• 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:
    The main purpose of the invention is to substantially improve the protection of the user of the vehicle during frontal impacts or with similar impacts. By extension, it also improves the protection during falls or side shocks. It also aims to improve comfort by better protection of the User during normal use of the Vehicle and contributes to the aesthetics of the Vehicle. The device comprises a movable and rigid fairing (5) disposed as close as possible to the front part of the user's body (2) in a rolling situation, made of damping and abrasion resistant materials, and coupled to the seat in rolling situation via a set of means (4).
    公开号:FR3041320A1
    申请号:FR1501960
    申请日:2015-09-23
    公开日:2017-03-24
    发明作者:Philippe Francois Girardi
    申请人:Philippe Francois Girardi；
    IPC主号:
    专利说明:

    The present invention relates to a device for protecting and retaining the driver and the passenger or passengers of a vehicle with two or more wheels, reclining or not, motorized or not. Included in this category, but not limited to, mopeds, scooters with two, three or four wheels, quadricycles, motorcycles and bicycles, which will be designated Vehicle in the following description. The User, the driver of the Vehicle and his passenger (s) will also be designated.
    Its main purpose is to significantly improve the protection of the Vehicle User in frontal shocks or with similar impacts. By extension, it also improves the protection during falls or side shocks. It also aims to improve comfort by better protection against the weather and other inconvenience suffered by the User during normal use of the Vehicle and contributes to the aesthetics of the Vehicle.
    It is known that the majority of fatal, or serious injury, casualties to Users occur in front crash configurations, with a vehicle or an opposing obstacle. Due to the lack of protective structure and restraints on the majority of Vehicles, the User is generally protected only by his equipment - helmet, jacket, gloves, boots, etc ... - which is often very insufficient to cushion shocks resulting from a collision with a vehicle or obstacle.
    Solutions are known to increase the level of protection by adding airbags, either on the vehicle or in the equipment of the user.
    In particular, a vehicle model is known on which an airbag disposed on its front portion deploys, following the impact, between the obstacle struck and the user. The deployed volume helps to decrease the deceleration of the User and to protect him from the salient surfaces that he might encounter on his trajectory. Scientific studies carried out on this type of system tend to demonstrate a certain effectiveness with regard to the reduction of the severity of the injuries of the Vehicle User during the initial shock. Nevertheless, this device which requires very short response times, is not very democratized because very expensive to buy and reserved for the moment to a very high-end vehicle. In addition, it offers no additional protection in the phase of fall and slipping on the ground that follows. It also has no interest in terms of improving comfort.
    There are also jackets, jackets, or vests equipped with airbags. They protect vital organs and work with two principles of shock detection.
    In the simplest models, the jacket or jacket is connected to the vehicle by a cord. At the moment of impact, the User is ejected from the Vehicle causing this cord to be tensioned. Beyond an effort usually calibrated around 300N, it becomes detached from the garment causing the release of the gas contained in a cartridge and consequently the inflation of the protective volumes.
    Scientific studies show the limits of this solution. We know that in a collision at 50 km / h between a motorcycle and a car, frontal for the motorcycle and side for the car, the driver's head of the motorcycle hit the side of the car after about 80ms . This initial shock is followed by a fall to the ground and a slip. However, the models currently proposed, because of the length of the cord and the performance of the gas trigger, are fully inflated only from about ls, which makes them effective during the phase of falling on the ground and slipping, but very little in the critical phase of shock against the opposing vehicle.
    More sophisticated models use sensors or sensors on the vehicle to trigger inflation. These provide more effective protection because they react in a shorter time. But they are much more complex and expensive. It is also envisioned to equip an airbag with the lower rear part of the helmets in order to limit the hyper-extension of the cervical vertebrae of the user during the impact.
    The common point of these different systems is to interpose a compressible volume between all or part of the user and the vehicle or obstacle, so as to reduce the violence of the shock. Unlike the airbags incorporated into the user's clothing equipment, the airbag on the vehicle does not provide an answer to the problem of the fall following the shock, even if the patent EP2298594 proposes a primer solution in which the user, belted on its saddle, is ejected with it after shock and inflation of the airbag located at the front of the vehicle. To limit the consequences of this ejection, an airbag is placed at the back of the seat to protect a part of the back of the user.
    These different systems, however, have no influence on the speed at which the user is ejected from the vehicle, which remains the instantaneous speed of the latter at the moment of impact, it being understood that the user is in no way retained by said vehicle. A restraining means, such as a seatbelt, would substantially reduce the speed at which the user would hit the vehicle or adverse obstacle, taking advantage of the energy dissipation due to the crash of the front of the vehicle. However, it is known that for violent shocks, the Vehicle is lifted from the ground at a given moment, making the User run the risk of being hit or crushed by it. It is therefore necessary, in such an approach, to allow the User to be decoupled from the Vehicle when this situation occurs. Such systems are known which implement different strategies to decouple the User from the Vehicle. The restraint systems are either a seatbelt or, as described in US2015 / 0021897, a set of links between the User's jacket or jacket and the Vehicle. Another approach is to provide the vehicle structures for the protection of the user belted after shock. This solution, described in patent EP0820924 and applied on a scooter, was abandoned for various reasons including the difficulty of access on board, the delicate maneuvers of béquillage / dé-baléquillage once installed inside the vehicle and the lack of maneuverability at low speeds due to a center of gravity positioned relatively high because of the presence of the roll bar, mandatory to protect the driver after the shock. The presence of two seat belts, necessary for effective restraint of the user, also made tedious every installation on board. The presence of the structure significantly improved comfort but this scooter was a high purchase price. Modern equipment - jackets, pants - offer a good level of comfort to the user, but are limited in terms of protection against the weather. Their tightness and their ability to protect themselves from the cold are often faulted after a certain driving time. It is moreover compelling to have to equip and dismantle each use, even for short periods.
    Systems such as the aprons which equip many two-wheelers and which greatly improve the comfort and protection against bad weather of the lower limbs and all or part of the bust of the user are known. But these have no effect in shock situations and their presence on the Vehicle generally harms the aesthetics of it.
    DE 10229954 also discloses a safety cell for the Vehicle User. Very cumbersome and potentially very heavy, it makes improbable the presence of a passenger and penalizes the handling of the Vehicle. Access on board is difficult, especially when the bulky front fairing is installed. Because of the wind taking it causes, this cell seems incompatible with anything other than a vehicle moving at low speed, as well as with the achievement of a harmonious aesthetic. Restraint by a lap belt is not sufficient to protect the user during a front impact, violent contact between the upper part of his body and the inner side of the fairing.
    The purpose of the present invention is therefore to provide a device for protecting and retaining the vehicle user to ensure a good coupling with the vehicle while being easier to use than seat belts, improve its protection during a frontal impact or with other impacts, improve the driving comfort by a protection against bad weather and participate in the aesthetics of the Vehicle. For this purpose, the vehicle user's protection and retaining device, consisting of a chassis, a front wheel, a rear wheel and a rear suspension, is characterized in that it comprises a mobile and rigid fairing arranged as close as possible to the front part of the user's body in a rolling situation, made of shock-absorbing and abrasion-resistant materials, and coupled to the seat in a rolling situation by way of a set of means.
    According to a first embodiment, the shroud is pivotally mounted on a hoop about an axis perpendicular to the longitudinal plane of symmetry of the vehicle via hinge pins arranged at the end of straps.
    According to a second embodiment, the fairing cooperates with the frame by means of links, articulated on a support of the frame and on a support of the fairing. Disconnectable fasteners equip the hinge pins of the rods. According to a first variant, the fairing consists of two sub-parts, one of which is articulated at the end of the links, the two sub-parts being connected by a set of fusible fasteners. According to a second variant, the links are composed of two half-links joined together under stress.
    The fairing is connected to the chassis via disconnectable fasteners located at the seat connection points with chassis brackets.
    A means of protection of the user's head, consisting of an airbag or a shield made of a damping material or lined with the same material on its face in relation to the head of the user is integrated in the fairing. The set of coupling means consists of a set loops-peduncles. The set of coupling means consists of faces on the seat cushion on which the ends of the fairing arms rest, and a setting system exerting its action on one or the other of the rods.
    The fairing is equipped on its contours with a set of flexible skirts for protection against the weather.
    Disconnectable attachments equip the attachment points of the peduncles on the structure of the seat and the axes of articulation of the straps on the hoop.
    The fairing includes areas of contact with the user's shoulders, bust, pelvis and crotch. Other characteristics and advantages of the invention will emerge more clearly on reading the following description given by way of illustrative and nonlimiting example and with reference to the appended figures in which:
    FIG. 1 represents a profile view of the vehicle equipped with the protection and retaining device, according to a first embodiment, in the rolling position,
    FIG. 2 represents a rear perspective view of the protection and retaining device according to the first embodiment,
    FIG. 3 represents a rear perspective view of a variant of the protection and retaining device according to the first embodiment,
    FIG. 4 represents a side view of the vehicle equipped with the protection and retaining device, according to the first embodiment, in the parking position,
    FIG. 5 represents a rear perspective view of the vehicle equipped with the protection and retaining device, according to the first embodiment, in the parking position,
    FIG. 6 represents a profile view of the vehicle equipped with the protection and retaining device, according to a second embodiment, in rolling position,
    FIG. 7 represents a sectional and side view of the protection and retaining device, according to the second embodiment,
    FIG. 8 represents a side view of the vehicle equipped with the protection and retaining device, according to the second embodiment, in the parking position,
    FIG. 9 represents a side view of the vehicle equipped with the protection and retaining device, according to the first embodiment, in the shock position,
    FIG. 10 represents a side view of the vehicle equipped with the protection and retaining device, according to the second embodiment, in the shock position,
    FIG. 11 represents a sectional and side view of the protection and retaining device, according to a first variant of the second embodiment,
    FIG. 12 represents a side view of the vehicle equipped with the first variant of the protection and retaining device, according to the second embodiment, in the shock position,
    FIG. 13 represents a guide rod of the fairing of the protection and retaining device, according to a second variant of the second embodiment,
    FIG. 14 represents two half-links for guiding the fairing of the protection and retaining device, according to the second variant of the second embodiment,
    FIG. 15 represents a profile view of the vehicle equipped with a simplified version of the protection and retaining device, according to the second embodiment, in rolling position,
    FIG. 16 represents a profile view of the vehicle equipped with the protection and retaining device and an airbag, according to the first embodiment, in the shock position,
    FIG. 17 represents a side view of the vehicle equipped with the protection and retaining device and a shield, according to the first embodiment, in the shock position,
    FIG. 18 represents a profile view of the vehicle equipped with the protection and restraint device and a set of skirts deployed, according to the first embodiment, in rolling position,
    FIG. 19 represents a side view of the vehicle equipped with the protection and restraint device and a set of folded skirts, according to the first embodiment, in rolling position,
    FIG. 1 represents a vehicle 1 equipped with a motor-transmission unit 12 and comprising a chassis 11, a front wheel 15 and a rear wheel 16. The chassis 11 supports, in a known manner, a fork 14 surmounted by a handlebar 18. rear suspension 17 is composed of a swing arm 17b, supporting the rear wheel 16, and a spring-shock absorber combination 17a. User 2 of Vehicle 1 is installed on a seat or saddle 13, constituted in this embodiment of a seat 13a, a backrest 13b, a headrest 13c and a bow 13d.
    In the rolling situation of the vehicle 1 shown in FIG. 1, a fairing 5, made of a rigid material or at least capable of supporting a given shape, and resistant to abrasion, is positioned as close as possible to the front part of the vehicle. 2. It thus covers, in a non-limiting manner, his chest and abdominal part, and part of the upper face of his thighs. As shown in Figure 2, non-limiting contact areas 5a, 5b, 5c, 5d with the shoulders, the bust, the pelvis and the crotch of the user are arranged in the fairing 5. According to the first variant of Figure 2, these contact areas are materialized by cushions made of a flexible material. According to a second variant shown in Figure 3, the contact areas 5a, 5b, 5c are materialized by adjusting straps 5A and 5B for adaptation to the morphology of the User.
    Thus designed and positioned, the fairing 5 significantly improves the protection against the weather. The materials that constitute it leave all the freedom to harmonize its contours with those of the Vehicle.
    In order to authorize the release of the User in parking situations, the fairing 5 is mobile. According to the first embodiment shown in Figure 2, the fairing 5 has straps 51a and 51b, positioned such that their spacing is greater than the width of the helmet 2a. At the end of these straps are hinge pins 52a and 52b, allowing the fairing 5 to pivot about the axis yy 'of the arch 13d, perpendicular to the longitudinal plane of symmetry of the Vehicle. As shown in Figures 4 and 5, the upward pivoting of the fairing 5 allows the user to access the vehicle and to extract from it.
    According to a second embodiment shown in FIG. 6, the shroud 5 is articulated at the end of two links 81 and 82. As shown in FIG. 7, these links are anchored on the support 55 on the fairing side 5, and on the support 1 the chassis side 11. The arrangement of the hinge pins A, B, C and D on the supports 1 la and 55 is such that the path of the shroud 5 at its opening allows on the one hand an easy extraction of the User, as shown in Figure 8, and secondly that this trajectory is similar to that followed by the User during a frontal impact.
    The seat 13 is fixed to the frame 11 thanks to the supports 131 and 132.
    The retention of the user in rolling situation is provided by a set of means 4, for coupling the end of the arms 53a and 53b to the seat 13. As shown in Figures 1, 3 and 6, this set of means is constituted by loops 43a and 43b side fairing 5, fixed at the end of the two arms, respectively 53a and 53b and, in a known manner, by left pedicles 41a, and right 41b not shown, integral with the structure of the seat 13a, with which these loops cooperate. The peduncles have buttons 42a and 42b allowing the user to disconnect the vehicle voluntarily. In a manner also known, particularly in the automotive industry, the peduncles 41a and 41b can be connected to the seat structure 13a via a force limiter device. In order to limit the risks of hyperstatism during docking of the loops 43a and 43b with the peduncles 41a and 41b, the attachment of the first mentioned on the fairing 5, or peduncles on the structure of the seat 13a can be provided by means allowing a certain flexibility. The sizing of the arms 53a and 53b and the material constituting them are such that they are able to withstand the forces resulting from a frontal impact, as well as those resulting from a lateral impact.
    In the first embodiment of Figures 1 and 2, the restraint of the User at his shoulders is completed by the two straps 51a and 51b. In both embodiments, the boss 56, integral with the fairing 5, contributes to the retention of the user at his crotch.
    To limit the pressures experienced by the body of the user during an impact, the straps 51a and 51b, arms 53a and 53b and boss 56 are lined with a damping material.
    As explained above, the coupling of the User to the Vehicle must be effective only during a certain phase of the shock. One of the possible strategies is to decouple it from the moment when the rear wheel or wheels no longer touch the ground. To this end, for the first embodiment, the seat 13 is connected to the chassis by a set of disconnectable fasteners, not detailed here, but acting as a non-limiting example at the points E and F of the supports 131 and 132, as indicated in FIG. 6. Thus, during a violent frontal impact, the user-seat-fairing assembly is decoupled from the vehicle at a certain moment of the shock sequence, and corresponding, in the example of given strategy, to the the moment the vehicle's rear wheel (s) take off from the ground. This scenario is represented in FIG. 9 for the first embodiment.
    For the second embodiment, additional disconnectable fasteners equip the hinge pins A and B, or C and D rods 81 and 82. This provision allows the decoupling of the user-seat-fairing assembly as shown in FIG. figure 10.
    A first variant to the presence of these complementary disconnectable fasteners is shown in Figures 11 and 12, in which the shroud 5 consists of two sub-parts 57a and 57b connected by a set of fusible fasteners 58. Under the effect of the efforts appearing during the impact, the subpart 57a of the shroud disengages from the subpart 57b following the breaking of the fasteners 58, specially sized for this purpose, while the subpart 57b remains integral with the rods 81 and 82. These fasteners fuses can be advantageously replaced by clipped fasteners, or any other device allowing a separation of the two sub-parts of the fairing beyond a predefined effort threshold.
    A second variant to the presence of complementary disconnectable fasteners is shown in Figures 13 and 14, in which the rods 81 and 82 are composed of two half-links 81a, 81b, and 82a, 82b not shown, assembled one inside the other under constraint. The stress level is defined in such a way that it enables the links to ensure their guiding function in the off-shock operation phases of the fairing 5, and that it allows the disengagement of the half-links in the decoupling phase. of the user-seat-careenage assembly following the impact.
    In these two embodiments, the front part of the bust, part of the thighs, the buttocks, the back and the cervical vertebrae of the user are, thanks to the fairing, the seat and the headrest, protected at the moment. shock with the vehicle or obstacle, as well as during and after the crash fall.
    In a first simplification concern applicable to the two embodiments, decoupling may only concern the user-fairing assembly. To do this, disconnectable fasteners are installed at the attachment points of the peduncles 41a and 41b on the structure of the seat 13a. For the first embodiment, disconnectable fasteners are also required at the hinge pins 52a and 52b of the shoulder straps 51a and 51b. The second embodiment may use the disconnectable fasteners at points A and B, or C and D, or use the first or second variant presented above.
    In this design, the front part of the bust and part of the thighs of the user are protected at the moment of impact with the vehicle or obstacle. Due to the simplification of the design, this protection can not be absolutely guaranteed during and after the fall following the impact.
    According to a second simplification concern, represented in FIG. 15, and applicable preferentially to the second embodiment, the set of means 4 is constituted on the one hand by the left-hand faces 46a, and the right-hand one 46b, not shown, of the seat 13a, on which the ends of the arms 53a and 53b are supported, and secondly by a rating system 44 of one or the other rods 81 and 82. By way of non-limiting example, the system of setting 44 is composed of a set of torsion springs, not shown, exerting their action at the joints of the points A or B, and allows to press the ends of the arms 53a and 53b on the faces 46a and 46b. The rating system has two levels of effort, the first low, allowing easy handling of the fairing 5 by the user in parking situations and the other higher ensuring the coupling of the user in shock situations. The passage from one to the other level is done by intervention of the User on a mechanism not described here. The highest setting can be advantageously adjusted according to the weight of the user and dimensioned to ensure its decoupling of the vehicle at the time of lifting the rear wheel.
    Alternatively, the set of torsion springs can be advantageously replaced by a servomechanism exerting a torque at point A or B, and allowing, as in the previous design, to press the ends of the arms 53a and 53b on the faces 46a and 46b. This servo adjusts the torque it delivers depending on the situation, taxi or parking.
    In this design, the front part of the bust and part of the thighs of the User are protected at the time of impact with the vehicle or obstacle.
    In the case where the fairing remains linked to the vehicle, this protection is not provided at all during and after the fall following the impact. In the case where, for example, releasable fasteners are used at points A and B, or C and D, this protection can not be absolutely guaranteed during and after the fall following the impact.
    In order to improve the effectiveness of the device, the decoupling of the user-seat-fairing or user-fairing assembly can be followed by the triggering of a means of protection 9 of the head of the user. As shown in Figure 16, one of these means consists of an airbag 91 integrated fairing 5. Before deployment, the airbag is housed in a cellar made in the fairing 5.
    Figure 17 shows another means consisting of a shield 92 also housed in the fairing 5 before deployment. This shield is made of a damping material or lined with the same material on its face in relation to the head of the user. Its guidance is provided by the two links 93a and 93b, and its setting in motion is provided by a pyrotechnic or electromechanical actuator, not shown here.
    In either case, it is a question of interposing a deformable volume between the hurted obstacle and the head of the User, so as to reduce the levels of efforts undergone by the helmet and its cervical vertebrae even if they are already relieved by the headrest. The deployment of the airbag 91 or the shield 92 may be controlled by a sensor detecting the decoupling of the user-seat-fairing or user-fairing assembly, or by any other means to act upstream or downstream of this event, such as a shock detector 6 located at the front of the vehicle, on the deformable portion 3, potentially used in the control loop of the disconnectable fasteners.
    In order to reduce the forces experienced by the body of the user at the time of impact, the materials constituting the fairing 5 are also provided with damping properties. It is the same for the rear part of the backrest 13b, particularly exposed at the time of the fall following the shock.
    As represented in FIG. 18, the weather protection can be advantageously improved by equipping the fairing with a set of flexible skirts 59 that can be folded or rolled over the outlines of the fairing 5 when they are not in use, as well as shown in Figure 19.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    claims
    1. Device for protecting and retaining a user (2) of a vehicle (1), consisting of a chassis (11), a front wheel (15), a rear wheel (16), a rear suspension (17), characterized in that it comprises a movable and rigid fairing (5) disposed closest to the front part of the body of the user (2) in rolling situation, made of materials damping and abrasion resistant, and coupled to the seat in rolling situation via a set of means (4).
    [2" id="c-fr-0002]
    2. Device according to claim 1 characterized in that the shroud (5) is pivotally mounted on the hoop (13d) about an axis (y-y ') perpendicular to the longitudinal plane of symmetry of the Vehicle (1) by the intermediate hinge pins (52a) and (52b) disposed at the ends of the straps (51a) and (51b).
    [3" id="c-fr-0003]
    3. Device according to claim 1, characterized in that the shroud (5) cooperates with the frame (11) by means of links (81) and (82) articulated in (A) and (B) on the support (1 la) of the frame (11) and (C) and (D) on the support (55) of the fairing (5).
    [4" id="c-fr-0004]
    4. Device according to claim 1, characterized in that the fairing (5) is connected to the frame (11) via disconnectable fasteners located at the points (E) and (F) of the connection of the seat (13) with the supports (131) and (132) of the frame (11).
    [5" id="c-fr-0005]
    5. Device according to claims 1 and 3, characterized in that disconnectable fasteners are provided on the hinge pins (A) and (B) or (C) and (D) rods (81) and (82).
    [6" id="c-fr-0006]
    6. Device according to claims 1 and 3, characterized in that the shroud (5) consists of two sub-parts (57a), and (57b) hinged to the end of the links (81) and (82), connected by a set of fusible fasteners (58).
    [7" id="c-fr-0007]
    7. Device according to claims 1 and 3, characterized in that the rods (81) and (82) are composed of two half-links (81a), (81b) and (82a), (82b) assembled one in the other under duress.
    [8" id="c-fr-0008]
    8. Device according to claim 1, characterized in that a means of protection (9) of the head of the user (2), consisting of an airbag (91) or a shield (92) consisting of a material damping or lined with the same material on its face in relation to the head of the user (2) is integrated in the fairing (5).
    [9" id="c-fr-0009]
    9. Device according to claim 1 and any one of claims 2 to 3, characterized in that the set of coupling means (4) consists of a set of loops (54a, 54b) - peduncles (41a, 41b). ).
    [10" id="c-fr-0010]
    10. Device claims 1 and 3, characterized in that the set of coupling means (4) consists of faces (46a) and (46b) on the seat (13a) on which bear the ends of the arms ( 53a) and (53b), and a setting system (44) exerting its action on one or other of the rods (81), (82).
    类似技术:
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    US4327931A|1982-05-04|Crash resistant motorcycle with integral door and stand
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    同族专利:
    公开号 | 公开日
    FR3041320B1|2018-07-13|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    NL86428C|
    DE4127632C1|1991-08-21|1993-02-04|Bayerische Motoren Werke Ag, 8000 Muenchen, De|Impact restraint pad for motorcyclist - has housing for folded impact bag which restrains riders head and torso|
    WO2002004282A1|2000-07-11|2002-01-17|Giuliano Cozzari|Two-wheeled motor-vehicle particularly for city use|
    DE10229954A1|2001-07-04|2003-01-16|Carlo Pozzer|Safety cell for motorcyclists is made largely of a plastic material, and comprises an outer thin layer with a load-carrying and protecting function, and an inner thick layer serving as an impact absorber|EP3401197A1|2017-05-11|2018-11-14|Dirk Küster|Airbag system for a ride-on motor vehicle and method for retrofitting a ride-on motor vehicle|
    FR3080591A1|2018-04-27|2019-11-01|Philippe Girardi|PROTECTIVE AND RETENTION STRUCTURE|
    IT201900019301A1|2019-10-18|2021-04-18|Italdesign Giugiaro Spa|A system for protecting an occupant of a saddle-type vehicle and a saddle-type vehicle comprising such a system|
    法律状态:
    2016-09-20| PLFP| Fee payment|Year of fee payment: 2 |
    2017-03-24| PLSC| Publication of the preliminary search report|Effective date: 20170324 |
    2017-09-04| PLFP| Fee payment|Year of fee payment: 3 |
    2018-05-28| PLFP| Fee payment|Year of fee payment: 4 |
    2020-06-23| PLFP| Fee payment|Year of fee payment: 6 |
    2021-06-29| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1501960|2015-09-23|
    FR1501960A|FR3041320B1|2015-09-23|2015-09-23|DEVICE FOR PROTECTING AND RETAINING THE DRIVER AND PASSENGEROF A VEHICLE WITH TWO OR MORE WHEELS, TILTING OR NOT, MOTORIZED OR NOT.|FR1501960A| FR3041320B1|2015-09-23|2015-09-23|DEVICE FOR PROTECTING AND RETAINING THE DRIVER AND PASSENGEROF A VEHICLE WITH TWO OR MORE WHEELS, TILTING OR NOT, MOTORIZED OR NOT.|
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