Patent Publication Number: US-2018037066-A1

Title: Pneumatic tire

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims priority of Japanese Patent Application No.: 2016-152993 filed on Aug. 3, 2016, the content of which is incorporated herein by reference. 
     BACKGROUND OF THE INVENTION 
     Technical Field 
     The present invention relates to a pneumatic tire. 
     Related Art 
     Conventionally, as a pneumatic tire, there has been known a pneumatic tire which includes: a continuous land portion extending in a tire circumferential direction; and branch land portions branched from the continuous land portion and extending toward the outside in a tire width direction, wherein a plurality of sipes extending in a tire rotational direction from inclined main grooves disposed on sides of the branch land portions are formed on the branch land portions (see JP-A-2014-181000, for example). 
     As another pneumatic tire, there has been known a pneumatic tire where zigzag-shaped sipes which have both ends thereof communicated with each other in a circumferential direction are formed on blocks which are defined by circumferential grooves and lateral grooves (see JP-A-2010-254154, for example). 
     However, the former pneumatic tire is excellent only in a warm-up performance for elevating a temperature of the tire to a tire temperature at which the tire can exhibit a tire performance within a short time by forming the sipes on the tire. Accordingly, such a pneumatic tire has a drawback that rigidity of a tread surface is lowered due to the formation of the sipes so that steering stability is largely impaired. 
     On the other hand, the latter pneumatic tire aims at the enhancement of an on-snow/ice performance while maintaining rigidity of the blocks, and therefore, is different from the former pneumatic tire in kind to be premised. Further, in the latter pneumatic tire, a warm-up performance and a steering stability is not mentioned. 
     SUMMARY 
     It is an object of the present invention to provide a pneumatic tire which can suppress lowering of steering stability caused by lowering of rigidity while enhancing a warm-up performance. 
     According to an aspect of the present invention, as a means to overcome such drawbacks, there is provided a pneumatic tire which includes: a main groove extending in a tire circumferential direction; a lateral groove extending from an inner side to an outer side in a tire width direction; and a land portion formed by the main groove or the lateral groove on a tread portion, wherein a sipe is formed on the land portion such that the sipe extends in the tire width direction and at least one end of the sipe communicates with the main groove or the lateral groove, and the sipe has a wave-shaped portion of two cycles or less having a larger depth than both end portions on a portion thereof excluding both end portions. 
     With such a configuration, it is possible to enhance a warm-up performance of the land portion by forming the sipe on the land portion. Further, by forming the wave-shaped portion on the sipe, the land portion can maintain sufficient rigidity so that steering stability is not impaired. With the formation of the wave-shaped portion, the number of edges is increased and hence, it is possible to acquire effect of cutting a water membrane which is likely to be formed at a center portion of the land portion so that a wet performance is enhanced. After warm-up is finished, heat radiation can be promoted by the wave-shaped portion whereby it is possible to prevent the elevation of a temperature greater than necessary. Further, the wave-shaped portion is formed on the portion excluding both end portions of the sipe, and the wave-shaped portion has a larger depth than other portion and hence, a ground contact pressure distribution can be made uniform between an edge side and a center portion of the land portion whereby uniform heat radiation can be ensured while enhancing steering stability. 
     The land portion may be a rib extending in a tire circumferential direction. 
     It is preferable that a depth of the sipe be 60% or less of a depth of the main groove or the lateral groove. 
     With such a configuration, it is possible to make rigidity of the land portion where the sipe is formed more appropriate and hence, it is possible to suppress chipping of the land portion or the like caused by a strong ground contact pressure which acts at the time of cornering in particular. Further, it is possible to suppress intrusion of water or air into the wave-shaped portion from the main groove or the lateral groove and hence, cooling during warm-up can be prevented. 
     It is preferable that the main groove be formed in a center region which is a center portion in a tire width direction, the lateral groove be formed in shoulder regions which are both end portions in the tire width direction and be formed of an inclined groove inclined with respect to the tire width direction, and the inclined groove extend toward the outside in the tire width direction beyond a ground contact surface with a road surface without communicating with the main groove. 
     With such a configuration, rigidity of the land portion in the shoulder region can be enhanced thus enhancing cornering performance of the pneumatic tire. 
     It is preferable that a block surrounded by the inclined groove be formed on a center region side of the shoulder region. 
     With such a configuration, by forming a center region side having high rigidity among the shoulder region by the easily deformable block, heat generation is facilitated due to a deformation operation of the block whereby a warm-up performance can be further enhanced. 
     It is preferable that, with respect to an aspect ratio which is a ratio between a longitudinal length being a tire circumferential direction component of a small block surrounded by the sipe and any of the main groove or the lateral groove and a lateral length being a tire width direction component of the small block, the aspect ratio of the small block disposed on both sides in the tire width direction have a smaller value than the aspect ratio of the small block in the center portion in the tire width direction. 
     With such a configuration, the aspect ratio becomes large on the center region side and hence, the pneumatic tire can exhibit a desired traction performance. On the other hand, the aspect ratio becomes small on the shoulder region side and hence, the pneumatic tire can enhance cornering performance. 
     It is preferable that the aspect ratio be 0.4 or more and 1.6 or less. 
     It is preferable that an aspect ratio of the sipe which is a ratio between a longitudinal length being a tire circumferential direction component and a lateral length being a tire width direction component be 0.1 or more and 0.5 or less. 
     It is preferable that a plurality of ribs extending in the tire circumferential direction be formed in the center region, and among the ribs, the sipes formed on the ribs disposed adjacently to each other be inclined in directions opposite to each other with respect to the tire width direction. 
     With such a configuration, the direction along which rigidity is lowered due to the sipe is made different between the ribs disposed adjacently to each other thus cancelling out lowering of rigidity and hence, lowering of steering responsivity can be suppressed. 
     It is preferable that JIS-A hardness in a state where a temperature of rubber which forms the tread portion is 20° C. be set to a value which falls within a range of from 40 to 70. 
     According to the present invention, the sipe is formed on the land portion and hence, a temperature can be elevated at an early stage from the start of traveling whereby the pneumatic tire can acquire an excellent warm-up performance. The wave-shaped portion is not formed on both end portions of the sipe and hence, rigidity can be maintained at the end portions of the land portion whereby there is no possibility that steering stability is impaired. Due to the formation of the wave-shaped portion, the number of edge portions is increased and hence, a water membrane can be cut and hence, a wet performance can be enhanced. The wave-shaped portion is deeper than both end portions and hence, the wave-shaped portion is easily deformable whereby a ground contact pressure distribution can be made uniform over the entire surface of the land portion. Further, an edge length at the time of ground contacting can be increased due to the formation of the wave-shaped portion and hence, a contact amount with a road surface is increased whereby heat can be easily radiated. Accordingly, there is no possibility that a temperature is elevated greater than necessary after warm-up is finished. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The foregoing and the other features of the present invention will become apparent from the following description and drawings of an illustrative embodiment of the invention in which: 
         FIG. 1  is a developed view showing a portion of a tread portion of a tire according to an embodiment of the present invention; 
         FIG. 2  is a partially enlarged view of  FIG. 1 ; 
         FIG. 3  is a schematic cross-sectional view of a sipe formed on a center rib shown in  FIG. 1 ; 
         FIG. 4  is a developed view showing a portion of a tread portion having a sipe shape according to a comparison example 1; and 
         FIG. 5  is a developed view showing a portion of a tread portion having a sipe shape according to a comparison example 2. 
     
    
    
     DETAILED DESCRIPTION OF EMBODIMENTS 
     Hereinafter, an embodiment of the present invention is described with reference to attached drawings. In the description made hereinafter, terms indicative of specific directions and positions (for example, terms including “up”, “down”, “side”, and “end”) are used when necessary. However, these terms are used for merely facilitating understanding of the invention with reference to drawings, and the technical scope of the present invention is not limited by meaning of these terms. Further, the description made hereinafter merely shows an example essentially, and does not intend to limit the present invention, products to which the present invention is applied, or its applications. Further, drawings are schematically shown and hence, ratios of respective sizes and the like may differ from actual ratios of sizes and the like. 
       FIG. 1  is a developed view showing a portion of a tread portion  1  of a pneumatic tire according to the embodiment of the present invention. Although not shown in the drawing, the pneumatic tire is configured such that a carcass is extended between a pair of bead cores, an intermediate portion of the carcass is reinforced by a belt wound around an outer peripheral side of the intermediate portion of the carcass, and the pneumatic tire has the tread portion  1  outside the carcass in the tire radial direction. 
     The tread portion  1  is divided into a center region  2  which is positioned at a center portion in a tire width direction (indicated by an arrow W in  FIG. 1 ), and shoulder regions  3  which are respectively positioned on both sides of the center region  2 . In this embodiment, as a material for forming the tread portion  1 , a rubber material having JIS-A hardness of 40 to 70 at 20° C. is used. This rubber material is a material used for a racing wet tire and an intermediate tire. Sizes of respective grooves descried hereinafter are values when the pneumatic tire is a racing intermediate tire. 
     In the center region  2 , center ribs  7  (a first rib  8  on a left side and a second rib  9  on a right side in  FIG. 1 ) are formed in two rows by three main grooves  4  (a center main groove  5  and side main grooves  6  on both sides of the center main groove  5 ) extending in a tire circumferential direction (in  FIG. 1 , in a vertical direction). In this embodiment, with respect to the center main groove  5 , a depth is set to 4.0 mm, an opening width is set to 12.4 mm, and an inclination angle of a side surface with respect to a vertical plane is set to 25°. Further, with respect to the side main grooves  6 , a depth is set to 5.0 mm, an opening width is set to 12 mm, and an inclination angle of a side surface with respect to a vertical plane is set to 25. 
     In each shoulder region  3 , main lateral grooves  10  each of which is inclined toward the outside in a tire width direction toward a direction opposite to a tire rotational direction (indicated by an arrow R in  FIG. 1 ) are formed. As shown in  FIG. 2 , the main lateral groove  10  includes: a first inclined groove portion  11  (indicated by hatching in  FIG. 2 ); a second inclined groove portion  12  (indicated by double-line hatching in  FIG. 2 ); a first lateral groove portion  13  (indicated by triple-line hatching in  FIG. 2 ); and a second lateral groove portion  14  (indicate by cross-hatching in  FIG. 2 ). The first inclined groove portion  11  extends in the tire circumferential direction while gradually being away from the side main groove  6 . The second inclined groove portion  12  which is formed continuously with the first inclined groove portion  11  has a width gradually increased from the first inclined groove portion  11 , and has a larger inclination angle with respect to the tire circumferential direction than that of the first inclined groove portion  11  so as to be further away from the side main groove  6 . From a terminal end portion of the second inclined groove portion  12 , the first lateral groove portion  13  which is largely curved and has larger width than that of the second inclined groove portion  12  extends toward the outside in the tire width direction beyond a ground contact end which is one of both side ends of a ground contact surface. The second lateral groove portion  14  further extends obliquely from the terminal end portion of the second inclined groove portion  12  with a narrower width than that of the first inclined groove portion  11 . The main lateral grooves  10  are disposed at fixed intervals in the tire circumferential direction. The main lateral grooves  10  disposed adjacently to each other in the tire circumferential direction are disposed such that the first inclined groove portion  11  and a front half portion of the second inclined groove portion  12  of one main lateral groove  10  and a rear half portion of the second inclined groove portion  12  and the second lateral groove portion  14  of another main lateral groove  10  overlap with each other as viewed in the tire width direction. In this embodiment, with respect to the first inclined groove portion  11 , a depth is set to 2.5 mm, an opening width is set to 3.2 mm, and an inclination angle of a side surface with respect to a vertical plane is set to 10°. With respect to the second inclined groove portion  12 , a depth is set to 5.0 mm, an opening width is set to a value which falls within a range of from 6.3 to 9.6 mm, and an inclination angle of a side surface with respect to a vertical plane is set to 20°. With respect to the first lateral groove portion  13 , a depth is set to 4.0 mm, an opening width is set to 10.9 mm, and an inclination angle of a side surface with respect to a vertical plane is set to 20°. Further, with respect to the second lateral groove portion  14 , a depth is set to 2.5 mm, an opening width is set to 2.0 mm, and an inclination angle of a side surface with respect to a vertical plane is set to 0°. 
     As described above, the main lateral grooves  10  extend obliquely toward the outside in a tire width direction toward a direction opposite to a tire rotational direction from an area in the vicinity of the side main groove  6 . Accordingly, when a vehicle travels on a wet road surface, water which intrudes into the main lateral grooves  10  flows smoothly. Further, the main lateral grooves  10  extend beyond the ground contact end and hence, the main lateral grooves  10  can exhibit an excellent water drainage function. 
     A sub lateral groove  15  extends toward the outside in the tire width direction from one end side (side main groove side) of the first inclined groove portion  11 . The sub lateral grooves  15  are disposed at fixed intervals in the tire circumferential direction. The sub lateral groove  15  intersects with the second inclined groove portion  12  of another main lateral groove  10  disposed adjacently to the sub lateral groove  15  in the tire circumferential direction, merges with the second lateral groove  14  of still another main lateral groove  10  and, thereafter, extends toward the outside in the tire width direction beyond the ground contact end. The sub lateral groove  15  projects toward the outside in the tire width direction from the ground contact end with a smaller projection size than a projection size of the main lateral groove  10  and with a smaller width size than a width size of the main lateral groove  10 . 
     An auxiliary main groove  16  which continuously extends in a zigzag shape in the tire circumferential direction is formed of the first inclined groove portion  11  and the second inclined groove portion  12  of the main lateral groove  10  and a portion of the sub lateral groove  15 . The main grooves  4  in the center region  2  and the lateral grooves in the shoulder regions  3  do not intersect with each other, and shoulder ribs  17  which extend continuously in the tire circumferential direction are formed by the side main grooves  6  and the auxiliary main grooves  16 . With such a configuration, rigidity of the center region  2  and rigidity of portions in the shoulder regions  3  along the center region  2  are enhanced. 
     The first inclined groove portion  11  and the front half portion of the second inclined groove portion  12  of one of the main lateral grooves  10  disposed adjacently to each other in the tire circumferential direction, a rear half portion of the second inclined groove portion  12  and the second lateral groove portion  14  of another main lateral grooves  10 , and the pair of sub lateral grooves  15  disposed adjacently to each other in the tire circumferential direction respectively form an inclined groove. A first shoulder block  18  is defined by such inclined grooves. Accordingly, the first shoulder block  18  is inclined toward the outside in the tire width direction as the shoulder block  18  extends toward the tire circumferential direction (in a direction opposite to the tire rotational direction R). 
     A second shoulder block  19  is formed by the rear half portion of the second inclined groove portion  12  of the main lateral groove  10 , the first lateral groove portion  13 , and the sub lateral groove  15 . As viewed from the tire width direction, two second shoulder blocks  19  are formed corresponding to one first shoulder block  18 . That is, by dividing the shoulder block more finely toward the outside in the tire width direction, rigidity of the shoulder block is weakened so that a ground contact performance at the shoulder region  3  is enhanced. 
     The center rib  7 , the shoulder ribs  17 , the first shoulder blocks  18 , and the second shoulder blocks  19  constitute land portions of the present invention. A plurality of sipes  20  are formed in these land portions respectively 
     As shown in  FIG. 2 , center sipes  21  which are formed on the center rib  7  (the first rib  8  and the second rib  9 ) extend obliquely from each main groove  4 , and are formed at predetermined intervals in the tire circumferential direction. The center sipes  21  formed on the first rib  8  are inclined in a direction opposite to the tire rotational direction (upward in  FIG. 1 ) toward the outside in the tire width direction from a center line. In this embodiment, an inclination angle of the center sipe  21  with respect to the tire width direction is set to approximately 20°. Each sipe  21  is formed of: a first sipe  22  which has one end (first end) thereof communicated with the center main groove  5  and the other end (second end) thereof terminated in the first rib  8 , and: a second sipe  23  which has one end (first end) thereof communicated with the side main groove  6  and the other end (second end) thereof terminated in the first rib  8 . The first sipe  22  and the second sipe  23  are formed alternately in the tire circumferential direction. 
     Each sipe  20  has a wave-shaped portion  24  on a portion thereof excluding both end portions thereof, that is, at a position slightly away from the first end and the second ends. The wave-shaped portion  24  is formed of 1 cycle of triangular projecting portions constituted of a triangular leftward projecting portion and a triangular rightward projecting portion disposed continuously and adjacently to each other and projecting in directions opposite to each other. The wave-shaped portion  24  is positioned at substantially the center portion of the center rib  7  (the first rib  8  or the second rib  9 ). As shown in FIG.  3 , in each sipe  20 , the wave-shaped portion  24  is set deeper than other portions (a cross-sectional shape of the wave-shaped portion  24  shown in a simplified manner in  FIG. 3 ). In this embodiment, a depth of the sipe  20  at both end portions (portions where the wave-shaped portion  24  is not formed) is 60% or less of a depth of the main groove  4 , the main lateral groove  10  or the sub lateral groove  15 . In this embodiment, the depth of the sipe  20  at both end portions is set to 60% or less of the depth of the main groove  4 , that is, is set to 3.0 mm or less. However, as in the case of respective sipes described later, the depth can be changed within a range of from 1.5 mm to 3.0 mm inclusive corresponding to a depth of the groove with which the sipe is communicated. 
     First shoulder sipes  25  formed on the shoulder rib  17  are formed so as to make the side main groove  6  and the auxiliary main groove  16  communicate with each other. The first shoulder sipes  25  are formed at positions corresponding to the positions of the center sipes  21  formed on the first rib  8  or the second rib  9  in the tire circumferential direction, and the inclination of the first shoulder sipes  25  in the tire width direction is set opposite to the inclination of the center sipes  21  in the tire width direction. The wave-shaped portion  24  of the first shoulder sipe  25  is substantially equal to the wave-shaped portion  24  of the center sipe  21  formed on the center rib  7 . That is, the wave-shaped portion  24  of the first shoulder sipe  25  is formed at a center portion of the shoulder rib  17  in the tire width direction, and the wave-shaped portion  24  is set deeper than both end portions of the the first shoulder sipe  25 . 
     Second shoulder sipes  26  which are formed on each first shoulder block  18  are formed so as to make the first inclined groove portion  11  and the front half portion of the second inclined groove portion  12  of one main lateral groove  10  and the rear half portion of the second inclined groove portion  12  and the second lateral groove portion  14  of the other main lateral groove  10  disposed adjacently to one main lateral groove  10  communicate with each other. Three second shoulder sipes  26  are formed on each first shoulder block  18  so as to substantially equally divide the first shoulder block  18  into four sections in the tire circumferential direction. The second shoulder sipe  26  is displaced from the first shoulder sipe  25  formed on the shoulder rib  17  in the tire circumferential direction, and is positioned between the first shoulder sipes  25  disposed adjacently to each other. The second shoulder sipe  26  is inclined in a direction opposite to a direction that the first shoulder sipe  25  is inclined with respect to the tire width direction. A wave-shaped portion  24  of the second shoulder sipe  26  is substantially equal to the wave-shaped portion  24  of the center sipe  21  formed on the center rib  7  and the wave-shaped portion  24  of the first shoulder sipe  25  formed on the shoulder rib  17 . The wave-shaped portion  24  of each second shoulder sipe  26  is formed at a center portion of the first shoulder block  18  in the tire width direction, and is formed deeper than both end portions of the second shoulder sipe  26 . 
     Third shoulder sipes  27  formed on each second shoulder block  19  are formed so as to substantially equally divide the second shoulder block  19  into three sections in the tire circumferential direction, and extend in substantially the same direction as the second shoulder sipes  26 . One end of the third shoulder sipe  27  is communicated with the rear half portion of the second inclined groove portion  12  of the main lateral groove  10  or the second lateral groove portion  14 . The other end of the third shoulder sipe  27  extends beyond the ground contact end, and is terminated in the middle of the second shoulder block  19 . A wave-shaped portion  24  of the third shoulder sipe  27  is substantially equal to the wave-shaped portion  24  of the center sipe  21  formed on the center rib  7 , the wave-shaped portion  24  formed on the shoulder rib  17 , or the wave-shaped portion  24  formed on the first shoulder block  18 . The wave-shaped portion  24  of each third shoulder sipe  27  is formed at a center position between the rear half portion of the second inclined groove portion  12  and the ground contact end and is formed deeper than both end portions of the third shoulder sipe  27 . 
     In each of small blocks B 1  to B 4  surrounded by the sipes  20  disposed adjacently to each other in the tire circumferential direction and the main grooves or the lateral grooves, a ratio (aspect ratio) h/w between a tire circumferential direction component (longitudinal direction) h and a tire width direction component (lateral direction) w is set as follows. 
     In the center region  2 , with respect to the center sipe  21  which is terminated in the middle portion of the center rib  7 , an imaginary line (indicated by a double-dashed chain line in  FIG. 2 ) which extends to the center main groove  5  or the side main groove  6  is assumed, and a region formed of an acquired parallelogram is set as the small block B 1  (indicated by dot-hatching in  FIG. 2 ). In the small block B 1 , assuming tire width direction components of the center sipes  21  (including the imaginary line) as w 1   a , w 2   a , and tire circumferential direction components at boundary portions with the center main groove  5  and the side main groove  6  as h 1   a , h 2   a , an aspect ratio Ce is expressed as A/B (A=(w 1   a +w 2   a )/2, B=(h 1   a +h 2   a )/2). In this embodiment, the aspect ratio Ce is set to a value which falls within a range of from 1.2 to 1.6 inclusive. With such a setting, a traction performance (braking performance) in the fore-and-aft direction at the time of traveling on a road surface can be enhanced. 
     In the shoulder rib  17  in the shoulder region  3 , a region surrounded by the first shoulder sipes  25  disposed adjacently to each other in the tire circumferential direction, the side main groove  6  and the auxiliary main groove  16  is set as a small block B 2  (indicated by dot-hatching in  FIG. 2 ). In the small block B 2 , assuming tire width direction components of the respective first shoulder sipes  25  as w 1   b , w 2   b , and tire circumferential direction components at boundary portions with the side main groove  6  and the auxiliary main groove  16  as h 1   b , h 2   b , an aspect ratio Sh 1  is set as A/B (A=(w 1   b +w 2   b )/2, B=(h 1   b +h 2   b )/2). In this embodiment, the aspect ratio Sh 1  in the small block B 2  of the shoulder rib  17  is set to a value which falls within a range of from 1.0 to 1.2 inclusive. However, it is preferable to set the aspect ratio Sh 1  in the shoulder rib  17  to a value closer to 1.0 from a viewpoint that the shoulder rib  17  can be deformed uniformly in both the tire circumferential direction and the tire width direction. 
     In the first shoulder block  18  in the shoulder region  3 , a region surrounded by the second shoulder sipes  26  disposed adjacently to each other in the tire circumferential direction, and the sub lateral grooves  15  on both sides in the tire circumferential direction is set as a small block B 3  (indicated by dot-hatching in  FIG. 2 ). In the small block B 3 , assuming tire width direction components of the respective second shoulder sipes  26  as w 1   c , w 2   c  and tire circumferential direction components at boundary portions of the main lateral groove  10  (the first inclined groove portion  11  and the front half portion of the second inclined groove portion  12 ) and the main lateral groove  10  (the rear half portion of the second inclined groove portion  12  and the second lateral groove portion  14 ) as h 1   c , h 2   c , an aspect ratio Sh 2  is set as A/B (A=(w 1   c +w 2   c )/2, B=(h 1   c +h 2   c )/2). In this embodiment, the aspect ratio Sh 2  in the first shoulder block  18  is set to a value which falls within a range of from 0.8 to 1.0 inclusive. With such a setting, rigidity of the first shoulder block  18  in the tire width direction can be enhanced thus enhancing cornering performance of the pneumatic tire. 
     In the second shoulder block  19  in the shoulder region  3 , a region surrounded by the third shoulder sipes  27  disposed adjacently to each other in the tire circumferential direction, the main lateral groove  10  (the rear half portion of the second inclined groove portion  12 ) or the second lateral groove portion  14 , and the ground contact end is set as a small block B 4  (indicated by dot-hatching in  FIG. 2 ). In the small block B 4 , assuming tire width direction components of the respective third shoulder sipes  27  as w 1   d , w 2   d , and tire circumferential direction components at boundary portions between the rear half portion of the second inclined groove portion  12  or the second lateral groove portion  14  and the ground contact end as hid, h 2   d , an aspect ratio Sh 3  is set to A/B (A=(w 1   d +w 2   d )/2, B=(h 1   d +h 2   d )/2). In this embodiment, the aspect ratio Sh 3  in the second shoulder block  19  is set to a value which falls within a range of from 0.4 to 0.8 inclusive. With such a setting, rigidity of the second shoulder block  19  in the tire width direction can be enhanced thus enhancing cornering performance of the pneumatic tire. 
     It is necessary to satisfy a relationship of Ce&gt;Sh 1 &gt;Sh 2 &gt;Sh 3  among the respective aspect ratios Ce, Sh 1 , Sh 2  and Sh 3 . 
     As described above, according to the tire where the plurality of sipes  20  each of which has at least one end side thereof communicated with the main groove  4  or the main lateral groove  10  (sub lateral groove  15 ) are formed on the land portion, the tire is easily deformed at the time of traveling on a road surface so that heat is easily generated in the tire immediately after the tire starts traveling. That is, a warm-up performance of the tire can be enhanced. Further, the tire is a racing tire and hence, steering stability is also enhanced due to generation of heat. 
     Since rigidity of the land portion is enhanced by the formation of the wave-shaped portions  24 , there is no possibility that the steering stability is impaired although the sipes  20  are formed. 
     An edge length at the time of ground contacting can be increased due to the formation of the wave-shaped portions  24  and hence, a contact amount with a road surface is increased whereby heat can be easily radiated. Accordingly, there is no possibility that a temperature is elevated greater than necessary after warm-up is finished. Further, a water membrane is easily cut at the center portion of the land portion and hence, a wet performance can be enhanced. 
     The sipe  20  is formed such that a depth of the center portion is set larger than a depth of other portions and hence, a ground contact pressure distribution at the land portion can be made uniform thus enabling the uniform heat generation of the tire. 
     Particularly, in the center region  2 , the sipe  20  is formed such that only one end of the sipe  20  is communicated with the main groove  4  and the other end of the sipe  20  is terminated in the center rib  7  and, further, the wave-shaped portion  24  is also formed on a terminal position side and hence, rigidity of the center rib  7  can be maintained. Further, the sipes  20  formed on the ribs disposed adjacently to each other are inclined in the directions opposite to each other and hence, the occurrence of non-uniform deformation can be prevented. 
     Further, the first shoulder block  18  has the independent structure by being surrounded by the inclined grooves. Accordingly, the shoulder block  18  is easily deformed at the time of contacting a road surface. Accordingly, the shoulder block  18  possessed excellent heat generation property thus exhibiting favorable warm-up performance. 
     Example 
     The evaluation of warm-up performance and the evaluation of the steering stability were made with respect to tires prepared as tires of comparison examples 1, 2 and tires of examples 1, 2 which respectively have characteristic features in structure of a tread portion. 
     The tire of the example 1 substantially has the same tread portion as the above-mentioned embodiment. 
     The tire of the comparison example 1 differs from the tire of the example 1 with respect to a point that a wave-shaped portion is not formed in a sipe (see  FIG. 4 ). 
     The tire of the comparison example 2 differs from the tire of the example 1 with respect to a point that a wave-shaped portion is formed not only on a portion of a sipe but on the entire sipe (see  FIG. 5 ). 
     The evaluation of warm-up performance was made by measuring a temperature of a tire surface immediately after actual vehicle traveling with respect to the respective tires. Steering stability was evaluated based on feeling of the actual vehicle with which a driver had with respect to the respective tires. Values indicating respective performances were made using indexes where the index of the result of the comparison example 1 is set to 100. The larger the index, the more excellent the warm-up performance and the steering stability became. 
     
       
         
           
               
               
               
               
             
               
                 TABLE 1 
               
               
                   
               
               
                   
                   
                 Comparison 
                 Comparison 
               
               
                   
                 Example 1 
                 example 1 
                 example 2 
               
               
                   
               
             
            
               
                   
               
            
           
           
               
               
               
               
            
               
                 Warm-up performance 
                 102 
                 100 
                 101 
               
               
                 Steering stability 
                 102 
                 100 
                 101 
               
               
                   
               
            
           
         
       
     
     As can be clearly understood from Table 1, by forming the sipes in the land portion and by forming the wave-shaped portion in a region of the sipe excluding both end portions of the sipe, both the warm-up performance and the steering stability can be enhanced. In the comparison example 1 where the wave-shaped portion  24  is not formed in the sipe  20 , indexes became  100 , and in the comparison example 2 where the wave-shaped portion  24  is formed on the entire sipe  20 , the index became  101 . 
     The present invention is not limited to the configuration described in the above-mentioned embodiment, and various modifications are conceivable. 
     In the above-mentioned embodiment, the wave-shaped portion  24  formed in the sipe  20  is formed of 1 cycle of triangular projecting portions constituted of a triangular leftward projecting portion and a triangular rightward projecting portion disposed continuously and adjacently to each other and projecting in directions opposite to each other. However, the wave shape is not limited to a triangular shape, and various shapes such as a sinusoidal wave shape, a rectangular wave shape can be adopted. Further, the number of cycles is not limited to 1 cycle, and the number of cycles may be 0.5 cycles, 1.5 cycles or 2 cycles. However, by setting the number of cycles of the wave-shaped portions to 2 cycles or less, a length of a deep portion of the sipe can be restricted and hence, it is possible to prevent the excessive lowering of rigidity whereby the land portion can maintain desirable rigidity.