[go: up one dir, main page]

WO2000059742A1 - Procede et dispositif permettant a un vehicule de continuer sa route apres une perte effective de pression de gonflage des pneus et procede permettant de commander un systeme de surveillance de la pression de gonflage - Google Patents

Procede et dispositif permettant a un vehicule de continuer sa route apres une perte effective de pression de gonflage des pneus et procede permettant de commander un systeme de surveillance de la pression de gonflage Download PDF

Info

Publication number
WO2000059742A1
WO2000059742A1 PCT/EP2000/002742 EP0002742W WO0059742A1 WO 2000059742 A1 WO2000059742 A1 WO 2000059742A1 EP 0002742 W EP0002742 W EP 0002742W WO 0059742 A1 WO0059742 A1 WO 0059742A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
tire pressure
value
driving parameter
warning
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2000/002742
Other languages
German (de)
English (en)
Inventor
Martin Griesser
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Teves AG and Co OHG
Original Assignee
Continental Teves AG and Co OHG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE19944391A external-priority patent/DE19944391A1/de
Application filed by Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of WO2000059742A1 publication Critical patent/WO2000059742A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0408—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver

Definitions

  • the invention relates to a method and a device for influencing the continued travel of a vehicle after a tire pressure loss and for controlling a tire pressure monitoring system according to the preambles of the independent claims.
  • Methods for controlling tire pressure monitoring systems of the prior art include a “reset” after the warning has been issued and thereupon a corrective measure to remedy the cause of the pressure loss, in the sense of a complete deletion of the variables which have triggered the warning and the variables which have reacted to them were set. The system is then completely reset. This is necessary and useful if the defective wheel has been repaired permanently and a new Tire pressure monitoring system must be carried out in order to adapt the system to the changed operating state.
  • provisional corrective measures such as the use of tire repair sets (Tirefit systems)
  • a complete reset does not take the circumstances into account as effectively as possible, for example because the success of the repair measure is not monitored or the system incorrectly believes that the normal state can be assumed.
  • Known methods are unsuitable for controlling tire pressure monitoring systems in such cases.
  • the object of the invention is to reduce the risk of not adapting onward travel in the event of a loss of pressure in a tire.
  • Another object of the invention is to provide a method which enables control of a tire pressure control system which is well adapted to corrective measures.
  • An influencing method is specified in which a value dependent on a tire pressure and a driving parameter are determined in accordance with the value.
  • the driving parameter is brought to the driver's knowledge by outputting, alternatively or additionally, it can be set or regulated directly without the driver influencing, so that a safety-threatening onward journey is less likely. It can also be monitored and possibly lead to a warning.
  • the tire pressure can be determined using a method for monitoring tire pressure by measuring, comparing and evaluating the rotational speed of individual vehicle wheels, as disclosed by the applicant in PCT document WO 95/12498.
  • the driving parameter can be a (remaining) distance, a (remaining) time and / or a (maximum) speed.
  • the driving parameter can then be output and / or set when the determined value has passed a limit value.
  • Several driving parameters can be determined or output simultaneously.
  • the output to the driver can be visual or acoustic. A general warning can also be issued.
  • information can be output to the driver on how he can remedy the defect in a suitable manner.
  • vehicle parameters such as Vehicle weight, the nature of the tires, damping setting, etc. are taken into account so that a driving parameter adapted to the respective vehicle and the situation can be determined.
  • the direct setting or adjustment of the driving parameters e.g. a maximum driving speed, e.g. in the case of a high pressure loss, excluding the possibility of influence by the driver, via an engine control.
  • vehicle components that are already available for other purposes, such as ABS systems, wheel sensors, position and navigation systems, and associated devices for data processing can be used, so that the driving can be influenced with only a small amount of vehicle components and ideally without additional hardware.
  • the method can refer to data from a data bus (eg CAN bus).
  • a suitable operating system such as OSEK, can control or distribute the individual processes.
  • the tire pressure of the vehicle wheels is monitored and a warning is issued if a specific pressure loss is detected. After a repair measure, the system is controlled depending on the repair measure.
  • the warning issued can be changed or reset and / or the size triggering the warning can be changed.
  • This variable can be a calibration value for a wheel speed or signals from another component that detects the pressure loss.
  • Another possibility is to change a status variable as a function of the corrective measure in such a way that reminder and / or monitoring and / or control measures are initiated.
  • the system can be informed by input that a corrective action has taken place.
  • the input signal can be implemented by the driver via the brake pedal or via menu items in the on-board computer or using two different buttons.
  • the signals can also be supplied via a bus system, e.g. CAN bus.
  • a time and / or speed window can be provided for driver input after the vehicle has been restarted.
  • the monitoring of the tire pressure and the issuing of the warning for controlling the tire pressure monitoring system can take place as part of the method for influencing the onward journey.
  • the control of the tire pressure monitoring system can include influencing the onward journey. Both methods can be implemented using the same hardware components.
  • FIG. 1 shows a functional block diagram of a travel influencing device
  • FIG. 2 shows a functional block diagram of a driving parameter determination device
  • FIG. 3 shows a functional block diagram for explaining the method steps for influencing the onward journey
  • FIG. 4 shows a functional block diagram for explaining the method for controlling the tire pressure monitoring system.
  • the travel influencing device 1 comprises a value determination device 10, a travel parameter determination device 11, an output device 12, an adjustment device 13 and a monitoring device 14.
  • the value determination device 10 contains, for example, a pressure detection device 101, a comparator 102 and a memory 103
  • the pressure detection device 101 can be a pressure sensor that detects the tire pressure directly, but it can also be, for example are wheel sensors that are used for pressure detection indirectly via the wheel speed.
  • the comparator continuously or quasi-continuously (digital, clocked) checks whether the tire pressure of a vehicle tire falls below a certain limit value, which is stored in the memory 103. If this is the case, the value determination device 10 recognizes a pressure loss.
  • the value determination device 10 and / or the pressure detection device 101 can be provided or work individually for the wheel. You can output individual results as different values or create one value together.
  • the value determination device 10 then outputs a pressure loss signal SD 10a to the driving parameter determination device 11.
  • the driving parameter determination device 11 determines one or more driving parameters as a function of the signal SD 10a. In the present embodiment, it is possible for the driving parameter determination device 11 to transmit the determined driving parameter (s) to the output device 12 and / or the setting device 13 and / or the monitoring device 14 by signals Ila-c.
  • the driving parameters determined by the driving parameter determination device 11 can be a (remaining running) distance and / or (maximum) speed and / or (remaining running) time specification, but depending on the determined value, additional basic requests to the Driver, such as: "Strong pressure loss in the right front tire, please drive right immediately" by using the driving parameter determination direction 11 called and output to the driver via the output device 12.
  • the adjusting device 13 can directly set a maximum permissible maximum speed for the onward journey, for example 80 km / h, without the driver being able to exceed it by actuating the accelerator pedal.
  • a driving parameter can be monitored by means of the monitoring device 14. If e.g. If the driving parameter is a maximum speed, the monitoring can issue an alarm if the actual speed is higher.
  • the value determination device 10 can continuously determine new pressure loss values, so that the driving parameter determination device 11 continuously determines new driving parameters in parallel. This opens up the possibility, in particular, of continuing the journey even in the event of a slight pressure loss until a safety hazard arises as a result of excessive pressure loss.
  • FIG. 2 shows an embodiment of the driving parameter determination device 11. It comprises a reset device
  • the controller may include a microprocessor 212a, a random access memory (RAM) 212b and a read only memory (ROM) 212c.
  • the pressure loss signal SD 10a is input from the value determination device 10 into the driving parameter determination device 11. The controller determines depending on this signal
  • the determined driving parameters can be saved in such a way that they are available again when restarting, for example in the event of a driver change. If as a driving parameter If a remaining distance is determined, it can be counted down based on the distances actually traveled. The counted down value can be saved when the vehicle is switched off, so that it is available in the counted down state when the vehicle is restarted. The same applies analogously if a remaining running time has been determined as a driving parameter.
  • the driving parameters can also be determined as a function of measured values, vehicle parameters or other status data fed in by a sensor 214.
  • component settings of the vehicle that have an influence on the load on the defective tire such as the setting of the damping system.
  • a calculation model (e.g. a formula) stored in memory 212c, for example, can be used to e.g. to calculate a residual running distance or time from the actual pressure and / or the pressure loss and / or the pressure gradient.
  • the driver should be informed that, for example, he is likely to be able to drive 30 km with the defective tire before the tire pressure drops below a safety-critical limit.
  • the model can describe the relationship between the pressure loss and various influencing factors, for example the driving speed, the vehicle weight and / or other factors which burden the tires.
  • the determined driving parameter can be continuously adapted to changed conditions: it can also be determined after it has been determined for the first time and, for example, can then be output for vehicle control if it reflects more unfavorable conditions than the previously used driving parameters (e.g. due to very strong pressure loss, the last remaining distance determined less than the previously determined or calculated remaining distance).
  • the driving parameters to be output or adjusted can be entered in advance by the driver or in the workshop. There are often methods for detecting a loss of tire pressure, in which a suspicion arises based on certain values, but this suspicion does not yet lead to the issuance of a warning. A pressure loss is only recognized and a warning is only issued when the suspicion has been confirmed on the basis of further checks. If a driving parameter is counted down in such a system (remaining distance or remaining time), the counting down can take place from the suspicion.
  • a navigation system 213 can be controlled by the controller 212, for example to determine whether, for a given remaining distance of e.g. 20 km, a workshop can be started.
  • the kilometer calculations necessary for the calculation of the controller 212 can be carried out from a position determination system or indirectly by integrating a speed signal which e.g. can come from the ABS sensors.
  • the algorithm required for this can be implemented under the open and standardized software OSEK (open systems and their interfaces for the electronics in the motor vehicle) for ECUs.
  • the corresponding data can preferably be read in by the controller 212 via a BUS system (e.g. CAN) from external components.
  • BUS system e.g. CAN
  • the driving parameter determination device 11 contains a reset device 211, which resets the control 212, in particular a status word or bit, if the air pressure rises to the original value as a result of the tire repair. In the event of a pressure increase, the driving parameter determination device 11 can request input by the driver through the input device 211 a contained in the reset device 211.
  • the determination of the remaining running time for example in the case in which there is only a slight pressure loss, can also take place without output of a driving parameter for information to the driver and e.g. stored for other or later uses.
  • the method according to the invention can react flexibly by carrying out different method steps in succession or simultaneously. Possible process steps are illustrated in FIG. 3.
  • the reaction options include the output of driving parameters to the driver (step 31), the monitoring of compliance with the driving parameters (step 32), the direct setting of the determined parameters for the onward journey (step 33) and the output of a warning to other road users (step 34 ). In this way, the increasing danger with increasing pressure loss can be taken into account.
  • Output devices for outputting the driving parameters can be, for example, an on-board computer with a display or a loudspeaker. If necessary, a navigation system can show the route to a nearest workshop on the display.
  • the driving parameters on the vehicle can be set using an engine control that regulates the engine power so that the corresponding maximum speed can no longer be exceeded.
  • a hazard warning system can be used to warn other road users.
  • step 40 the tire pressure of at least one vehicle wheel is monitored and a warning is issued if a certain pressure loss occurs.
  • the driver usually initiates a corrective action, for example fitting a spare wheel, using a tire repair kit or the final repair in the workshop, and an input with which the system provides qualitative and / or quantitative information about the corrective action and / or the control measure to be carried out.
  • the entry can e.g. inform the system qualitatively that either a provisional or a final repair has been made.
  • the input can be saved as a status variable or can influence a status variable.
  • step 42 one or more method steps (421-424) are then carried out for the future control of the tire pressure monitoring system. For example, in step 421, if the correction is only provisional (e.g. tire repair kit), the warning issued can be deleted.
  • a status variable can be set to a specific value in order to initiate reminder, monitoring and / or control measures, such as have been described, for example, with reference to FIG. 1 or 3.
  • the driver can be informed, for example, that the only temporarily repaired tire must not be fully loaded, so that, for example, a certain maximum speed must not be exceeded. This can then be monitored accordingly.
  • step 423 calibration values for wheel radii and / or tire pressures can be changed in response to the input.
  • the tire radius after the repair measure will no longer have the previous value. This can e.g. when using a spare wheel with a smaller wheel radius and / or tire pressure that is not suitable for continuous operation. The radius may have increased due to inflation.
  • the system can set a standard value for the corresponding wheel radius or its correction factor in step 423 and then recalibrate it.
  • the fault detection threshold values can also be modified in step 424 in order to implement an adapted pressure loss monitoring.
  • General control parameters e.g. Threshold values or setpoints for which brake and / or motor control are modified.
  • the input signal can be entered via menu items in the on-board computer or one, two or more buttons, but also via the brake pedal.
  • a certain number of brake light switch operations are counted in a time window and, depending on this, the corresponding measure for the control is initiated.
  • a certain time and / or speed window can be permitted for the input after the vehicle is restarted.
  • the method for controlling the tire pressure monitoring system can be combined with the method for influencing the onward journey. This can be done in such a way that a certain value of the status variable (step 422) triggers the parameter determination device 11 (FIG. 1), so that, in the case of a merely provisional corrective measure, a suitable driving parameter for influencing the onward journey is determined and then used as described above . For example, a maximum speed of 120 km / h can be set using a tire repair kit.
  • Both methods can have the same hardware components as, e.g. Output, input and data processing facilities use.
  • the calculations required in the context of both methods can be carried out in the controller 212 in FIG. 2.
  • the input device for carrying out the control of the tire pressure monitoring system can be the input device 211a of the reset device 211 of the parameter determination device 11 of FIG. 2.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Measuring Fluid Pressure (AREA)

Abstract

L'invention concerne un procédé permettant à un véhicule de continuer sa route après une perte effective de la pression de gonflage des pneus. Ce procédé consiste à déterminer une valeur dépendant de la pression de gonflage d'un pneu ; à déterminer au moins un paramètre de conduite pour la poursuite de la route du véhicule en fonction de la valeur calculée et affichage et/ou réglage du paramètre de conduite. L'invention concerne également un dispositif (1) permettant d'agir sur la poursuite de la route du véhicule après une perte effective de la pression de gonflage. Ce dispositif présente un dispositif de détermination de valeur (10) permettant de déterminer une valeur dépendant de la pression de gonflage d'un pneu ; un dispositif de détermination de paramètre de conduite (11) destiné à calculer un paramètre de conduite pour la poursuite de la route du véhicule en fonction de la valeur déterminée et un dispositif d'affichage et/ou de réglage (12, 13) destiné à l'affichage du paramètre de conduite pour le conducteur et/ou à la régulation des réglages du véhicules en fonction du paramètre de conduite déterminé. L'invention concerne enfin un procédé permettant de commander un système de surveillance de la pression des pneus consistant : à surveiller la pression de gonflage du pneu d'au moins une roue, à afficher un avertissement lorsqu'une certaine perte de pression de gonflage est détectée et à commander le système de surveillance de la pression de gonflage de pneus en fonction de la mesure de correction qui a été mise en oeuvre pour corriger la perte de pression de gonflage.
PCT/EP2000/002742 1999-04-03 2000-03-29 Procede et dispositif permettant a un vehicule de continuer sa route apres une perte effective de pression de gonflage des pneus et procede permettant de commander un systeme de surveillance de la pression de gonflage Ceased WO2000059742A1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
DE19915232 1999-04-03
DE19915230.6 1999-04-03
DE19915232.2 1999-04-03
DE19915230 1999-04-03
DE19944391.2 1999-09-16
DE19944391A DE19944391A1 (de) 1999-04-03 1999-09-16 Verfahren und Vorrichtung zur Beeinflussung der Weiterfahrt eines Fahrzeuges nach erfolgtem Reifendruckverlust und Verfahren zum Steuern eines Reifendrucküberwachungssystems

Publications (1)

Publication Number Publication Date
WO2000059742A1 true WO2000059742A1 (fr) 2000-10-12

Family

ID=27219070

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2000/002742 Ceased WO2000059742A1 (fr) 1999-04-03 2000-03-29 Procede et dispositif permettant a un vehicule de continuer sa route apres une perte effective de pression de gonflage des pneus et procede permettant de commander un systeme de surveillance de la pression de gonflage

Country Status (1)

Country Link
WO (1) WO2000059742A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2003033284A1 (fr) * 2001-10-11 2003-04-24 Daimlerchrysler Ag Procede permettant de garantir la fiabilite du fonctionnement de secours des pneus d'un vehicule automobile
EP4360916A4 (fr) * 2021-11-05 2024-11-13 Bridgestone Corporation Dispositif de gestion de pneu, programme, et procédé de gestion de pneu

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4909074A (en) * 1985-11-07 1990-03-20 Uniroyal Englebert Reifen Gmbh Method of determining a variable air pressure value of a pneumatic vehicle tire and indicating a pressure value
WO1995012498A1 (fr) 1993-11-03 1995-05-11 Itt Automotive Europe Gmbh Procede et circuit de surveillance de la pression des pneus
FR2744068A1 (fr) * 1996-01-26 1997-08-01 Michelin & Cie Procede d'exploitation des signaux dans un systeme de surveillance des pneumatiques d'un vehicule en roulage
FR2745756A1 (fr) * 1996-03-06 1997-09-12 Michelin & Cie Procede d'exploitation des signaux dans un systeme de surveillance de pneumatiques d'un vehicule en roulage

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4909074A (en) * 1985-11-07 1990-03-20 Uniroyal Englebert Reifen Gmbh Method of determining a variable air pressure value of a pneumatic vehicle tire and indicating a pressure value
WO1995012498A1 (fr) 1993-11-03 1995-05-11 Itt Automotive Europe Gmbh Procede et circuit de surveillance de la pression des pneus
FR2744068A1 (fr) * 1996-01-26 1997-08-01 Michelin & Cie Procede d'exploitation des signaux dans un systeme de surveillance des pneumatiques d'un vehicule en roulage
FR2745756A1 (fr) * 1996-03-06 1997-09-12 Michelin & Cie Procede d'exploitation des signaux dans un systeme de surveillance de pneumatiques d'un vehicule en roulage

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2003033284A1 (fr) * 2001-10-11 2003-04-24 Daimlerchrysler Ag Procede permettant de garantir la fiabilite du fonctionnement de secours des pneus d'un vehicule automobile
US7455140B2 (en) 2001-10-11 2008-11-25 Daimlerchrysler Ag Method for guaranteeing reliability of emergency operating conditions of a motor vehicle tyres
EP4360916A4 (fr) * 2021-11-05 2024-11-13 Bridgestone Corporation Dispositif de gestion de pneu, programme, et procédé de gestion de pneu
US12545062B2 (en) 2021-11-05 2026-02-10 Bridgestone Corporation Tire management device, program, and tire management method

Similar Documents

Publication Publication Date Title
EP2714438B1 (fr) Procédé de surveillance et de commande d'un système pneumatique de régulation du niveau d'un système de châssis
DE102018118744A1 (de) Verfahren zum Einstellen einer Fahrzeug-Verzögerung eines Fahrzeuges in einem Platoon sowie Platooning-Regelsystem und Fahrzeug
EP1504965A2 (fr) Procédé pour déterminer un comportement dangereux d'un conducteur
DE19944391A1 (de) Verfahren und Vorrichtung zur Beeinflussung der Weiterfahrt eines Fahrzeuges nach erfolgtem Reifendruckverlust und Verfahren zum Steuern eines Reifendrucküberwachungssystems
DE102010017659A1 (de) Verfahren und Vorrichtung zur Bereitstellung von Bremsunterstützung in einem Kraftfahrzeug nach einer Erstkollision
DE102016221975A1 (de) Verfahren und Vorrichtung zum Betreiben eines Fahrerassistenzsystems, Fahrerassistenzsystem
WO2019215017A1 (fr) Procédé, dispositif et support d'informations lisible par un ordinateur pourvu d'instructions destinées à contrôler et à valider des données de fonctionnement dans l'actionneur d'un véhicule automobile autonome
DE102018214476A1 (de) Vorrichtung und verfahren zum verarbeiten eines sensorsignals und lenksteuervorrichtung
EP3715152A1 (fr) Procédé de surveillance des valeurs de pression de pneus de véhicule
DE19951274A1 (de) Verfahren und System zur Erkennung fahrdynamischer Zustände eines Fahrzeugs
DE102011008337A1 (de) Verfahren und Vorrichtung zur Detektion mindestens eines Defekts in einem Fahrzeug
DE19638280A1 (de) Verfahren und Vorrichtung zur Erzeugung eines Fehlersignals bei einem Kraftfahrzeug
DE10065759A1 (de) Vorrichtung und Verfahren zur Überwachung eines Drucksensors
DE102019211746A1 (de) Vorrichtung zum überwachen des reifendrucks eines fahrzeugs undverfahren dafür
EP1240037A1 (fr) Procede et dispositif permettant de detecter une perte de pression affectant des pneus d'automobile
WO2000059742A1 (fr) Procede et dispositif permettant a un vehicule de continuer sa route apres une perte effective de pression de gonflage des pneus et procede permettant de commander un systeme de surveillance de la pression de gonflage
DE102013214401A1 (de) Verfahren und Vorrichtung zum Betreiben eines Fahrerassistenzsystems
EP1403100A1 (fr) Surveillance de pression de pneumatiques adaptative
EP1240038B1 (fr) Procede et dispositif permettant de detecter une perte de pression dans les pneus d'un vehicule a moteur
EP1517803A1 (fr) Detection de la perte de pression d'un pneu d'un vehicule tractant une remorque
DE102009009887A1 (de) Verfahren zum Betrieb eines Fahrzeuges auf einem Prüfstand, insbesondere Rollenprüfstand
EP1492690B1 (fr) Procede et dispositif pour surveiller un systeme de freinage
EP3071459A1 (fr) Contrôle de la position de fixation de modulateurs d'essieu à partir de perturbations dans les signaux de vitesse
DE102015219044B4 (de) Vorrichtung in einem Kraftfahrzeug und Verfahren zum Ermitteln einer auf eine Anhängerkupplung des Kraftfahrzeugs wirkenden Stützlast
DE102007058998A1 (de) Verfahren und Vorrichtung zur indirekten Reifendrucküberwachung bei einem Kraftrad

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): JP US

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LU MC NL PT SE

121 Ep: the epo has been informed by wipo that ep was designated in this application
DFPE Request for preliminary examination filed prior to expiration of 19th month from priority date (pct application filed before 20040101)
122 Ep: pct application non-entry in european phase
NENP Non-entry into the national phase

Ref country code: JP