is 82°~85°. The angle between the first outer shoulder steel plate and the center line of the tread is 82°~85°.

[0008] In some embodiments, the first central tread block includes a plurality of alternating first central lateral grooves and second central lateral grooves, wherein the first central lateral grooves transversely penetrate the first central tread block, and the angle between the first central lateral grooves and the center line of the tread is 58°~62°; one end of the second central lateral groove near the tire sidewall is connected to the adjacent longitudinal groove, and the other end near the center line of the tread is connected to the adjacent longitudinal groove through a second central steel sheet, and the angle between the second central lateral groove and the center line of the tread is 58°~62°.

[0009] In some embodiments, the first central tread block further includes a plurality of first central steel sheets equally spaced between adjacent first central transverse grooves and second central transverse grooves. The middle of the first central steel sheet is wavy and the two ends are straight. The angle between the first central steel sheet and the center line of the tread is 58°~62°.

[0010] In some embodiments, the second central tread block includes a plurality of third central lateral grooves spaced apart, the angle between the third central lateral grooves and the center line of the tread being 61° to 65°.

[0011] In some embodiments, the second central tread block further includes a plurality of third central steel sheets equally spaced between adjacent third central transverse grooves. The middle of the third central steel sheet is wavy and the two ends are straight. The angle between the third central steel sheet and the center line of the tread is 58°~62°.

[0012] In some embodiments, the third central tread block includes a plurality of fourth central lateral grooves and a fifth central lateral groove. The fourth central lateral grooves are spaced apart on one end of the third central tread block near the tread centerline. One end of the fourth central lateral groove is connected to an adjacent longitudinal groove, and the other end is a closed structure. The angle between the fourth central lateral groove and the tread centerline is 63° to 67°. The fifth central lateral grooves are spaced apart on the other end of the third central tread block away from the tread centerline. One end of the fifth central lateral groove is connected to an adjacent longitudinal groove, and the other end is a closed structure. The angle between the fifth central lateral groove and the tread centerline is 63° to 67°.

[0013] In some embodiments, the third central tread block further includes a plurality of fourth central steel sheets equally spaced between adjacent fourth central transverse grooves. The fourth central steel sheets are wavy in the middle and straight at both ends. The angle between the fourth central steel sheet and the center line of the tread is 58° to 62°.

[0014] In another aspect, this utility model also provides a tire, including a tread, on which any of the above-mentioned ultra-high performance all-season tire patterns are provided.

[0015] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0016] (1) The ultra-high performance all-season tire of this utility model has an asymmetrical tread pattern, which is conducive to balancing dry / wet performance and also reduces noise. From the inner side of the tread to the outer side of the tread, the rigidity of the tread blocks gradually increases, which ensures drainage performance and avoids excessive softness that leads to steering ambiguity. The tread blocks on the outer side of the tread have a larger area and sufficient rigidity, and the tread blocks have less creep, which is conducive to enhancing the lateral grip when cornering on dry ground, reducing deformation, and improving steering response speed. The grooves and steel plates on the inner side of the tread account for a larger proportion and divide the tread blocks, which can improve wet drainage performance and prevent hydroplaning.

[0017] (2) The angle between the lateral shoulder groove on the outer side of the tread and the center line of the tread is greater than the angle between the lateral shoulder groove on the inner side of the tread and the center line of the tread. The relatively smaller angle of the lateral shoulder groove can optimize the longitudinal traction force when driving straight and accelerating out of a corner, and reduce power loss. The relatively larger angle of the lateral shoulder groove can enhance the lateral rigidity of the outer tread when cornering, provide stronger lateral grip, suppress shoulder deformation, and improve cornering limits.

[0018] (3) The angle of the transverse grooves from the inner side to the middle of the outer side of the tread gradually increases, which can optimize the grip during acceleration or braking, reduce the creep of the tread blocks, and enhance the handling stability of the curve.

[0019] (4) The central pattern blocks of this utility model are provided with a central steel sheet that is wavy in the middle and straight at both ends, forming a flexible connection between the corresponding tread pattern blocks. This not only helps to reduce deformation when cornering and maintain the rigidity of the pattern blocks, but also absorbs local stress through the wavy structure, improving steering accuracy. Moreover, the fine edges of the wavy steel sheet can better grip loose road surfaces such as compacted snow or ice, improving winter adaptability. Attached Figure Description

[0020] The accompanying drawings, which are included to provide a further understanding of the present invention and constitute a part of this invention, illustrate exemplary embodiments of the present invention and, together with their descriptions, serve to explain the present invention and do not constitute an undue limitation thereof. Wherein:

[0021] Figure 1 This is a schematic diagram of the structure of the ultra-high performance all-season tire tread pattern provided in an embodiment of the present utility model;

[0022] In the attached diagram: 1. Longitudinal groove; 2. Inner shoulder patterned block; 21. Inner shoulder transverse groove; 22. Inner shoulder steel plate; 3. First central patterned block; 31. First central transverse groove; 32. Second central transverse groove; 33. First central steel plate; 34. Second central steel plate; 4. Second central patterned block; 41. Third central transverse groove; 42. Third central steel plate; 5. Third central patterned block; 51. Fourth central transverse groove; 52. Fifth central transverse groove; 53. Fourth central steel plate; 6. Outer shoulder patterned block; 61. First outer shoulder transverse groove; 62. Second outer shoulder transverse groove; 63. First outer shoulder steel plate; 64. Second outer shoulder steel plate. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions in the embodiments of this utility model 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 this utility model, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model.

[0024] In the description of this utility model, it should be understood that the terms "center," "lateral," "longitudinal," "upper," "lower," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. The terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," and "third" may explicitly or implicitly include one or more of that feature. The term "longitudinal" refers to the direction in which the tire rolls; the term "lateral" refers to the direction perpendicular to the mid-surface of the tire; CL represents the tread centerline.

[0025] This utility model provides an ultra-high performance all-season tire tread pattern and tire with an asymmetrical tread structure, which can ensure wet grip and drainage performance, as well as dry handling and responsiveness, making it especially suitable for high-performance sedans, sports cars and sporty SUVs. Figure 1 This is a schematic diagram of the tread pattern for an ultra-high performance all-season tire according to an embodiment of the present invention. (Reference) Figure 1 As shown, the ultra-high performance all-season tire tread pattern includes: multiple longitudinal grooves 1 extending circumferentially along the tread and multiple tread blocks divided by the longitudinal grooves 1. Each tread block is provided with multiple lateral grooves and lateral steel plates. The sum of the areas of the longitudinal grooves 1 and the lateral grooves accounts for 27% to 28% of the total tread area, and the sum of the areas of the lateral steel plates accounts for 3% to 4% of the total tread area. The tread pattern is divided into an inner tread area and an outer tread area by the center line of the tread. The sum of the areas of the longitudinal grooves 1 and the lateral grooves in the inner tread area accounts for 28% to 30% of the total area of ​​the inner tread area, and the sum of the areas of the lateral steel plates in the inner tread area accounts for 3% to 5% of the total area of ​​the inner tread area. The sum of the areas of the longitudinal grooves 1 and the lateral grooves in the outer tread area accounts for 25% to 27% of the total area of ​​the outer tread area, and the sum of the areas of the lateral steel plates in the outer tread area accounts for 2% to 3% of the total area of ​​the outer tread area. The outer shoulder tread blocks of this invention are large and rigid, with minimal creep, which enhances lateral grip during dry cornering, reduces deformation, and improves steering response. The inner tread blocks are divided by fine lateral grooves and lateral steel plates, improving wet drainage and preventing hydroplaning. The rigidity of the tread blocks gradually increases from the inner to the outer tread, a progressive stiffness distribution design that ensures drainage while avoiding excessive softness that could lead to vague steering. The asymmetrical layout of the left and right tread blocks helps balance dry and wet performance and also reduces noise.

[0026] This utility model's tread pattern blocks, from the inner side of the tread to the outer side, sequentially include an inner shoulder tread block 2, a first middle tread block 3, a second middle tread block 4, a third middle tread block 5, and an outer shoulder tread block 6. The inner shoulder tread block 2 includes multiple spaced inner shoulder transverse grooves 21, and multiple inner shoulder steel plates 22 are equally spaced between adjacent inner shoulder transverse grooves 21. Preferably, the number of inner shoulder steel plates 22 between adjacent inner shoulder transverse grooves 21 is two. The angle α1 between the inner shoulder transverse groove 21 and the tread centerline ranges from 78° to 82°, and the angle β1 between the inner shoulder steel plate 22 and the tread centerline ranges from 78° to 82°. By setting the aforementioned inner shoulder transverse groove 21, the longitudinal traction force during straight-line driving and acceleration out of a corner can be optimized, reducing power loss. The inner shoulder steel plate 22 and the inner shoulder transverse groove 21 have the same angle. The inner shoulder steel plate 22 and the inner shoulder transverse groove 21 divide the inner shoulder pattern block 2 into more uniform small pattern blocks, which helps to improve comfort and reduce noise. The outer shoulder tread block 6 includes multiple alternating first outer shoulder lateral grooves 61 and second outer shoulder lateral grooves 62, and a first outer shoulder steel plate 63 is provided between adjacent first outer shoulder lateral grooves 61 and second outer shoulder lateral grooves 62. The first outer shoulder lateral groove 61 is a through structure, with one end connected to the adjacent longitudinal groove 1 and the other end extending towards the tire sidewall. The angle α7 between the first outer shoulder lateral groove 61 and the center line of the tire tread ranges from 82° to 85°. One end of the second outer shoulder lateral groove 62 extends towards the tire sidewall, and the other end is connected to the adjacent longitudinal groove 1 through the second outer shoulder steel plate 64. The angle α8 between the second outer shoulder lateral groove 62 and the center line of the tire tread ranges from 82° to 85°. The angle β5 between the first outer shoulder steel plate 63 and the center line of the tire tread ranges from 82° to 85°. By setting the first outer shoulder lateral groove 61 and the second outer shoulder lateral groove 62, the lateral rigidity of the outer tread can be enhanced when cornering, providing stronger lateral grip, suppressing shoulder deformation, and improving cornering limits. The first outer shoulder steel plate 63 has the same angle as the first outer shoulder lateral groove 61 and the second outer shoulder lateral groove 62. The first outer shoulder steel plate 63, the first outer shoulder lateral groove 61, and the second outer shoulder lateral groove 62 divide the outer shoulder tread block 6 into more uniform small tread blocks, which helps to improve comfort and reduce noise.

[0027] The first central tread block 3 of this utility model's ultra-high performance all-season tire tread pattern includes multiple alternating first central transverse grooves 31 and second central transverse grooves 32, and multiple first central steel plates 33 are equally spaced between adjacent first central transverse grooves 31 and second central transverse grooves 32. The first central transverse grooves 31 have an inverted V-shaped structure and transversely penetrate the first central tread block 3. Both ends of the first central transverse grooves 31 are connected to adjacent longitudinal grooves 1. The angle α2 between the end of the central transverse groove 31 near the tire side and the center line of the tire tread ranges from 58° to 62°; the end of the second central transverse groove 32 near the tire side is connected to the adjacent longitudinal groove 1, and the other end near the center line of the tire tread is connected to the adjacent longitudinal groove 1 through the second central steel plate 34. The angle α3 between the second central transverse groove 32 and the center line of the tire tread ranges from 58° to 62°; the angle β2 between the first central steel plate 33 and the center line of the tire tread ranges from 58° to 62°. The first central steel sheet 33 has a wavy middle section and straight ends. The combination of the straight steel sheet and the wavy steel sheet forms a flexible connection between the tread blocks. This not only helps to reduce deformation when cornering and maintain the rigidity of the tread blocks, but also absorbs local stress through the wavy structure, improving steering accuracy. In addition, the fine edges of the wavy steel sheet can better grip loose road surfaces such as compacted snow or ice, improving winter adaptability. The length L1 of the wavy steel segment and the total length L of the first central steel plate 33 satisfy L1 / L=0.4~0.6, and the radius of curvature of the wavy steel segment is R1=3~4mm. The above design can improve the snow grip of the tread and ensure the rigidity of the tread blocks. The first central steel plate 33 divides the tread blocks, and the convex and concave directions of the wavy steel plates of adjacent first central steel plates 33 are consistent, ensuring that the distance between the wavy steel plates of adjacent steel plates is equal, so that the ground pressure of the first central tread block 3 is evenly distributed, avoiding excessive local wear, and enhancing high-speed stability.

[0028] The second central tread block 4 of the ultra-high performance all-season tire pattern of this utility model includes a plurality of third central transverse grooves 41 spaced apart. A plurality of third central steel pieces 42 are equally spaced between adjacent third central transverse grooves 41. The third central transverse grooves 41 have a V-shaped structure. The angle α4 between the end of the third central transverse groove 41 near the outer edge of the tread and the center line of the tread ranges from 61° to 65°. The angle β3 between the third central steel piece 42 and the center line of the tread ranges from 58° to 62°. The structure of the third central steel sheet 42 is the same as that of the first central steel sheet 33. The middle of the third central steel sheet 42 is wavy, and the two ends are straight. The ratio of the length of the wavy steel segment to the total length of the third central steel sheet 42 is 0.4~0.6:1. The radius of curvature of the wavy steel segment is 3~4mm. The first central steel sheet 33, which is formed by combining the straight steel sheet and the wavy steel sheet, forms a flexible connection between the tread blocks. This not only helps to reduce deformation when cornering and maintain the rigidity of the tread blocks, but also absorbs local stress through the wavy structure, improving steering accuracy. Moreover, the fine edges of the wavy steel sheet can better grip loose road surfaces such as compacted snow or ice, improving winter adaptability.

[0029] The third central tread block 5 of the ultra-high performance all-season tire pattern of this utility model includes multiple fourth central lateral grooves 51 and fifth central lateral grooves 52. The fourth central lateral grooves 51 are spaced apart on the third central tread block 5 at one end near the center line of the tread. One end of the fourth central lateral groove 51 is connected to the adjacent longitudinal groove 1, and the other end is a closed structure. The angle α5 between the fourth central lateral groove 51 and the center line of the tread is 63°~67°. The fifth central lateral grooves 52 are spaced apart on the third central tread block 5 at the other end away from the center line of the tread. The fifth central lateral grooves 52 are opposite to the fourth central lateral grooves 51. One end of the fifth central lateral groove 52 is connected to the adjacent longitudinal groove 1, and the other end is a closed structure. The angle α6 between the fifth central lateral groove 52 and the center line of the tread is 63°~67°. The structure of the fourth central steel sheet 53 is the same as that of the first central steel sheet 33. The angle β4 between the fourth central steel sheet 53 and the center line of the tread ranges from 58° to 62°. The middle of the fourth central steel sheet 53 is wavy, and the two ends are straight. The ratio of the length of the wavy steel segment to the total length of the fourth central steel sheet 53 is 0.4 to 0.6:1. The radius of curvature of the wavy steel segment is 3 to 4 mm. The first central steel sheet 33, which is formed by combining the straight steel sheet and the wavy steel sheet, forms a flexible connection between the corresponding tread blocks. This not only helps to reduce deformation during cornering and maintain the rigidity of the tread blocks, but also absorbs local stress through the wavy structure, improving steering accuracy. In addition, the fine edges of the wavy steel sheet can better grip loose road surfaces such as compacted snow or ice, improving winter adaptability.

[0030] The transverse grooves on the central tread block of this high-performance all-season tire feature a gradually changing angle design. The angle between the first central transverse groove 31 and the tread centerline is smaller than the angle between the third central transverse groove 41 and the tread centerline, and the angle between the third central transverse groove 41 and the tread centerline is smaller than the angle between the fourth central transverse groove 51 and the tread centerline. In other words, the inclination angle of the transverse grooves gradually increases from the inner to the outer side of the tread. The central transverse grooves located on the inner side of the tread have a smaller inclination angle, which optimizes grip during acceleration / braking and reduces tread block creep. The central transverse grooves located on the outer side of the tread have a larger inclination angle, which helps to enhance cornering stability. The first central steel sheet 33, the third central steel sheet 42, and the fourth central steel sheet 53 in the tread of this utility model ultra-high performance all-season tire have the same structure. They are all wavy in the middle and straight at both ends, and they all have the same angle with the center line of the tread. The steel sheets are evenly spaced on the corresponding central pattern blocks, and the wavy convex and concave directions of the steel sheets arranged on the same central pattern block are consistent, ensuring that the distance between the wavy steel sheets between adjacent steel sheets is equal, so that the ground pressure distribution of the central pattern block is uniform.

[0031] The ultra-high performance all-season tire of this utility model features a double-pitch tread pattern. The rigidity of the tread blocks gradually increases from the inner side of the tread to the outer side, which helps to improve grip. The angle of the lateral grooves gradually increases from the inner side of the tread to the outer side, which can optimize grip during acceleration or braking, reduce tread block creep, and enhance handling stability in corners.

[0032] The above embodiments are only used to illustrate the technical solution of this utility model and not to limit it; although the utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications can still be made to the specific implementation of this utility model or equivalent substitutions can be made to some technical features without departing from the spirit of the technical solution of this utility model, and all such modifications and substitutions should be covered within the scope of the technical solution claimed by this utility model.

Claims

1. A high-performance all-season tire tread pattern, characterized in that: The tire pattern includes multiple longitudinal grooves extending circumferentially along the tread and multiple tread blocks divided by the longitudinal grooves. Each tread block has multiple lateral grooves and lateral steel plates. The combined area of ​​the longitudinal and lateral grooves accounts for 27% to 28% of the total tread area, and the combined area of ​​the lateral steel plates accounts for 3% to 4% of the total tread area. The tread pattern is divided into an inner tread area and an outer tread area by the centerline of the tread. The combined area of ​​the longitudinal and lateral grooves in the inner tread area accounts for 28% to 30% of the total inner tread area, and the combined area of ​​the lateral steel plates in the inner tread area accounts for 3% to 5% of the total inner tread area. The combined area of ​​the longitudinal and lateral grooves in the outer tread area accounts for 25% to 27% of the total outer tread area, and the combined area of ​​the lateral steel plates in the outer tread area accounts for 2% to 3% of the total outer tread area.

2. The ultra-high performance all-season tire tread pattern according to claim 1, characterized in that: The tread pattern blocks, from the inner side of the tread to the outer side, include an inner shoulder tread block, a first middle tread block, a second middle tread block, a third middle tread block, and an outer shoulder tread block. The inner shoulder tread block includes multiple spaced inner shoulder lateral grooves, and multiple inner shoulder steel plates are equally spaced between adjacent inner shoulder lateral grooves. The angle between the inner shoulder lateral grooves and the center line of the tread is 78°~82°, and the angle between the inner shoulder steel plates and the center line of the tread is 78°~82°.

3. The ultra-high performance all-season tire tread pattern according to claim 2, characterized in that: The outer shoulder tread block includes multiple alternating first outer shoulder lateral grooves and second outer shoulder lateral grooves, and a first outer shoulder steel plate is disposed between adjacent first outer shoulder lateral grooves and second outer shoulder lateral grooves. The first outer shoulder lateral grooves transversely penetrate the outer shoulder tread block, and the angle between the first outer shoulder lateral grooves and the center line of the tread is 82°~85°. One end of the second outer shoulder lateral groove extends toward the tire sidewall, and the other end is connected to the adjacent longitudinal groove through the second outer shoulder steel plate. The angle between the second outer shoulder lateral grooves and the center line of the tread is 82°~85°. The angle between the first outer shoulder steel plate and the center line of the tread is 82°~85°.

4. The ultra-high performance all-season tire tread pattern according to claim 2, characterized in that: The first central tread block includes multiple alternating first central lateral grooves and second central lateral grooves. The first central lateral grooves traverse the first central tread block laterally, and the angle between the first central lateral grooves and the center line of the tread is 58°~62°. The second central lateral groove is connected to the adjacent longitudinal groove at one end near the tire sidewall, and to the adjacent longitudinal groove at the other end near the center line of the tread via a second central steel plate. The angle between the second central lateral grooves and the center line of the tread is 58°~62°.

5. The ultra-high performance all-season tire tread pattern according to claim 4, characterized in that: The first central tread block also includes multiple first central steel sheets that are equally spaced between adjacent first central transverse grooves and second central transverse grooves. The middle of the first central steel sheet is wavy and the two ends are straight. The angle between the first central steel sheet and the center line of the tread is 58°~62°.

6. The ultra-high performance all-season tire tread pattern according to claim 2, characterized in that: The second central tread block includes multiple third central transverse grooves spaced apart, with the angle between the third central transverse grooves and the center line of the tread being 61°~65°.

7. The ultra-high performance all-season tire tread pattern according to claim 6, characterized in that: The second central tread block also includes multiple third central steel plates that are equally spaced between adjacent third central transverse grooves. The middle of the third central steel plate is wavy and the two ends are straight. The angle between the third central steel plate and the center line of the tread is 58°~62°.

8. The ultra-high performance all-season tire tread pattern according to claim 2, characterized in that: The third central tread block includes multiple fourth and fifth central lateral grooves. The fourth central lateral grooves are spaced apart on the third central tread block near the tread centerline. One end of the fourth central lateral groove is connected to the adjacent longitudinal groove, while the other end is a closed structure. The angle between the fourth central lateral groove and the tread centerline is 63° to 67°. The fifth central lateral grooves are spaced apart on the third central tread block away from the tread centerline. One end of the fifth central lateral groove is connected to the adjacent longitudinal groove, while the other end is a closed structure. The angle between the fifth central lateral groove and the tread centerline is 63° to 67°.

9. The ultra-high performance all-season tire tread pattern according to claim 8, characterized in that: The third central tread block also includes multiple fourth central steel plates that are equally spaced between adjacent fourth central transverse grooves. The middle of the fourth central steel plate is wavy and the two ends are straight. The angle between the fourth central steel plate and the center line of the tread is 58°~62°.

10. A tire, comprising a tread, characterized in that: The tire tread is provided with the ultra-high performance all-season tire tread pattern as described in any one of claims 1-9.

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