• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    interior sidewall structure for a vehicle. a vehicle interior sidewall structure is provided in which a cylindrical shape of an impact absorbing element can be crushed and deformed in the axial direction in an orderly manner upon side impact of the vehicle. when a collision load (f) is introduced into an impact absorbing element (10) in the axial direction, a flange portion (13) with a peripheral edge of an open part is pressed evenly against a door skin (4) . in a connecting portion (15) of a peripheral wall (11), the stress is distributed over an arc-shaped face, through which the development of breakage is avoided, thus allowing an even distribution of the load. at the connecting portion (15), deformation stiffness is adjusted by a slit for compression deformation adjustment (16) so as to substantially equal the deformation stiffness in each portion of the peripheral wall (11), whereby the shape cylindrical impact absorbing element (10) is crushed and deformed in the axial direction into an orderly shape.
    公开号:BR112015014650B1
    申请号:R112015014650-3
    申请日:2013-12-16
    公开日:2021-06-22
    发明作者:Hase Naohiko；Irokawa Daisuke；Kojima Hiroyuki；Jumonji Eiji
    申请人:Kasai Kogyo Co., Ltd；
    IPC主号:
    专利说明:

    Field of Invention
    [0001] The present invention relates to an interior sidewall structure for a vehicle. Background of the Invention
    [0002] For example, as described in patent documents 1-3, an impact absorbing element is provided between a door skin of a side door and an inner door panel, as a measure of occupant protection in the event of a collision of the vehicle on one side, so that collision energy can be absorbed when the impact absorbing element is crushed and deformed by a collision load at the moment of the vehicle's side collision.
    [0003] The impact-absorbing element whose one side is open, is made of suitable synthetic resin material, and is formed into an angular cylindrical shape, eg a rectangular tube. For example, a side portion on the opening side of the impact-absorbing element is disposed in a portion corresponding to a required part on a rear face of the door skin, i.e. a seated occupant's waist, a shoulder section, etc. and an end wall thereof is provided to confront an inner door panel and be proximate to a face thereof.
    [0004] In the configuration, when the inner door panel is deformed towards the inner side of a vehicle at the time of a vehicle side collision, the impact absorbing element is crushed and deformed in an axis direction between the coating of door and the inner panel of the door, so that the collision energy of the same can be absorbed. List of Citation Patent Literatures
    [0005] Patent Literature 1: Japanese Patent Application Publication No. 2008-513714
    [0006] Patent Literature 2: Japanese Patent Application Publication No. 2011-230571
    [0007] Patent Literature 3: Japanese Patent Application Publication No. 2001-80439 Summary of the Invention Technical Problem
    [0008] The contact of the inner door panel with the end wall of the impact absorbing element at the time of side collision of the vehicle is not the same and depends on a state of deformation of the inner door panel, so that the contact of the impact absorbing element with the end wall varies, such as full contact, offset contact and inclined contact.
    [0009] For this reason, even with any impact-absorbing elements described in patent literatures 1-3, it is difficult to crush and deform a cylindrical-shaped element in an axis direction in an orderly manner so that it performs an impact absorption. optimal collision energy.
    [0010] In particular, as in the impact absorbing elements described in patent literatures 2 and 3, in the case of a structure in which each of the adjacent side wall connecting portions of a polygonal cylinder peripheral wall is in the form of a line (angled portion), and breaks in this connecting line occur upon crushing and deformation, the timing of the occurrence of blocks of each of the connecting lines varies, so that the crush deformation axis line decreases where there is a high chance that it will become unstable.
    [0011] Furthermore, while it is necessary to conform side walls on an opening side of the impact absorbing element in the same plane according to a molding face of a door skin, it is necessary to ensure the parallelism of the end wall with respect to the inner panel of the door, so that the variation of the height dimension in the axis direction of the impact absorbing element in each part thereof is also a factor that the crushing and deformation mentioned above cannot be performed in an orderly manner.
    [0012] Therefore, the present invention is to provide an interior sidewall structure for a vehicle, which is capable of improving a collision energy absorbing effect by crushing or deforming a cylindrical shaped impact absorbing element in one direction of axle in an orderly manner at the time of a vehicle side collision. Solution to Problem
    [0013] An interior sidewall structure of a vehicle according to the present invention is based on a structure, in which a synthetic resin impact-absorbing element in the form of a polygonal cylinder, which is open on one side of the even facing the cladding material, and having an outwardly projecting flange portion at a peripheral edge, is attached to a rear face of the cladding material which is connected to cover a face of the side wall panel on an inner side of the vehicle, so that collision energy can be absorbed when the impact absorbing element mentioned above is crushed and deformed in response to a collision load at the time of a side collision of the vehicle.
    [0014] And it is essentially characterized by the fact that connecting portions between adjacent side walls in a peripheral wall of the impact absorbing element is formed in the form of an arc, and a slot for adjustment of compression deformation, which has a required length, is formed in an input direction of the collision charge in an approximately upper part of an arc shape in a range between a corner part where the peripheral wall and the end wall join each other and a portion of flange that forms the base. Advantageous Effects of Invention
    [0015] According to the present invention, when the side wall panel of the vehicle interior is deformed towards the interior side of the vehicle, so as to be brought into contact with the end wall of the impact absorbing element in the case of a side collision of the vehicle, the collision load is introduced into the impact absorbing element in the direction of the axis, and a peripheral edge of the open part is uniformly presented, by pressure, in contact with the coating material by the portion of flange. On the other hand, since each of the connecting parts between the adjacent side walls of the peripheral wall is formed as an arc-shaped face, the stress is distributed so that it is possible to avoid the formation of cracks due to the concentration of tension in the connecting portion.
    [0016] In this way, even when the side wall panel is irregularly deformed so that displaced contact or inclined contact occurs on the end wall of the impact absorbing element, the collision load is almost evenly distributed to the peripheral wall of the impact absorbing element.
    [0017] In this way, even if the sizes in length dimension (height dimension) of the connecting portions of the peripheral wall differ from each other, since the rigidity of the same in the axis direction is adjusted by the slit for the adjustment of Compression deformation, it is possible to crush and deform the cylinder-shaped impact absorbing element in the axis direction in an orderly manner.
    [0018] As a result, since there is no crack generation in the axis direction in each of the connecting portions of the peripheral wall of the impact absorbing element, or no reduction in the strength of the impact absorbing element, due to the deviation of deformation by proper crushing, crushing and deformation of the impact-absorbing element is carried out from a pre-collision stage to a late-collision stage, so that it is possible to improve the collision energy absorption effect. Brief Description of Drawings
    [0019] Figure 1 is a side view showing a door skin as an example in which the present invention is applied to a side door of a vehicle.
    [0020] Figure 2 is an explanatory cross-sectional view taken along one of the line AA of Figure 1.
    [0021] Figure 3 shows a perspective view of an impact absorbing element according to a first embodiment.
    [0022] Figure 4 is an explanatory enlarged expanded view of a slit.
    [0023] Figure 5 is an explanatory cross-sectional view taken along a line BB from the line of Figure 3, in which a state of crushing and deformation of an impact absorbing element is schematically represented.
    [0024] Figure 6 is an explanatory cross-sectional view taken along line CC of Figure 3, in which a crush and deformation state of an impact absorbing element is schematically represented.
    [0025] Figure 7 is a cross-sectional view, showing an example which is similar to the example of figure 2, and which differs in the way of fastening an impact-absorbing element.
    [0026] Figure 8 is a perspective view of an impact absorbing element according to a second embodiment.
    [0027] Figure 9 shows a perspective view of an impact absorbing element, as a modified example from that shown in Figure 8.
    [0028] Figure 10 shows an explanatory side view of an impact absorbing element, which is an example of different arrangement. Description of Achievements
    [0029] The description of embodiments according to the present invention will be given below in detail, referring to an example of a side door of a vehicle shown in the figures.
    [0030] As shown in figure 1 and figure 2, a side door 1 is formed as a cross section closed by an outer door panel 2 and an inner door panel 3. The inner door panel 3 forms part of a door panel. sidewall for the interior of a vehicle, and a door skin 4 is fixed as skin material on a side face of the vehicle interior side thereof.
    [0031] While the door skin 4 is molded using a suitable synthetic resin material, and a door armrest 5 is provided in an intermediate part thereof in a vertical direction, a door compartment 6 is formed in a lower side portion.
    [0032] An impact absorbing element 10, which has high impact absorbing properties and which is made of elastomer resin etc. is supplied in a required part of the 4 door casing.
    [0033] The impact absorbing element 10 is formed in a shape of a polygonal cylinder whose side is open, and when a vehicle is hit from one side, and a portion between the inner door panel 3 and the door skin 4 receives a collision load F in a vehicle width direction is crushed and deformed, thus absorbing the collision energy.
    [0034] Specifically, a body part of the impact absorbing element 10, whose peripheral wall 11 is provided in a horizontal direction, is arranged in a portion spaced between the inner door panel 3 and the door skin 4, so as to be crushed and deformed in an axial direction in response to the collision load F, so that the collision energy cannot be absorbed. This collision energy absorption characteristic is uniquely defined by the deformation path in the axis direction of the impact absorbing element 10, and reaction to deformation thereof.
    [0035] In this embodiment, as shown in figure 3, the impact absorbing element 10 is formed to be horizontally long in a front and rear direction of the vehicle and to be in the form of a polygonal cylinder which is a hexagon cylinder . A flange portion 13 projecting outwardly thereof is integrally molded on a peripheral edge of the open part on one side, and the side of the open part, on which the flange portion 13 is formed, is arranged to face a rear face of door skin 4.
    [0036] For attaching the impact absorbing element 10 to the door skin 4, for example, two or more support parts 14 are formed as protrusions close to the flange portion 13 of the impact absorbing element 10, and parts protrusions not shown in the figures, which are formed as protrusions on the rear face of the door skin 4 can be fixed to the support parts 14 by thermal caulking.
    [0037] Taking into account the protective measures of a vehicle occupant at the time of a side impact of the vehicle, the impact absorbing element 10 is arranged on an impact area that corresponds to the waist of the seat occupant in the door skin 4, so that the longitudinal of the impact absorbing element 10 can be arranged in the front and rear direction of the vehicle, as described above.
    [0038] As shown in Figure 2, the door skin 4 has a configured face, which is not flat or uniformly shaped so that it is too irregular, so that a door armrest 5 and a door compartment 6, etc., can be arranged on top of it as mentioned above.
    [0039] Therefore, a shape of the side face of the impact absorbing element 10 on the open part side thereof, in which the flange portion 13 facing the door skin 4 is formed, is combined with the irregular molded face of the door skin 4. On the other hand, the end wall 12 facing the inner door panel 3, on the other hand, is formed flat so as to maintain a parallelism with respect to the inner door panel 3.
    [0040] For this reason, the impact absorbing element 10 does not have a uniform height dimension in a direction of the axis, as shown in Figure 2, that is, each portion has a different height, so that each portion has different stiffness in the axis direction according to the height dimension.
    [0041] Therefore, in this embodiment, as mentioned above, the flange portion 13 is formed on the peripheral edge of the open part of the impact absorbing element 10, so that it can be evenly brought into contact with the rear face of the coating port 4 with pressure. Furthermore, faces of the connecting portions 15 between adjacent side walls of the peripheral wall 11 are formed in an arc shape. In addition, slits 16 for adjusting deformation by compression are formed in approximately upper parts.
    [0042] These slits 16 for adjusting deformation by compression are formed in an interval between a corner part having a required curved cutting face, wherein the peripheral wall 11 and the end wall 12 are connected to each other, and a base forming the flange portion 13 will also have a required curved cutting face.
    [0043] Although the slots 16 for adjusting deformation by compression, whose lengths are different from each other, can be formed in all connecting portions 15 of the peripheral wall 11, respectively, in this embodiment, these slots 16 for adjusting deformation by compression are formed at ends in a longitudinal direction thereof, where the tendency for compression deformation stiffness becomes greater and the connecting portions 15 on the side walls where formation height becomes low.
    [0044] In order to keep the high energy absorption characteristic high, until a late stage of a side collision of a vehicle, a slit finger of the slit 16 for compression deformation adjustment is desirably formed with a height dimension required, for example, 10 mm or more from the base of forming the flange portion 13.
    [0045] Furthermore, the cutting corner parts for the slots 16 for the compression deformation adjustment are formed in an arc shape, thus suppressing the generation of breakage due to the concentration of stresses, as shown in figure 4.
    [0046] The radius of curvature of the connecting portion 15, and the length dimension of the slots 16 for compression deformation adjustment, are arbitrarily defined according to the peripheral wall plate thickness 11, a connection angle between the walls adjacent sides, or the height dimension of the peripheral wall 11, etc. For example, when the plate thickness of the peripheral wall 11 is 1 mm - 4 mm, the radius of curvature of the connecting portions 15 is set to 20 mm - 40 mm, the minimum dimension of the slots 16 for the deformation adjustment by compression is set to 10 mm, and the maximum length thereof can be set to the connecting corner forming length of one side of the flange portion 13 to connect the corner of the end wall 12.
    [0047] In addition, the impact absorbing element 10 has a fold line 17 that extends in an annular fashion on the peripheral wall 11.
    [0048] For example, in the impact absorbing element 10 shown in Figure 3, the fold line 17 in the side walls in the upward and downward direction of the peripheral wall 11 is formed as outwardly projecting fold lines 17a on the outer side in a radial direction, and the fold lines 17 on the side walls in the forward and backward direction is formed as inner fold lines 17b, which project on the inner side in the radial direction, wherein these fold lines 17a and 17b form a ring shape that continues in a circumferential direction.
    [0049] In the vehicle interior sidewall structure according to the embodiment comprising the above structural elements, when the interior door panel 3 is deformed towards the interior side of the vehicle, due to the collision of a vehicle from a side face, thus making contact with the end wall 12 of the impact-absorbing element 10, so that a collision load F is introduced into this impact-absorbing element 10 in the axis direction, a peripheral edge of part open is evenly brought into contact with the rear face of the door skin 4 by the flange portion 13 by pressure.
    [0050] On the other hand, in each connecting portion 15, where the side walls of the peripheral wall 11 are connected to each other, since the connecting portion 15 is formed as an arc-shaped face, the voltage is distributed so that it is possible to avoid the production of breaks due to the stress concentration on the connecting portions 15.
    [0051] Thus, even when the inner door panel 3 is irregularly deformed, and brought into displaced contact or inclined contact with end 12 of the impact absorbing element 10, the collision load F is almost equally distributed to the wall peripheral 11 of the impact absorbing element 10.
    [0052] At this time, even though the height dimension of the impact absorbing element 10 varies according to the face shape of the door skin 4 so that the length dimensions (height dimensions) of the connecting portions 15 of the Peripheral wall 11 differ from each other, since the rigidity in the axis direction, i.e. the compression deformation rigidity is adjusted by the slot 16 for the compression deformation adjustment, the cylinder-shaped impact absorbing element it is crushed and deformed towards the axis in an orderly way.
    [0053] As a result, since there is no generation of breaks in the axis direction in each connecting portion 15 of the peripheral wall 11 of the impact absorbing component 10, or no decrease in the robustness of the impact absorbing element 10 due to Appropriate crushing deflection and deformation, breakage and deformation of the impact absorbing element 10 are carried out from a pre-collision stage to a late-stage collision, so that it is possible to improve the collision energy absorbing effect.
    [0054] Here, according to the embodiment, the corner parts of the cut for the slits 16 for the compression deformation adjustment are formed in an arc shape, it is possible to suppress the slit generation due to the stress concentration when the slits 16 are expanded in a circumferential direction of the peripheral wall 11 instead of crushing and deforming in the direction of the axis of the impact absorbing element 10.
    [0055] The compression deformation stiffness of the connecting portion 15 can be reduced without breakage, so that the suppression effect of the decrease in strength of the impact absorbing element 10 can be enhanced.
    [0056] In addition, since the annular fold line 17 is formed on the peripheral wall 11, the bending deformation by compression of the peripheral wall 11 is performed from the fold line 17 as starting points, so that it is possible perform much more crushing and deformation in the axis direction of the impact absorbing element 10 in an orderly manner.
    [0057] In particular, the fold line 17 on the side walls in the upward and downward direction of the peripheral wall 11 is formed as the outward fold line 17a, which projects on the outer side in a radial direction, and the line of fold 17 on the side walls in the forward and backward direction, is formed as the inward fold line 17b, which projects on the inner side in the radial direction, so as to continue in a circumferential direction thereof.
    [0058] As such, as shown in figure 5 and figure 6, while the side walls of the peripheral wall 11 in the up and down direction are bent at an angle to an outer side, the side walls in the forward and back, are bent at an angle towards an inner side, where the side walls in the up and down direction and the side walls in the forward and backward direction will not pinch or pull on each other so that it is possible to facilitate the crushing and deformation of them in the direction of the axis much more in an orderly manner.
    [0059] Figure 7 shows an example of a different form of arrangement of the impact absorbing element 10.
    [0060] In this embodiment, in a closed cross section between an outer door panel 2 and an inner door panel 3, an impact bar 7 is provided in a forward and aft direction of a vehicle, in which a buffer action at the time of a side collision and a door deformation suppression action towards one side of the vehicle interior are designed.
    [0061] The impact bar 7 is provided at almost the same height position as the impact absorbing element 10, which is fixed to the rear face of the door skin 4, i.e. the height position, which passes through the interior of an impact area seated occupant.
    [0062] An open window portion 8, which the impact absorbing element 10 confronts, is formed in the inner panel of the door 3, so that the end wall 12 of the direct impact absorbing element 10 can receive deformation movement. of the impact bar 7 towards one side of the vehicle interior.
    [0063] With the arrangement configuration of this impact absorbing element 10, since the impact bar 7 is bent and deformed towards the interior side of the vehicle at the time of a vehicle side collision, the collision energy is absorbed, thus keeping the amount of displacement to the inner side of the vehicle of the side door 1 small.
    [0064] And the impact bar 7 is brought into contact with the end wall 12 of the impact absorbing element 10, and the collision energy, which was reduced by the deformation of the impact bar 7 is further absorbed by crushing and deforming of the impact absorbing element 10 in an axis direction.
    [0065] As shown as chain lines in figure 7, there are cases where the height of the impact bar 7 arrangement may vary slightly depending on the specification of the vehicle equipped with such impact bar 7.
    [0066] In this way, when the impact bar 7 moves above or below the central position of the impact absorbing element 10 shown as a solid line in Figure 7, the impact bar 07 may deviate and is brought into contact with the end wall 12 of the impact absorbing element 10, so that there may be a possibility that it has an adverse effect not a little on crushing and deformation in the axis direction.
    [0067] Figure 8 shows a preferred impact absorbing element 10 approved in a specification side port 1 in which such impact bar 7 is used.
    [0068] In the impact absorbing element 10, according to this second embodiment, the central portion of the end wall 12 is formed in a concave-convex shape by two or more recess portions 18 depressed and two or more rib portions 19 which divide these 18 depressed recess portions.
    [0069] In the example shown in the figure, the rib parts 19 are formed in parallel transverse type shape consisting of an annular portion 19a, which is formed along the peripheral edge of the end wall 12, two parallel ribs 19b, which extend in the upward and downward direction, and a rib 19c, which extends in the forward and backward direction thereof, wherein the portions around them are formed as the depressed concavity portions 18.
    [0070] In the impact absorbing element 10, according to this second embodiment, since the two or more portions of depressed concavity 18 and the two or more rib portions 19 of the end wall 12 form the concave-convex shape , the surface rigidity of the end wall 12 is improved.
    [0071] As such, as shown as chain lines in figure 7, for example, even when the impact bar 7 is moved up or down from the normal position shown as a continuous line, so that the impact bar impact 7 moves either above or below the end wall 12, thus causing the deflection contact, a collision load of the impact bar 7 is distributed towards the face of the end wall 12.
    [0072] In this way, the collision load is distributed almost evenly in the axis direction with respect to the peripheral wall 11, so that the impact absorbing element 10 can be crushed and deformed in an axis direction in an orderly manner as mentioned above.
    [0073] Although the rib portion 19 is formed in a parallel transverse shape as in the example shown in figure 8, as shown as a modified example in figure 9, the horizontal rib 19c can be omitted, so that the impact bar 7 can be received by the two intersecting vertical ribs 19b, and the annular rib 19a of the end wall peripheral edge.
    [0074] Figure 10 shows an example of a different form of arrangement of the impact absorbing element 10.
    [0075] In this embodiment, the rib projections 4a, around the flange portion 13 of the peripheral edge of the open part of the impact absorbing element 10, are integrally molded on a rear face of the door skin 4 to which the element 10 impact absorption is fixed.
    [0076] In the arrangement configuration of the impact absorbing element 10 according to this embodiment, when the impact absorbing element 10 is crushed and deformed in an axis direction at the time of the vehicle side collision, the deformation towards a Diameter widening of the peripheral edge lateral opening is suppressed by the rib projections 4a, which circumscribe the flange portion 13.
    [0077] Proper crushing and deformation of the impact absorbing element 10 in the axis direction can be maintained, thus one and more good collision energy absorbing effects can be acquired.
    [0078] Furthermore, despite an example, in which the impact absorbing element 10 is provided on the rear face of the impact area of the door skin 4 corresponding to the waist of the seated occupant, the element is shown in the above mentioned embodiment. of impact absorbing 10 can be provided around a rear face of impact areas corresponding to the seated occupant's waist and a shoulder section in a rear side covering, through which it is possible to obtain the same effect as above mentioned.
    [0079] Furthermore, although the shape of the impact absorbing element 10 having a polygonal cylinder, which is a hexagonal tube, is illustrated, but not limited thereto. While the impact absorbing element has a shape of a polygonal cylinder, which is open on one side and the collision energy due to crushing and deformation in an axis direction can be absorbed, some cylinder or polygonal structure can be applicable to it. REFERENCE SIGNS LIST 3 Inner panel door (vehicle interior side wall panel) 4 Door trim (trim material) 5 a Rib projection 10 impact absorbing element 11 Peripheral wall 12 Wall end 13 Flange portion 15 Portion 16 Peripheral wall connecting slot 16 Compression deformation adjustment slot 17 Peripheral wall bending line 18 Depressed recess portion 19 Rib portion
    权利要求:
    Claims (5)
    [0001]
    1. Automobile cab sidewall structure comprising: a synthetic resin impact absorbing element (10) in the form of a polygonal cylinder, which is fixed to a rear face of a lining material (4) fixed, the in order to cover a face of the sidewall panel on an automobile cabin side, which is open on one side thereof facing the facing material (4), and which has a flange portion (13) projecting outwardly in a peripheral edge, where collision energy is absorbed when the impact absorbing element (10) is crushed and deformed in response to a collision load at the time of a side collision of the vehicle, on which faces of a connecting portion ( 15) between adjacent side walls in a peripheral wall (11) of the impact-absorbing element (10) are formed in an arc shape, the structure characterized in that it further comprises a slot (16) for adjusting deformation by compression, which has a length required, is formed in an approximately upper part of the arc shape in an input direction of the collision load in a range between a corner part having a required curved cutting face where the peripheral wall (11) and an end wall (12) of the impact absorbing element (10) adjoin each other, and the flange portion (13).
    [0002]
    2. Automobile cabin sidewall structure, according to claim 1, characterized in that the cutting corner part of the slot (16) for the adjustment of deformation by compression is formed in an arc shape.
    [0003]
    3. Automobile cabin sidewall structure, according to claim 1, characterized in that the impact absorbing element (10) has a fold line (17), which extends in an annular fashion on the peripheral wall (11), and the fold line (7) is formed in an upward and downward direction or in a forward and backward direction, and is composed of an outer fold line (17a), which projects into a outer side, in a radial direction, and an inward fold line (17b), which projects to an inner side in the radial direction.
    [0004]
    4. Automobile cabin sidewall structure, according to claim 1, characterized in that a central portion of the end wall (12) of the impact absorbing element (12) is formed in a concave-convex shape by two or more depressed recess portions (18) and two or more rib portions (19) which divide these depressed recess portions.
    [0005]
    5. Automobile cabin sidewall structure, according to claim 1, characterized in that a door skin (4) includes a rib projection (4a) that surrounds the flange portion (13) of the element. impact absorption (10).
    类似技术:
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    同族专利:
    公开号 | 公开日
    CN104884308B|2017-01-18|
    JP5802190B2|2015-10-28|
    JP2014121887A|2014-07-03|
    BR112015014650A2|2017-07-11|
    MX358976B|2018-09-11|
    EP2937247B1|2018-08-15|
    EP2937247A4|2016-07-20|
    WO2014097606A1|2014-06-26|
    US20150298637A1|2015-10-22|
    EP2937247A1|2015-10-28|
    MX2015007345A|2015-09-10|
    US9452727B2|2016-09-27|
    CN104884308A|2015-09-02|
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    法律状态:
    2018-01-23| B11A| Dismissal acc. art.33 of ipl - examination not requested within 36 months of filing|
    2018-03-13| B11N| Dismissal: publication cancelled|
    2018-11-21| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2020-03-10| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-04-27| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-06-22| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 16/12/2013, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2012277591A|JP5802190B2|2012-12-20|2012-12-20|Car cabin side wall structure|
    JP2012-277591|2012-12-20|
    PCT/JP2013/007384|WO2014097606A1|2012-12-20|2013-12-16|Automobile cabin side-wall structure|
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