[0001] This application claims priority to, and the benefit of, International patent application no. PCT/US2015/067794, filed December 29, 2015 with the US Patent Office (as the US Receiving Office), and U.S. provisional patent application no. 62/199,922, filed with the U.S. Patent Office on July 31, 2015, each of which are hereby incorporated by reference.

BACKGROUND

Field

[0002] This invention relates generally to tire treads, and more specifically, to tire treads having one or more tread elements including a plurality of elongate lateral discontinuities.

Description of the Related Art

[0003] Tire treads are known to include a pattern of discontinuities forming a tread pattern arranged along an outer, ground-engaging side of the tread to provide sufficient traction and handling performance during particular operating conditions. Discontinuities may comprise grooves and/or sipes. Grooves provide void into which water, mud, or other environmental materials may be diverted to better allow the outer, ground-engaging side of the tread to engage a tire operating surface (that is, a surface upon which the tire operates, such as a road or ground surface). Sipes are slits or narrow grooves that at least partially close when engaging a tire operating surface, but which provide edges along the outer, ground-engaging side of the tread to generate traction. By virtue of providing a pattern of discontinuities, tread elements comprising ribs and/or lugs are formed in the tread.

[0004] It is well known that the tire tread wears during tire operation as the tire tread slips relative the tire operating surface at the trailing edge of a tread element within a tire footprint. The tire footprint is the area of contact between the tire and the tire operating surface, and which is also referred to as a contact patch. This slip can occur when a tire is under torque, such as a driving torque. Therefore, there is a desire to reduce the rate of tread wear during tire operation to increase the usable life of a tire. SUMMARY

[0005] Particular embodiments include tire tread, tires having such treads, and methods of using the tire tread.

[0006] In particular embodiments, the tire tread includes a tread length extending in a lengthwise direction normal to a width of the tire tread, the width extending laterally between a first lateral side edge and a second lateral side edge of the tread. The tire tread also includes a tread thickness extending in a depthwise direction from an outer, ground-engaging side of the tread, the depthwise direction extending normal to both the width of the tire tread and the tread length, the tread width extending laterally and transverse to both the tread thickness and the tread length. The tire tread also includes a tread pattern comprising an arrangement of discontinuities arranged along the outer, ground-engaging side of the tread and extending into the tread thickness. The tread pattern includes a first longitudinal groove and a second longitudinal groove spaced apart in a direction of the tread width and each extending in a direction of the tread length. The tread pattern also includes one or more intermediate tread elements arranged between the first and second longitudinal grooves, each of the one or more intermediate tread elements having a plurality of elongate lateral discontinuities spaced apart in the lengthwise direction of the tread along a defined length of a corresponding intermediate element, each of the plurality of elongate lateral discontinuities forming a sipe or a groove extending lengthwise the tread length and depthwise into the tread thickness from the outer, ground engaging side of the tread, the defined length of the corresponding intermediate tread element along which the plurality of elongate lateral discontinuities are spaced apart is arranged within a length of a contact patch during intended operation and use of a corresponding tire. The plurality of elongate lateral discontinuities include a leading elongate lateral discontinuity and a trailing elongate lateral discontinuity, the leading elongate lateral discontinuity forming a first elongate lateral discontinuity of the plurality of elongate lateral discontinuities configured to enter the contact patch during tire operation and the trailing elongate lateral discontinuity forming a last elongate lateral discontinuity of the plurality of elongate lateral discontinuities oriented to enter the contact patch during tire operation. Each of the plurality of elongate lateral discontinuities extend into the tread thickness by an average angle relative to the depthwise direction of the tire tread, the average angle taken along the substantial length and depth of the corresponding elongate lateral discontinuity, and where a standard deviation of the average angle for the plurality of elongate lateral discontinuities is at least 8.

[0007] Additional embodiments comprise a tire including the tread described above.

[0008] Yet further embodiments provide a method for reducing tread wear, which comprise providing a tire having an annular tire tread forming a tire tread described above. Further steps include installing the tire on a vehicle, the tire being arranged in a wheel position, and operating the vehicle such that the tire rotates along a ground surface. During operation, the tire exhibits reduced wear rates.

[0009] The foregoing and other objects, features, and advantages of the various embodiments will be apparent from the following more detailed descriptions of particular embodiments, as illustrated in the accompanying drawings wherein like reference numbers represent like parts of particular embodiments.

DETAILED DESCRIPTION OF THE DRAWINGS

[0010] FIG. 1A is a perspective, partial cutaway view of a tire, in accordance with an embodiment.

[0011] FIG. IB is a partial top side view of the tire tread shown in FIG. 1.

[0012] FIG. 1C is a partial sectional view of the tire tread shown in FIG. IB taken along line 1C-1C.

[0013] FIG. 2A is a partial top view of an alternative embodiment of the tire tread shown in FIG. 2.

[0014] FIG. 2B is a partial sectional view of the tire tread shown in FIG. 4 taken along line 2B-2B.

[0015] FIG. 3A is a partial sectional view of an elongate lateral discontinuity showing the average angle by which the discontinuity extends into the tread thickness, in accordance with an exemplary embodiment.

[0016] FIG. 3B is a partial sectional view of an elongate lateral discontinuity showing the average angle by which the discontinuity extends into the tread thickness, in accordance with an exemplary embodiment.

[0017] FIG. 4 is a side sectional view of the tire tread of FIG. 1C shown in contact with a tire operating surface.

[0018] FIG. 5 is a top view of a tire footprint of the tire shown in FIG. 4 in an exemplary arrangement.

[0019] FIG. 6 is a partial top side view of an alternative embodiment of the tire tread shown in FIG. IB.

[0020] FIG. 7 A is an alternative embodiment of the tire tread shown in FIG. 2B. [0021] FIG. 7B is an alternative embodiment of the tire tread shown in FIG. 2B. [0022] FIG. 7C is an alternative embodiment of the tire tread shown in FIG. 2B. [0023] FIG. 7D is an alternative embodiment of the tire tread shown in FIG. 2B. [0024] FIG. 8 is an alternative embodiment of the tire tread shown in FIG. 2B.

DETAILED DESCRIPTION OF PARTICULAR EMBODIMENTS

[0025] Various embodiments described herein provide a tire tread exhibiting improved wear characteristics, such as when the tire tread is exposed to a driving torque, for example. Further embodiments comprise a tire including any such tire tread, and methods of forming or using the tire or tire tread. Methods of using the tire include methods of reducing tread wear on a tire. One step includes providing a tire having any tire tread, including any tire tread described or contemplated herein. Another step includes installing the tire on a vehicle and operating the vehicle. During operation, the tire wears at a reduced rate.

[0026] As noted above, slip between the tire tread and the tire operating surface within a tire footprint generates tread wear. A tire footprint is described as a portion of the tire tread that contacts the tire operating surface (such as the ground, for example) at any time during tire operation. A tire footprint is also referred to as a "contact patch." When a tire rolls in a direction of travel, the outer, ground-engaging side of tire tread rolls into contact with the tire operating surface at a leading edge of the tire footprint while the ground-engaging side rolls out of contact with the tire operating surface at a trailing edge of the tire footprint. As the tread exits the footprint, slip between the tread and the tire operating surface occurs and leads to the generation of tread wear.

[0027] To impact vehicle motion, it is necessary to generate longitudinal forces in the tire footprint. To generate these longitudinal forces, high shear strains are required. Shear strains are a maximum at the trailing edge of the tire footprint. High shear strains generate high tangential shear stresses due to the shear rigidity of the tread. Because vertical pressure also decreases to zero at the trailing edge of the footprint, slip occurs when the ratio between high tangential shear stresses and decreasing normal pressure reaches a traction limit, which is typically 1 for dry ground. This slip is what causes excessive and/or irregular wear to occur along the tread at the trailing edge of the footprint. Irregular wear includes heel and toe wear, where the leading edge of the tread element wears to a rounded profile and the trailing edge of the tread element wears to an elongated, pointed profile, such that the leading edge resembles a heel and the trailing edge a toe. By virtue of employing the tread features described herein, a reduction in slip is achieved, which therefore reduces tread wear that may arise during tire operation, such as due to torque. To reduce the slip, and therefore wear, it is desirous to generate the longitudinal forces at lower shear strain levels. In accordance with particular embodiments, one manner is to employ inclined elongate lateral discontinuities, such as grooves or sipes, in forming a tread pattern. In certain embodiments, a non-directional tread pattern is formed using the plurality of elongate lateral discontinuities but which operate directionally in use within a tire contact patch.

[0028] Particular embodiments provide a tire tread, which may be formed along a tire or separately from a tire, such as when providing a tread band or strip for use in retreading operations. Any such tire tread includes a tread length extending in a lengthwise direction of the tread and normal to a width and thickness of the tire tread, the width extending laterally between a first lateral side edge and a second lateral side edge of the tread. The tread thickness extends in a depthwise direction of the tread from an outer, ground-engaging side, the depthwise direction extending normal to both the width of the tire tread and the tread length, the tread width extending laterally in a direction transverse to both the tread thickness and the tread length.

[0029] The tire treads include a tread pattern comprising an arrangement of discontinuities arranged along the outer, ground-engaging side of the tread and extending into the depth of the tread. The tread pattern includes a plurality of spaced apart longitudinal grooves and one or more intermediate tread elements having a plurality of elongate lateral discontinuities, as described further below.

[0030] As noted above, the tire treads include a plurality of spaced apart longitudinal grooves. In particular embodiments, the tire tread includes a first longitudinal groove and a second longitudinal groove spaced apart laterally in a direction of the tread width and each extending in a direction of the tread length. It is appreciated that any such longitudinal groove may be a groove extending continuously along the length of the tread, or may extend partially along the tread length. Further, any such longitudinal groove may extend entirely in the longitudinal direction of the tread, or partially in the longitudinal direction of the tread, where the longitudinal groove also extends partially in a lateral direction of the tread, which means that the longitudinal groove is biased to the longitudinal direction of the tread.

[0031] As also noted above, the tire treads include a plurality of intermediate tread elements arranged between the first and second longitudinal grooves and more generally between the first and second lateral sides of the tread. The intermediate tread elements are distinguished from any tread elements arranged along any of the first and second lateral sides of the tread, which are referred to as shoulder tread elements. Tread elements, whether intermediate or shoulder tread elements, may comprise either a rib or a lug. A rib extends continuously along the length of the tread, where continuously means that no lateral groove extends entirely across the width of the rib to bisect the rib. Therefore, when the tread is affixed to a tire, the rib extends around the tire. A lug, however, extends partially along a length of the tread, as at least one lateral groove extends across the width of the lug. Alternatively, it can be said that a lateral groove bounds each of a first and second longitudinal side of the lug, where the first and second longitudinal sides are spaced apart by the length of the lug. For any rib, the rib length may extend along a linear path (prior to installation on a tire) or circumferential path (when installed on a tire), a non-linear path, or an undulating non-linear path, which is a laterally undulating path (that is, where the path alternates back and forth in a direction of the tread width as the path extends in a direction of the tread length). It is appreciated that a tread element may have a width that is equal to or less than the width of the tread. When the tread element width is equal to a width of the tread, the width of the tread element is bounded or defined by the opposing lateral sides of the tread width. When the tread element width is less than the tread width, the width of each tread element is defined or bounded by a pair of discontinuities or a discontinuity and a lateral side of the tread.

[0032] It is appreciated that one or more intermediate tread elements, of the plurality of intermediate tread elements, have a plurality of elongate lateral discontinuities spaced apart in the lengthwise direction of the tread along a defined length of the corresponding intermediate element or tread length, each of the plurality of elongate lateral discontinuities forming a sipe or a groove extending lengthwise in a lateral direction of the tread and depthwise into the tread thickness from the outer, ground engaging side of the tread. It is appreciated that each elongate lateral discontinuity of the plurality is a sipe or a groove, or any combination thereof. In more specific embodiments, each of the plurality of elongate lateral discontinuities is a sipe. A sipe comprises a slit or laceration or a narrow groove generally having a molded void width or thickness of 0.5 to 1.2 mm or less (1.2 mm or less), whereby opposing sides of the sipe defining the sipe width or thickness contact or close during tire operation, such as when the sipe is arranged within a tire footprint. The molded widths of the sipes increase upon tire inflation, which results in upwards of approximately 0.2 mm in additional width, where 0.5 to 1.2 mm molded widths result in approximately 0.7 to 1.5 mm inflated widths. It is appreciated that a plurality refers to two or more elongate lateral discontinuities, but may, in other examples equal 3, 4, 5, or more elongate lateral discontinuities. A groove is another discontinuity but has a width or thickness greater than that of a sipe, and is configured to remain open during tire operation, such as when the groove is arranged within a tire footprint to receive and evacuate water, snow, mud, or other environmental materials through which the tire is traveling.

[0033] It is appreciated that any elongate lateral discontinuity of the plurality extends into the tread thickness by any desired depth, which may be constant or variable, but at least 2 mm in certain instances. Each elongate lateral discontinuity of the plurality also has a length extending partially or entirely across the width of any corresponding intermediate tread element. It is appreciated that the length of the discontinuity may extend entirely or partially in the direction of the tread width. When extending partially in the direction of the tread width, the length of the discontinuity extends in both the direction of the tread width and the direction of the tread length, such that the discontinuity length extends along a path having a vector extending in a direction of the tread width and a vector extending in a direction of the tread length. It is also appreciated that the depth and length of any such discontinuity may extend along any desired path, which may be a linear or non-linear path. A non-linear path includes curvilinear and undulating paths. An undulating path extends back and forth, in a uniform or non-uniform alternating manner and which may be formed of linear or non-linear segments.

[0034] To achieve the stated purpose of reducing tread wear, for each of the one or more intermediate tread elements, the defined length of the corresponding intermediate tread element along which the plurality of elongate lateral discontinuities are spaced apart is configured to be arranged within a length of a contact patch during intended operation and use of the tire. During intended operation and use, the tire is inflated and loaded as intended or expected. More generally, in particular embodiments, it is appreciated that the intermediate tread elements including the plurality of elongate lateral discontinuities may form at least 30% of the entire tread, at least 60% of the entire tread, or substantially all of the intermediate tread elements arranged along the tread or of those intended to be within the tire contact patch.

[0035] Additionally, within the defined length, each of the plurality of elongate lateral discontinuities extend into the tread thickness by an average angle relative to the depthwise direction of the tire tread, the average angle taken along the substantial length and depth of the corresponding elongate lateral discontinuity. In extending by an average angle, the average is taken along the height and length of the void. The depthwise direction of the tread, which is already defined to extend perpendicular to the tread length and tread width, can also be referred to as a radial direction of the tire, when the tread is affixed to a tire. In one example, in taking the average angle for each elongate lateral discontinuity, the average is taken at a middle of the void as it extends through the thickness of the tread either when the tread is installed on a tire in an unloaded and uninflated condition or when the tread is laid flat prior to installation on a tire. In another example, in taking the average angle for each elongate lateral discontinuity, the average is taken by taking the average angle of each opposing side of the void, where each side forms a longitudinal face or side of the tread element, where the longitudinal face or side extends in a lateral and depthwise direction of the tread. In any event, any recess or projection arranged along any longitudinal face or side of the tread forming the elongate lateral discontinuity is not accounted for, as it is the angle of the longitudinal face or side that is measured. It is appreciated that any average angle may be employed by any elongate lateral discontinuity of the plurality of elongate lateral discontinuities. For example, in particular embodiments, the average angle may range from 0 degrees to positive or negative (+/-) 50 degrees, while in other variations, a nonzero average angle ranges from 5 to 50 degrees or from -5 to -50 degrees. In particular variations, at least one of the elongate lateral discontinuities has an average angle of at least positive or negative (+/-) 10 degrees. In defining positive and negative angle orientation, a positive angle extends in a direction opposite the direction of intended tire rotation from a line extending entirely in the depthwise direction of the tread thickness (that is, from a line extending perpendicular to the outer, ground-engaging side of the tread), such that a discontinuity extending into the tread thickness extends both in the depthwise direction of the tread thickness and in a direction away from the intended direction of tire rotation, (unstressed/undeformed) A negative angle extends in the direction of intended tire rotation from a line extending entirely in the depthwise direction of the tread thickness (that is, from a line extending perpendicular to the outer, ground-engaging side of the tread), such that a discontinuity extending into the tread thickness extends both in the depthwise direction of the tread thickness and in the direction of intended tire rotation.

[0036] In particular embodiments, regarding each of the plurality of elongate lateral discontinuities extending into the tread thickness by an average angle relative to the depthwise direction of the tire tread, a standard deviation of the average angles for the plurality of elongate lateral discontinuities is at least 5. In other instances, the standard deviation of the average angles for the plurality of elongate lateral discontinuities is greater than 5, In yet other instances, the standard deviation of the average angles for the plurality of elongate lateral discontinuities is at least 8. These standard deviations are calculated for the plurality of elongate lateral discontinuities with average angles using the "n" method, and is expressed by the following formula: — -— , where "x" represents the average angle for each of the plurality of elongate lateral discontinuities and "n" is the quantity of elongate lateral discontinuities in the plurality. Additionally, in certain optional embodiments, two or more of the plurality of elongate lateral discontinuities are characterized as having a non-zero average angle. While each may be any combination of positive and negative non-zero average angles, in certain embodiments one is a positive average angle and the other is a negative average angle. Beyond the two having a nonzero average angle, it is also appreciated that any other of the plurality of elongate lateral discontinuities may extend entirely (that is, linearly) at 0 degrees, such as, for example, when a central elongate lateral discontinuity is included within the plurality of elongate lateral discontinuities, which is discussed further below. An exemplary standard deviation calculation is now provided for a plurality of elongate lateral discontinuities forming three elongate lateral discontinuities. In this example, a first elongate lateral discontinuity has an angle of -12 degrees, a second elongate lateral discontinuity has an angle of 0 degrees and a third elongate lateral discontinuity has an angle of 12 degrees. The average angle of the plurality of elongate lateral discontinuities is 0 degrees. Using this information in the formula provided above, a standard deviation of 9.8 is obtained.

[0037] For the treads discussed herein, in certain embodiments, the plurality of elongate lateral discontinuities having a standard deviation as described above can also be described as, in total (that is, as a whole), extending depthwise in the direction of the tread thickness by an average collective angle equal to zero, where the average is taken over the substantial length and depth of each of the plurality of elongate lateral discontinuities. In determining the average collective angle for all of the plurality of elongate lateral discontinuities, the average collective angle forms the average angle observed over the total length and total depth of all of the discontinuities in the plurality. Therefore, the longer or deeper any one of the plurality of elongate lateral discontinuities extends, the more impact its average angle will have on the average collective angle for the plurality. While any manner may be employed to determine the average collective angle, one manner is to use the average angle for each discontinuity of the plurality of elongate lateral discontinuities weighted by its length and depth, that is, by relating the average angle to the area (length multiplied by depth) of a plane extending the length and depth of the discontinuity and biased relative to the depthwise direction of the tread by the average angle of the discontinuity.

[0038] In particular variations of the disclosed embodiments, the plurality of elongate lateral discontinuities are arranged within a pitch of the tread pattern, the pitch forming a pattern of discontinuities that forms a portion of the tread pattern. Commonly, when designing a tread pattern, one or more pitches are designed, which may or may not be repeated along the length of the tread. A pitch may be repeated continuously, such that all pitches in the tread pattern form the same repeated pitch, or multiple pitches may be provided, each of which may be used once or repeated along the tread length. In particular embodiments, the pitch includes a bounding elongate lateral discontinuity comprising a sipe or groove arranged along a leading or trailing side of the plurality of elongate lateral discontinuities. In other variations, a bounding elongate lateral discontinuity comprises a sipe or groove arranged along both the leading and trailing sides of the plurality of elongate lateral discontinuities. It is appreciated that the bounding elongate lateral discontinuity may extend depthwise into the tread thickness and lengthwise across the tread width in any manner described in association with any of the plurality of elongate lateral discontinuities. While it is appreciated that any bounding elongate lateral discontinuity may have any average angle (as defined in association with the plurality of elongate lateral discontinuities), in particular instances, any one or more bounding elongate lateral discontinuities have an average angle equal to zero or an average angle extending entirely in the depthwise direction of the tread thickness (which would be a linear extension in both the depthwise and widthwise directions).

[0039] In the various embodiments described herein, the plurality of elongate lateral discontinuities can be described to include a leading elongate lateral discontinuity and a trailing elongate lateral discontinuity, the leading elongate lateral discontinuity forming a first of the plurality of elongate lateral discontinuities configured to enter the contact patch during tire operation and the trailing elongate lateral discontinuity forming a last of the plurality of elongate lateral discontinuities configured to enter the contact patch during tire operation. In particular variations, the leading elongate lateral discontinuity is characterized as having a negative average angle and where the trailing elongate lateral discontinuity is characterized as having a positive average angle. While these embodiments may be used to improve wear generally, in particular instances, these embodiments are used to reduce tread wear when a tire is exposed to a driving torque (a positive torque). In alternative variations, the leading elongate lateral discontinuity is characterized as having a positive average angle and where the trailing elongate lateral discontinuity is characterized as having a negative average angle. In particular instances, in any prior variation, the average angle of the leading elongate discontinuity is a negative inverse of the average angle of the trailing elongate discontinuity.

[0040] In certain instances, the plurality of elongate lateral discontinuities include a third elongate lateral discontinuity, the third elongate lateral discontinuity arranged between the leading and trailing elongate lateral discontinuities. In such instances, the standard deviation of the average angles for the plurality of elongate lateral discontinuities remains at least 5. In other instances, the standard deviation of the average angles for the plurality of elongate lateral discontinuities is greater than 5, In yet other instances, the standard deviation of the average angles for the plurality of elongate lateral discontinuities is at least 8. In more particular instances, the two elongate lateral discontinuities characterized as having a non-zero average angle include the leading and trailing elongate lateral discontinuities. While the average angle of the third elongate lateral discontinuity may comprise any desired angle, in certain instances, the average angle of the third elongate lateral discontinuity is zero and in other instances, extends entirely in the depthwise direction of the tread thickness.

[0041] While asymmetric arrangements of the plurality of elongate lateral discontinuities is contemplated, in certain variations, the plurality forms a symmetrical arrangement of discontinuities that is symmetrical in a direction of the tread length and relative to a central plane arranged within the plurality of elongate lateral discontinuities, the reference plane extending entirely in both the depthwise direction of the tread and the widthwise direction of the tread. In particular embodiments, the plurality of elongate lateral discontinuities are spaced apart in a symmetrical arrangement relative a reference plane extending in a widthwise and depthwise direction of the tread, where a first portion of the plurality of elongate lateral discontinuities are arranged symmetrically with a second portion of the plurality of elongate lateral discontinuities. Symmetry is three-dimensional symmetry, where the first and second portions are symmetrical in lengthwise, depthwise, and widthwise directions of the tread. In certain variations, each of the first and second portions form one half of the plurality of elongate lateral discontinuities. This requires the plurality of elongate lateral discontinuities to form an even quantity of discontinuities. In other variations, the plurality of elongate lateral discontinuities includes a central elongate about which the first and second portions of the plurality of elongate lateral discontinuities are arranged symmetrically. In these variations, the plurality of elongate lateral discontinuities forms an odd quantity of discontinuities.

[0042] Particular embodiments of the tires and methods discussed above will now be described in further detail below in association with the figures filed herewith exemplifying the performance of the methods in association with particular embodiments of the tires. [0043] With reference to FIG. 1A, a tire 10 is shown according to an exemplary embodiment. Tire 10 comprises a pneumatic tire having a pair of sidewalls 12 each extending radially outward from a rotational axis A of the tire to a central portion 14 of the tire 10. The central portion 14 of the tire is annular in shape, and includes a tread 20 having a thickness T ₂₀ extending in a radial direction of the tire (relative a rotational axis of the tire) from an outer, ground-engaging side 22 of the tread to a bottom side 23 for attachment and bonding to the tire. The tread also has a width W ₂₀ extending in a lateral or widthwise direction (also referred to as "laterally") between the pair of opposing, lateral sides 21 comprising a first lateral side and a second lateral side of the tread each arranged adjacent to one of the sidewalls 12. The tread also has a length L ₂ o extending circumferentially around the tire. It can be said that the width extends laterally in a direction transverse to the tread thickness T ₂₀ and to a length L ₂₀ of the tread, where the length can be said to extend longitudinally in a circumferential direction of the tire. The tread also includes a pair of shoulders 21s forming a transition between the outer, ground- engaging side 22 and each lateral side 21 of the tread 20. The tread also includes a plurality of longitudinal grooves 24, spaced apart in a lateral direction of the tread. A plurality of intermediate tread elements 26 are also shown arranged between a first and a second longitudinal groove 24A, 24B, respectively. It is appreciated that any longitudinal groove 24 may form a first longitudinal groove 24A and another a second longitudinal groove 24B. Each intermediate tread element 26 is shown to include a plurality of elongate lateral discontinuities 32, each forming a sipe. In the embodiment shown, the elongate lateral discontinuities 32 extend entirely in the widthwise direction of the tire tread 20 (that is, in the direction of tread width W ₂₀ ). In other embodiments, extending in the widthwise direction can include also extending in a longitudinal direction of the tread 20 (that is, in the direction of tread length L ₂₀ ), such as is exemplarily shown in FIG. 6, for example. In this embodiment, while the elongate lateral discontinuities 32 extend in a widthwise direction of the tread 20, each discontinuity 32 is biased to the widthwise direction and also extends in the longitudinal direction of the tread 20. It is appreciated that any elongate lateral discontinuity discussed herein may extend in a widthwise, depthwise, or longitudinal direction of the tread along any linear or non-linear path. While the tread 20 is shown to form a portion of a tire, in other embodiments, the tread 20 may be separate from the tire, such as when the tread 20 is formed prior to being applied to a tire during retreading operations. [0044] In the embodiment shown in FIGS. 1A-1C, the plurality of intermediate elements 26 each form a lug, where a subset of lugs are arranged in a circumferential direction C spaced apart by lateral grooves 30 to form a discontinuous rib 28. It is also noted that the plurality of elongate lateral discontinuities 32 are bounded by a bounding elongate lateral discontinuity 30 forming a lateral groove. It is noted that in the embodiment shown, only one of the bounding discontinuities 30 are arranged within a pitch length P of the tread pattern (see FIG. IB, and FIG. 1C, showing a portion of discontinuous rib 28 within the pitch length P in FIG. IB). While it is appreciated that each intermediate tread element 26 may include any two (2) or more elongate lateral discontinuities 32, in the embodiment shown, for each intermediate element 26, the plurality of elongate lateral discontinuities 32 form a first elongate lateral discontinuity 32-1, a second elongate lateral discontinuity 32-2, and a third elongate lateral discontinuity 32-3, the second elongate lateral discontinuity 32-2 arranged between the first and third elongate lateral discontinuities 32-1 and 32-3 in the direction of the tread length L ₂ o. In the embodiments shown in FIGS. 2A and 2B, instead of intermediate elements 26 comprising lugs spaced apart by lateral grooves 30, a sipe 31 is substituted for each lateral groove 30 such that each intermediate element 26 forms a continuous rib 28 in lieu of a lug.

[0045] As discussed above, in certain embodiments, the plurality of elongate lateral discontinuities are spaced apart in a symmetrical arrangement relative a reference plane extending in a widthwise and depthwise direction of the tread, where a first portion of the plurality of elongate lateral discontinuities are arranged symmetrically with a second portion of the plurality of elongate lateral discontinuities. In the embodiments shown in FIGS. 1C and 2B, symmetrical arrangements of a plurality of elongate lateral discontinuities 32-1, 32-2, 32-3 are shown along a defined length of an intermediate tread element 26 (illustrated in FIGS. IB and 2A) relative reference place RP. With specific reference to FIG. 2B, the plurality of elongate lateral discontinuities 32-1, 32-2, 32-3 are arranged in a symmetrical, spaced apart configuration along a defined length LD for arrangement within an intended contact patch. Specifically, in the embodiment shown, second elongate lateral discontinuity 32-2 operates as a central elongate lateral discontinuity extending along reference plane RP that extends in the depthwise and widthwise direction of the tread 20 and about which first and third elongate lateral discontinuities 32-1 and 32-3 are symmetrically arranged. First and third elongate lateral discontinuities 32-1 and 32-3 are symmetrical in cross-section, whereby the depthwise extensions and average angles are negative inverses of each other, and are spaced apart from the central elongate lateral discontinuity 32-2 and the reference plane by the same distance Dl. Bounding elongate lateral discontinuities 31 are spaced apart from the plurality of elongate lateral discontinuities, and from the first elongate lateral discontinuity 32-1, by distance D2. It is appreciated, in such embodiments, that the spacing distances Dl, D2 may be any desired distance, but it is contemplated that the defined length LD of the pattern of elongate lateral discontinuities for arrangement within a contact patch is between 20 to 50 mm in length. It is appreciated that the defined length, in particular embodiments, is equal to or less than the length of the portion of the contact patch along which the intermediate tread element is to be arranged (as a contact patch may or may not be rectangular - see FIG. 5 where the contact patch is oval-shaped and therefore has a variable length CPL).

[0046] With reference to FIGS. 1C and 2B, the depthwise extension of the plurality of elongate lateral discontinuities 32 for a particular tread element is shown. Particularly, the first elongate lateral discontinuity 32-1 and the third elongate lateral discontinuity 32-3 each extend into the tread thickness T ₂₀ in a direction away from the second elongate lateral discontinuity 32- 2, which extends entirely in the depthwise direction of the tread thickness T ₂₀ . By extending entirely in the depthwise direction of the tread thickness T ₂ o, it is appreciated that the second elongate lateral discontinuity 32-2 may extend 0 degrees to plus or minus (+/-) 5 degrees relative the depthwise direction of the tread thickness T ₂₀ . In defining the direction by which any elongate lateral discontinuity 32-1, 32-2, 32-3 extends, as discussed previously, an average angle is determined for each elongate lateral discontinuity, the average angle being taken by averaging the angle at the middle of the discontinuity width for the entire depth and length of the discontinuity. In FIGS. 1C and 2B, the average angle for each of the first, second, and third elongate lateral discontinuity 32-1, 32-2, 32-3 is 03 _2- i, _avg , 032-2,av _g , 032-3,av _g , respectively. Determination of an average angle for an elongate lateral discontinuity is shown more clearly in FIGS. 3A and 3B. In FIG. 3A, an average angle 03 ₂ , _avg , is shown in association with an elongate lateral discontinuity 32 defined by opposing longitudinal faces or sides 34 of the intermediate tread element 26 and having a width W3 ₂ that varies linearly within the tread thickness , where an average angle 03 ₂ for each elongate lateral discontinuity is obtained by measuring and averaging the angle at the middle of a discontinuity cross-sectional width W3 ₂ , _avg for the substantial depth D ₃₂ and length of the discontinuity. The length of the discontinuity 32 is the distance the discontinuity 32 travels across the width of the tread element 26. In FIG. 3B, an average angle 0 ₃₂ >, _aVg , is shown in association with an elongate lateral discontinuity 32' defined by opposing longitudinal faces or sides 34 of the intermediate tread element 26 and having a width W ₃₂ > that varies non-linearly within the tread thickness T ₂₀ (illustrated in FIGS. 1C and 2B), where an average angle 0 ₃₂ > for each elongate lateral discontinuity 32' is obtained by measuring and averaging the angle at the middle of a discontinuity cross-sectional width W ₃₂ >, _aVg for the substantial depth D ₃₂ > and length of the discontinuity. As noted previously, in defining positive and negative angle orientation, a negative angle extends in a direction of tire rotation R as the corresponding elongate lateral discontinuity 32 extends depthwise (in the direction of D ₃₂ or D ₃₂ >) into the tread thickness T ₂₀ (exemplarily illustrated in FIGS. 1C and 2B), while a positive angle extends in a direction opposite the direction of tire rotation as the corresponding elongate lateral discontinuity 32 extends depthwise (in the direction of D ₃₂ or D ₃₂ >) into the tread thickness T ₂₀ (exemplarily illustrated in FIGS. 1C and 2B). Therefore, in FIGS. 1C and 2B, average angle 0 _32- i, _aVg is a negative angle while average angle 0 _32-3 , _aVg is a positive angle.

[0047] As noted previously, in particular embodiments where the plurality of elongate lateral discontinuities each have an average angle, the average angles for the plurality are characterized as having a standard deviation of at least 5. In other instances, the average angles for the plurality of elongate lateral discontinuities is characterized as having a standard deviation greater than 5. In yet other instances, the average angles for the plurality of elongate lateral discontinuities is characterized as having a standard deviation of at least 8. It is appreciated that for any plurality of elongate lateral discontinuities, any elongate lateral discontinuity may have any average angle. In particular embodiments, the average collective angle for the plurality of elongate lateral discontinuities is zero. It is appreciated that for any plurality of elongate lateral discontinuities, any elongate lateral discontinuity may have any average angle, so long as the average collective angle for the plurality is equal to zero. By example, with further reference to the first, second, and third elongate lateral discontinuities 32-1, 32-2, 32-3 of FIGS. 1C and 2B, the first elongate lateral discontinuity 32-1 is shown to have an average angle 0 _32- i, _aVg substantially equal to a negative inverse of the average angle 0 _32-3 , _aVg of the third elongate lateral discontinuity 32-3 and where the average angle of the second elongate lateral discontinuity 32-2 is zero. In this arrangement, the sum of the average angle for the plurality of elongate lateral discontinuities 32-1, 32-2, 32-3 in the particular intermediate tread element shown is zero. It is appreciated that in other embodiments, an inverse arrangement of the plurality of elongate lateral discontinuities may be employed, such as in FIG. 8, where the first and third elongate lateral discontinuities 32-1, 32-3 have average angles 03 _2- i, _aV g, 032-3, _a vg extending toward the second or central elongate lateral discontinuity 32-2 as each extends depthwise into the tread thickness. Any orientation such as is shown in FIG. 8, where the average angle 03 _2- i, _a vg for the first (or more generally "leading") elongate lateral discontinuity 32-1 is positive and the average angle 03 _2- 3, _a vg for the third (or more generally "trailing") elongate lateral discontinuity 32-3 is negative. As to the inverse, such as is shown in FIGS. 1A-2B and 7A-7D, where the leading elongate lateral discontinuity 32-1 has a negative average angle and the trailing elongate lateral discontinuity (see 32-4 in FIG. 7A, 32-2 in FIG. 7B, 32-3 in FIG. 7C, and 32-4 in FIG. 7D) has a positive average angle, in particular instances, such orientations are used to improve wear when a tire is exposed to driving torques. In more general embodiments, all elongate lateral discontinuities of a plurality of elongate lateral discontinuities arranged on one side of a reference plane (which denotes the middle of the plurality in a direction of the tread length) have an average collective angle that is positive while all of the one or more elongate lateral discontinuities of the plurality arranged on the opposing side of the reference plane have a negative average collective angle, or vice versa.

[0048] Other exemplary variations are shown in FIGS. 7A-7D, where a plurality of elongate lateral discontinuities 32-1, 32-2, 32-3, 32-4, as applicable, comprising sipes having average angles where the average angles together have a standard deviation of at least 5, or in other embodiments, greater than 5, or in still further embodiments, of at least 8. The plurality of elongate lateral discontinuities also have an average collective angle equal to zero. In FIG. 7A, for a pitch P, a plurality of four elongate lateral discontinuities 32-1, 32-2, 32-3, 32-4 are arranged symmetrically relative to reference plane RP, where discontinuities 32-2, 32-3 extend at different depths than discontinuities 32-1, 32-4. In FIG. 7B, for a pitch P, a plurality of two elongate lateral discontinuities 32-1, 32-2 are arranged symmetrically relative to reference plane RP. In FIG. 7C, for a pitch P, a plurality of three elongate lateral discontinuities 32-1, 32-2, 32- 3 are arranged asymmetrically, where discontinuities 32-1, 32-2 extend at different average angles 0 _32- i, _a vg, 0 _32-2 , _a vg than discontinuity 32-3 even though an average of the different average angles forms an average collective angle that is equal to zero. By example, the average angle 03 _2- i,av , 03 _2-2 ,av for each discontinuity 32-1 and 32-2 is half the average angle 03 _2- 3, _aV g of discontinuity 32-3. In FIG. 7D, for a pitch P, a plurality of elongate lateral discontinuities 32-1, 32-2, 32-3, 32-4 are arranged asymmetrically and extend at different average angles and depths, where the plurality includes a discontinuity 32-2 that extends entirely in the depthwise direction of the tread thickness T ₂₀ . In each of the embodiments shown in FIGS. 7A-7D, the leading elongate lateral discontinuity 32-1 for each plurality of discontinuities has a negative average angle, while the trailing lateral discontinuity (the last in the plurality, see 32-4 in FIG. 7A, 32-2 in FIG. 7B, 32-3 in FIG. 7C, and 32-4 in FIG. 7D) has a positive average angle.

[0049] With reference now to FIGS. 4 and 5, a tire tread 20 is shown in contact with a tire operating surface G, in accordance with an exemplary embodiment. In particular, in FIG. 4, the tire tread 20 of FIGS. 1A-1C is shown in a partial side-sectional view extending along a length CPL of a contact patch (shown in FIG. 5) as the tire tread 20 rotates in direction R. In FIG. 5, the contact patch CP is shown having a length CPL and a width CPw, and it can be seen that the tire tread 20 of FIGS. 1A-1C are configured such that, for each intermediate tread element 26, 28, a plurality of elongate lateral discontinuities 32 are arranged within the contact patch along a defined length of each corresponding intermediate tread element.

[0050] It is noted that, in any embodiment discussed herein, any bounding elongate lateral discontinuities (such as 30 in the embodiment shown) may or may not be intended to be arranged concurrently with the plurality of elongate lateral discontinuities within a contact patch. It is noted that these improvements were realized with on-vehicle testing, where a test driver compared a variation of the tire shown in FIGS. 1A-1C, where the sipes of the reference tire were not inclined. The tests were conducted on a front-wheel compact car on a wear circuit approximating typical driving conditions. Upon comparing the front tires from each test, the tires having the improvements achieved a 10% wear improvement over the reference tires.

[0051] It is appreciated that any tread discussed herein may be arranged along a tire, or may be formed separately from a tire as a tire component for later installation on a tire carcass, in accordance with any technique or process known to one of ordinary skill in the art. For example, the treads discussed and referenced herein may be molded with a new, original tire, or may be formed as a retread for later installation upon a used tire carcass during retreading operations. Therefore, when referencing the tire tread, a longitudinal direction of the tire tread is synonymous with a circumferential direction of the tire when the tread is installed on a tire. Likewise, a direction of the tread width is synonymous with an axial direction of the tire or a direction of the tire width when the tread is installed on a tire. Finally, a direction of the tread thickness is synonymous with a radial direction of the tire when the tread is installed on a tire. It is understood that the any tread as disclosed herein may be employed by any known tire, which may comprise a pneumatic or non-pneumatic tire, for example.

[0052] It is appreciated that any of the tread features discussed herein may be formed into a tire tread by any desired method, which may comprise any manual or automated process. For example, the treads may be molded, where any or all discontinuities therein may be molded with the tread or later cut into the tread using any manual or automated process. It is also appreciated that any discontinuity may be originally formed along, and in fluid communication with, the outer, ground-engaging side of the tread, or may be submerged below the outer, ground-engaging side of the tread, to later form a tread element after a thickness of the tread has been worn or otherwise removed during the life of the tire.

[0053] To the extent used, the terms "comprising," "including," and "having," or any variation thereof, as used in the claims and/or specification herein, shall be considered as indicating an open group that may include other elements not specified. The terms "a," "an," and the singular forms of words shall be taken to include the plural form of the same words, such that the terms mean that one or more of something is provided. The terms "at least one" and "one or more" are used interchangeably. The term "single" shall be used to indicate that one and only one of something is intended. Similarly, other specific integer values, such as "two," are used when a specific number of things is intended. The terms "preferably," "preferred," "prefer," "optionally," "may," and similar terms are used to indicate that an item, condition or step being referred to is an optional (i.e., not required) feature of the embodiments. Ranges that are described as being "between a and b" are inclusive of the values for "a" and "b" unless otherwise specified.

[0054] While various improvements have been described herein with reference to particular embodiments thereof, it shall be understood that such description is by way of illustration only and should not be construed as limiting the scope of any claimed invention. Accordingly, the scope and content of any claimed invention is to be defined only by the terms of the following claims, in the present form or as amended during prosecution or pursued in any continuation application. Furthermore, it is understood that the features of any specific embodiment discussed herein may be combined with one or more features of any one or more embodiments otherwise discussed or contemplated herein unless otherwise stated.