Note: Descriptions are shown in the official language in which they were submitted.
CA 02531927 2008-06-05
VEHICLE ARTICLE CARRIER HAVING STOWABLE CROSSBARS
This application is a division of copending Canadian Patent Application No.
2,409,789 of October 25, 2002.
BACKGROUND OF THE INVENTION
1. Technical Field
The present invention generally relates to vehicle article carriers such as
luggage
racks and, more particularly, to a vehicle article carrier having crossbars
operable in a first
or stowed mode oriented parallel to the longitudinal axis of the vehicle and
in a second
or article carrying mode oriented perpendicular to the longitudinal axis of
the vehicle.
2. Discussion
Modern automotive vehicles are commonly equipped with article carriers such as
luggage racks for supporting various articies externally of the vehicle. Most
vehicle article
carriers include a pair of siderails laterally spaced apart on the vehicle
roof (or trunk) and
aligned parallel to the longitudinal axis of the vehicle. Most vehicle article
carriers also
include two or more crossbars laterally spanning the space between the
siderails. The
crossbars work in conjunction with the siderails to provide anchor points for
securing
articles to the carrier.
While such vehicle article carriers perform excellently in terms of article
support
and the like, there is still room for improvement. For exarriple, vehicle
article carrier
crossbars contribute to wind noise audible to vehicle occupants. Inasmuch as
wind noise
is generally considered undesirable, minimizing wind noise caused by vehicle
article
carrier crossbars is an important goal.
One attempt to reduce wind noise caused by vehicle article carrier crossbars
has
been to improve the aerodynamic characteristics of the crossbars.
Unfortunateiy, it is
doubtful that wind noise can be further improved through continued efforts in
this regard.
Accordingly, there is a need in the art for a vehicle article carrier having
an improved
crossbar configuration which minimizes wind noise audible within the vehicle
occupant
compartment.
CA 02531927 2002-10-25
SUMMARY OF THE INVENTION
The above and other objects are provided by a vehicle article carrier
including a
pair of laterally spaced apart siderails. A pair of crossbars are coupled to
the siderails.
Each crossbar is operable in a first or stowed mode axially aligned with a
siderail and in
a second or carrying mode laterally spanning the space between the siderails.
In a first
embodiment, an orientation assembly interengaging the siderails and crossbars
ensures
that the crossbars are only oriented in one of the first and second modes.
That is, the
crossbars are not pivotable through orientations between the spanning position
and the
stowed position. In a second embodiment, the crossbars are pivotable
throughout the
range of motion between the spanning position and the stowed position. A
separate
mechanism is also provided to enable the crossbars to be longitudinally
repositioned along
the siderail. In a third embodiment, the crossbars include a pivoting latch
for securing the
crossbar to the siderail. This eliminates a rotatable knob provided in the
other
embodiments. A translatable shroud helps facilitate the transition between the
spanning
and stowed modes. In a fourth embodiment, an alternate latch is employed and
the
crossbar is both horizontally pivotable and vertically rotatable relative to
the siderails.
According to the parent application the invention defined therein provides a
vehicle
article carrier which comprises a siderail, a pivoting mechanism coupled to
the siderail,
and a crossbar coupled to the pivoting mechanism. The pivoting mechanism
enables
vertical rotation of the crossbar relative to the siderail and horizontal
pivoting of the
crossbar also relative to the siderail. This enables transition of the
crossbar from a stowed
mode axially aligned with the siderail to a spanning mode laterally aligned
relative to the
siderail.
The present invention, on the other hand, provides a vehicle carrier which
comprises a first siderail and a second siderail spaced apart from the first
siderail. A
crossbar is pivotally connected at one end to the first siderail and removably
secured at
a second end to the first siderail in a stowed mode. The crossbar is removably
secured
at the second end to the second siderail in a spanning mode. The crossbar
includes a
translatable shroud at the second end thereof.
The present invention also relates to a vehicle article carrier which
comprises a first
siderail, a second siderail spaced apart from the first siderail, first and
second crossbar
mounts moveably coupled to the first siderail, and third and fourth crossbar
mounts
moveably coupled to the second siderail. A first crossbar is pivotally coupled
to the first
2
CA 02531927 2002-10-25
crossbar mount at one end and removably secured to the second crossbar mount
at a
second end in a stowed mode, and removably secured to the third crossbar mount
at the
second end in a spanning mode. A second crossbar is pivotally coupled to the
fourth
crossbar mount at one end and removably secured to the third crossbar mount at
a
second end in a stowed mode, and removably secured to the second crossbar
mount at
the second end in a spanning mode.
Further areas of applicability of the present invention will become apparent
from
the detailed description provided hereinafter. It should be understood that
the detailed
description and specific examples, while indicating the preferred embodiment
of the
invention, are intended for purposes of illustration only and are not intended
to limit the
scope of the invention.
BRIEF DESCRIPTION OF THE DRAWINGS
In order to appreciate the manner in which the advantages and objects of the
invention are obtained, a more particular description of the invention will be
rendered by
reference to specific embodiments thereof which are illustrated in the
appended drawings.
Understanding that these drawings only depict preferred embodiments of the
present
invention and are not therefore to be considered limiting in scope, the
invention will be
described and explained with additional specificity and detail through the use
of the
accompanying drawings in which:
FIG. 1 is a perspective view of a motor vehicle having a vehicle article
carrier
incorporating the teachings of the present invention mounted thereon;
FIG. 2 is a perspective view of a siderail and crossbar assembly according to
a first
embodiment of the present invention in a stowed mode;
FIG. 3 is a top view of the locking member of the crossbar assembly of the
first
embodiment of the present invention in a locked mode;
FIG. 4 is a top view of the locking member of the crossbar assembly of the
first
embodiment of the present invention in an unlocked mode;
FIG. 5 is a perspective view of the first embodiment siderail and crossbar
assembly
in a spanning mode;
FIG. 6 is a top view of a second embodiment vehicle article carrier in
accordance
with the present invention in a spanning mode;
FIG. 7 is a top view of the second embodiment vehicle article carrier in
accordance
3
CA 02531927 2002-10-25
with the present invention in a stowed mode;
FIG. 8 is a top view of the second embodiment vehicle article carrier in
accordance
with the present invention pivoting between the spanning and stowed modes;
FIG. 9 is a perspective view of a crossbar and a siderail of the second
embodiment
vehicle article carrier of the present invention in a spanning mode;
FIG. 10 is a perspective view of a crossbar and a siderail of the second
embodiment vehicle article carrier of the present invention in a stowed mode;
FIG. 11 is an exploded perspective view of a crossbar and a siderail of the
second
embodiment vehicle article carrier of the present invention;
FIG. 12 is a perspective view of a third embodiment vehicle article carrier in
accordance with the present invention in a spanning mode;
FIG. 13 is a top view of the third embodiment vehicle article carrier in
accordance
with the present invention in a stowed mode;
FIG. 14 is a perspective view of the third embodiment vehicle article carrier
in
accordance with the present invention pivoting between the a spanning and
stowed
modes;
FIG. 15 is a perspective view of a cross bar and siderail of the third
embodiment
vehicle article carrier of the present invention in a spanning mode;
FIG. 16 is an exploded perspective view of a cross bar and siderail of the
third
embodiment vehicle article carrier of the present invention;
FIG. 17 is a bottom view of a cross bar and siderail of the third embodiment
vehicle
article carrier of the present invention in an extended mode;
FIG. 18 is a bottom view of a cross bar and siderail of the third embodiment
vehicle
article carrier of the present invention in a retracted mode;
FIG. 19 is a bottom view of a cross bar and siderail of the third embodiment
vehicle
article carrier of the present invention;
FIG. 20 is a perspective view of a fourth embodiment vehicle article carrier
in
accordance with the present invention in a spanning mode;
FIG. 21 is a top view of the fourth embodiment vehicle article carrier in a
stowed
mode;
FIG. 22 is a perspective view of a securing mechanism of the fourth embodiment
vehicle article carrier in a locked mode;
FIG. 23 is a perspective view of the securing mechanism of the fourth
embodiment
4
CA 02531927 2002-10-25
vehicle article carrier in an unlocked mode;
FIG. 24 is an exploded view of the securing mechanism of the fourth embodiment
vehicle article carrier;
FIG. 25 is a cross-sectional view of the securing mechanism of the fourth
embodiment vehicle article carrier in a locked mode;
FIG. 26 is a cross-sectional view of the securing mechanism of the fourth
embodiment vehicle article carrier in an unlocked mode;
FIG. 27 is a perspective view of a rotating and pivoting mechanism of the
fourth
embodiment vehicle article carrier;
FIG. 28 is a cross-sectional view of the rotating and pivoting mechanism of
the
fourth embodiment vehicle article carrier in a non-rotated state; and
FIG. 29 is a cross-sectional view of the rotating and pivoting mechanism of
the
fourth embodiment vehicle article carrier in a rotated state.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
The following description of the preferred embodiments is merely exemplary in
nature and is in no way intended to limit the invention, its application, or
uses.
The present invention is directed towards a vehicle article carrier such as a
luggage
rack. The vehicle article carrier includes a pair of laterally spaced apart
siderails. A pair
of crossbars are coupled to the siderails and are operable in one of two
modes. In a first
mode, the crossbars are stowed in axial alignment with the siderails. In a
second mode,
the crossbars laterally span the space between the siderails.
Turning now to the drawing figures, FIG. 1 illustrates an automotive vehicle
in the
form of a mini-van generally at 10. A vehicle article carrier 12 is mounted to
a roof of the
vehicle 10. The vehicle article carrier 12 includes a pair of laterally spaced
apart, parallel
siderail assemblies 14a and 14b. A pair of crossbar assemblies 16a and 16b are
coupled
to siderail assemblies 14a and 14b.
Each crossbar assembly 16a, 16b is operable in a first or stowed mode nested
within a recessed area 18a, 18b of a siderail assembly 14a, 14b. In the stowed
mode,
each crossbar assembly 16a, 16b is axially aligned relative to a siderail
assembly 14a,
14b. The stowed mode is illustrated in solid lines in FIG. 1.
Each crossbar assembly 16a, 16b is also operable in a second or spanning mode
projecting across the space between the siderail assemblies 14a and 14b. In
the spanning
5
CA 02531927 2002-10-25
mode, each crossbar assembly 16a, 16b is laterally aligned relative to the
siderail
assemblies 14a and 14b. The spanning mode is illustrated in dashed lines in
FIG. 1.
To facilitate the transition of the crossbar assemblies 16a and 16b between
the
stowed mode position and the spanning mode position, gaps 20a and 20b are
provided
at opposite ends of each recessed area 18a, 18b. The gaps 20a and 20b
accommodate
one end of a crossbar assembly 16a or 16b in a spanning mode position while
the other
crossbar assembly 16a or 16b remains in a stowed mode position. In this way, a
user
may disconnect a stowed crossbar assembly 16a, 16b from one side of the
vehicle 10 and
reposition it cross-wise to the vehicle without having to walk to the opposite
side of the
vehicle. The gaps 20a and 20b provide a place for the far end of the crossbar
assembly
16a or 16b to rest while the near end is being resecured to the near siderail
assembly.
Turning now to FIG. 2, a siderail assembly 14a and crossbar assembly 16a
according to a first embodiment are illustrated. While only one end of the
siderail
assembly 14a and crossbar assembly 16a is illustrated, one skilled in the art
should
appreciate that the opposite ends thereof are preferably identically
configured. Similarly,
while only the siderail assembly 14a and crossbar assembly 16a are
illustrated, one skilled
in the art should appreciate that the other siderail assembly 14b and crossbar
assembly
16b are preferably identically configured.
The siderail assembly 14a is preferably formed as an elongated plastic member
by
a molding process which simultaneously forms the L-shaped recessed area 18a.
An
elongated metal slat 22 is disposed within a channel 24 formed in the bottom
surface 26
of the recessed area 18a. The slat 22 includes an elongated opening in the
form of a slot
28. The slot 28 provides access to an interior volume of the slat 22 which is
overhung by
a pair of opposing lips 30 forming part of the slat 22.
Although the slat 22 may extend along the entire length of the recessed area
18a,
it is presently preferred to limit the length or extension to only that amount
which is
reasonably necessary for mounting anticipated accessories to the siderail
assembly 14a.
For example, the slat length may be equivalent to five times the width of the
end of the
crossbar assembly 16a. Although other materials may be used, it is presently
preferred
to form the slat 22 from extruded aluminum or roll-formed metal.
A pair of laterally spaced apart locating holes 32a and 32b are formed in the
bottom surface 26 of the siderail assembly 14a offset from and on opposite
sides of the
slat 22. The locating holes 32a and 32b are preferably molded in place when
the siderail
6
CA 02531927 2002-10-25
assembly 14a is formed such that an axis interconnecting the holes is
essentially
orthogonal to the slat 22. If desired, the holes 32a and 32b may alternatively
be bored
or drilled in place as desired. Also, if desired, a strengthening sleeve, such
as a metal
cylinder, may be disposed in each locating hole 32a and 32b for added
rigidity.
The position of the locating holes 32a and 32b dictate the length of the gap
20a
when the crossbar assembly 16a is in a stowed mode position. The gap 20a
should be at
least long enough to accommodate an end of a crossbar assembly oriented in a
spanning
mode position while the other crossbar assembly is oriented in a stowed mode
position
along the same siderail assembly.
The crossbar assembly 16a is preferably formed by a molding process to include
an elongated plastic crossbar body 34. The crossbar assembly 16a also includes
an end
support 36 mounted to and end of the crossbar body 34. The end support 36 is
also
preferably formed as a plastic member by a molding process.
The end support 36 includes a pair of spaced apart locating pegs 38a and 38b
extending essentially orthogonally from a mounting surface side thereof. The
locating
pegs 38a and 38b are preferably molded in place so as to be integral with the
end support
36 but may alternatively be secured to the end support 36 as discrete members.
The
locating pegs 38a and 38b are configured to complement the size, shape,
spacing and
angle of the locating holes 32a and 32b. As such, the locating pegs 38a and
38b may be
removably inserted within the locating holes 32a and 32b. In this way, the
locating pegs
38a and 38b cooperate with the locating holes 32a and 32b to form part of an
orientation
assembly for orienting the crossbar assembly 16a in the first or stowed mode.
A locking assembly 40 coupled to the crossbar assembly 16a includes a
preferably
plastic rotatable knob 42 coupled to a preferably metallic threaded member 44
which
extends through an opening formed through the end support 36. The threaded
member
44 threadingly engages an auto-aligning locking member 46 in the form of a
preferably
metallic, e.g., aluminum, stamped tap plate orT-lug. As will be described in
greater detail
below, by rotating the rotatable knob 42 to tighten the threaded member 44
into the
locking member 46, the locking member 46 abuttingly engages the underside of
the lips
30 of the slat 22 to lock the crossbar assembly 16a to the siderail assembly
14a. By
rotating the rotatable knob 42 to loosen the threaded member 44 from the
locking
member 46, the locking member 46 disengages the lips 30 of the slat 22 and
aligns along
the axis of the slot 28 to unlock the crossbar assembly 16a from the siderail
assembly
7
CA 02531927 2002-10-25
14a.
The distal end 48 of the threaded member 44 includes an unsettled thread area
50
to prevent the threaded member 44 from disconnecting from the locking member
46.
That is, as relative rotation between the threaded member 44 and locking
member 46
occurs, the locking member 46 may migrate toward the distal end 48 of the
threaded
member 44. However, when the locking member 46 reaches the unsettled thread
area 50,
the locking member 46 cannot migrate further or inadvertently be twisted off
of the
threaded member 44.
Turning now to FIGS. 3 and 4 (and also with continued reference to FIG. 2),
the
operation of the locking assembly 40 will be described in greater detail. The
locking
member 46 includes a rectangular base portion 52 having an upstanding
orientation
portion or collar 54 extending therefrom. The base portion 52 has a width
which is less
than the width of the slot 28 between the lips 30 of the slat 22. The base
portion 52 has
a length which is longer than the width of the slot 28. In this way, the
locking member 46
can be inserted within the slot 28 and then rotated 90° to underlie the
lips 30 and
lock in place.
A plurality of conical members or teeth 56 upwardly projecting from the base
portion 52 frictionally engage the lips 30 of the slat 22 to prevent relative
rotation
therebetween. The teeth 56 may be cast in place, machined, or formed by
bending up the
corners of the base portion 52.
The vertical position of the locking member 46 along the threaded member 44 is
controlled such that the orientation portion 54 spans the depth of the slot
28. That is,
when the locking member 46 is disposed within the slat 22, the lips 30 of the
slat 22
remain adjacent the orientation portion 54. In this way, the orientation
portion 54 can
interact with the slat 22 to control the orientation of the base portion 52.
More particularly, the orientation portion 54 includes two stops in the form
of two
oppositely disposed engagement corners 58a and 58b. The orientation portion 54
also
includes two oppositely disposed rotation-enabling rounds 60a and 60b. The
rounds 60a
and 60b allow the locking member 46 to be rotated relative to the slat 22.
However, the
corners 58a and 58b prevent the locking member 46 from rotating more than 900.
More
particularly, during rotation of the threaded member 44, the rounds 60a and
60b rotate
relative to the lips 30 of the slat 22. However, at the end of a 900 arc, the
engagement
corners 58a and 58b abuttingly engage the lips 30. As such, further rotation
of the
8
CA 02531927 2002-10-25
locking member 46 is prevented.
As can be appreciated from the forgoing, the locking member 46 may be easily
rotated to a first or engagement position oriented orthogonally relative to
the lips 30 or
to a second or release position oriented parallel to the lips 30. In the
engagement
position, the crossbar assembly 16a is locked to the siderail assembly 14a. In
the release
position, the crossbar assembly 16a is removable from the siderail assembly
14a. After
the locking member 46 is released, the crossbar assembly 16a may be lifted
from the
siderail assembly 14a and repositioned relative thereto.
Turning now to FIG. 5, the crossbar assembly 16b is illustrated in a second or
spanning mode relative to the siderail assembly 14a. As illustrated, the end
support 36
of the crossbar assembly 16b rests within the gap 20a. Of course, once the
other cross
bar assembly is removed from the siderail assembly 14a, the spanning crossbar
assembly
16b can be positioned anywhere along the length of the slat 22.
In the second or spanning mode, the locating pegs 38a and 38b are inserted
within
the slot 28 of the slat 22. More particularly, the pegs 38a and 38b are
removed from the
locating holes 32a and 32b and reoriented 900 relative thereto. The abutting
engagement
of the pegs 38a and 38b with the lips 30 of the slat 22 maintain the angle of
the crossbar
assembly 16b relative to the siderail assembly 14a. In this way, the slat 22
cooperates
with the locating pegs 38a and 38b to form part of the orientation assembly
for orienting
the crossbar assembly 16b in the second or spanning mode.
Although it should be clear from the foregoing description, the transition of
the
crossbar assembly 16b from a stowed mode to a spanning mode and vice versa
will be
described with reference to FIGS. 1-5. In the stowed mode, the locking
assemblies 40 will
normally be locked to secure the crossbar assembly 16b to the siderail
assembly 14b. The
rotatable knob 42 is then rotated in a counter-clockwise direction to loosen
the locking
member 46 from the lips 30 of the slat 22. Continued counter-clockwise
rotation twists
the locking member 46 90 from the locked position under the lips 30 to the
unlocked
position aligned with the slot 28. Abutment of the engagement corners 58a and
58b of
the orientation portion 54 with the lips 30 prevents over rotation of the
locking member
46.
Once both locking assemblies 40 are unlocked, the crossbar assembly 16b may be
lifted away from the siderail assembly 14b and reoriented cross-wise relative
thereto. The
far end of the crossbar assembly 16b may then be positioned within the gap 20a
of the
9
CA 02531927 2002-10-25
opposite siderail assembly 14a. Simultaneously or thereafter, the near end of
the
crossbar assembly 16b can be positioned such that the locking member 46 and
locating
pegs 38a and 38b are inserted within the slot 28. Slight repositioning of the
locking
member 46 may be performed by manipulation of the rotatable knob 42 if
required.
Once the locking member 46 and locating pegs 38a and 38b are properly
positioned, the rotatable knob 42 is rotated in a clockwise direction to twist
the locking
member 46 to an engagement position as controlled by the interaction of
engagement
corners 58a and 58b with the lips 30. Continued clockwise rotation of the
rotatable knob
42 secures the locking member 46 under the lips 30 and locks the crossbar
assembly 16b
to the siderail assembly 14b.
A similar operation is performed to secure the opposite end of the crossbar
assembly 16b to the opposite siderail assembly 14a. To return the crossbar
assembly 16b
to the stowed mode position, the opposite sequence is performed.
Turning now to FIGS. 6-8, a second embodiment of the present invention is
illustrated. The vehicle article carrier 100 includes two laterally spaced
apart siderails 102a
and 102b. A pair of crossbars 104a and 104b are coupled at opposite ends to
the siderails
102a and 102b. The crossbars 104a and 104b are operable in a first or spanning
mode,
as illustrated in FIG. 6, extending across the space between the siderails
102a and 102b,
and also in a second or stowed mode, as illustrated in FIG. 7, axially aligned
with the
siderails 102a and 102b.
As illustrated in FIG. 8, to facilitate the transition between the spanning
mode and
the stowed mode, the crossbars 104a and 104b are pivotally coupled at one end
to the
siderails 102a and 102b. More particularly, the crossbar 104a includes a pivot
mechanism
106a pivotally coupled to the siderail 102b. Similarly, the crossbar 104b
includes a pivot
mechanism 106b pivotally coupled to the siderail 102a.
A securing mechanism 108a is provided at the opposite end of the crossbar 104a
for securing the crossbar 104a to the siderail 102b in a stowed mode (see FIG.
7) and to
the siderail 102a in a spanning mode (see FIG. 6). Similarly, a securing
mechanism 108b
is provided at the opposite end of the crossbar 104b for securing the crossbar
104b to the
siderail 102a in a stowed mode (see FIG. 7) and to the siderail 102b in a
spanning mode
(see FIG. 6). An exemplary securing mechanism 108a is illustrated in greater
detail in
FIGS. 9-11.
As shown in FIGS. 9-11, the securing mechanism 108a interconnects a shroud
CA 02531927 2002-10-25
110a of the crossbar 104a with a moveable mount 112b secured to the siderail
102b. The
shroud 110a is secured to the crossbar 104a by at least one fixing member 111a
preferably in the form of a screw. The shroud 110a includes a slotted opening
114a
providing a pair of spaced apart shroud arms for sandwiching a tab 116b of the
moveable
mount 112b therebetween. A fastening member preferably in the form of a
threaded shaft
118a passes through the shroud 110a and tab 116b to secure the two together. A
retention member preferably in the form of a threaded nut 120a engages the
threaded
shaft 118a to fix the crossbar 104a to the siderail 102b. A knob 122a formed
at an
opposite end of the threaded shaft 118a relative to the nut 120a facilitates
turning of the
threaded shaft 118a to tighten or loosen the connection with the threaded nut
120a.
Preferably, the nut 120a is fixedly secured to the shroud 110a so as to remain
coupled to
the shroud 110a even after the shaft 118a is disengaged. In this way, the
shaft 118a can
be easily engaged and disengaged from the nut 120a before and after pivoting
the
crossbar 104a between the stowed and spanning positions. Although not
illustrated, one
skilled in the art will appreciate that the securing mechanism 108b is
preferably
configured identically to the securing mechanism 108a.
The moveable mount 112b is preferably slideably secured to the siderail 102b.
More particularly, a fixing member in the form of a threaded shaft 123b
selectively
secures the moveable mount 112b along the siderail 102b. An anchor in the form
of a
tapped plate 124b threadingly engages the threaded shaft 123b and frictionally
engages
an inner surface of a pair of opposed lips 125b defining an elongated slot
126b in the
siderail 102b. A t-shaped lug 127b is preferably integrally provided along an
edge of the
moveable mount 112b to slidingly accommodate the lips 125b while residing
within the
slot 126b. An orifice 128b provided in the interior of the moveable mount 112b
accommodates a knob 129b affixed to the threaded shaft 123b opposite the
tapped plate
124b. By turning the knob 129b, the threaded shaft 123b releases the
frictional
engagement of the tapped plate 124b with the lips 125b thereby enabling
sliding
movement of the moveable mount 112b along the siderail 102b.
Another moveable mount 112b' is also slideably secured to the siderail 102b.
The
moveable mount 112b' is preferably configured identical to that of the
moveable mount
112b. Similarly, as illustrated in FIGS. 6-8, two moveable mounts 112a and
112a' are
slideably secured to the siderail 102a. The moveable mounts 112a and 112a' are
preferably configured identical to that of the moveable mounts 112b and 112b'.
By
11
CA 02531927 2002-10-25
providing the moveable mounts 112, the crossbars 104a and 104b can be
selectively
positioned along the siderails 102a and 102b while in the spanning mode.
A pivoting mechanism 106a interconnects a shroud 132a of the crossbar 104a
with
the moveable mount 112b' secured to the siderail 102b. The shroud 132a is
secured to
the crossbar 104a by at least one fixing member 134a in the form of a screw.
The shroud
132a includes a slotted opening 136a providing a pair of shroud arms for
sandwiching a
tab 116b' of the moveable mount 112b' therein. A pivot member in the form of a
partially
threaded shaft 140a passes through the shroud 132a and tab 116b' to secure the
two
together. A threaded nut 142a engages the threaded shaft 140a to fix the two
in place.
Although not illustrated, one skilled in the art will appreciate that the
pivoting mechanism
106b is preferably configured identically to the pivoting mechanism 106a.
Turning now to FIGS. 12-14 a third embodiment of the present invention is
illustrated. The vehicle article carrier 200 includes two laterally spaced
apart siderails 202a
and 202b. A pair of crossbars 204a and 204b are coupled at opposite ends to
the siderails
202a and 202b. The crossbars 204a and 204b are operable in a first or spanning
mode,
as illustrated in FIG. 12, extending across the space between the siderails
202a and 202b,
and also in a second or stowed mode, as illustrated in FIG. 13, axially
aligned with the
siderails 202a and 202b.
As illustrated in FIG. 14, to facilitate the transition between the spanning
mode and
the stowed mode, the crossbars 204a and 204b are pivotally coupled to the
siderails 202a
and 202b. More particularly, the crossbar 204a includes a pivoting latch
mechanism 206a
pivotally coupled to the siderail 202b. Similarly, the crossbar 204b includes
a pivoting
latch mechanism 206b pivotally coupled to the siderail 202a.
A securing mechanism 208a is provided at the opposite end of the crossbar 204a
relative to the pivoting latch mechanism 206a for securing the crossbar 204a
to the
siderail 202b in a stowed mode (see FIG. 13) and to the siderail 202a in a
spanning mode
(see FIG. 12). Similarly, a securing mechanism 208b is provided at the
opposite end of
the crossbar 204b relative to the pivoting latch mechanism 206b for securing
the crossbar
204b to the siderail 202a in a stowed mode (see FIG. 13) and to the siderail
202b in a
spanning mode (see FIG. 12). An exemplary securing mechanism 208b is
illustrated in
greater detail in FIGS. 15-16
As shown in FIGS. 15-18, the securing mechanism 208b interconnects a shroud
210b of the crossbar 204b with a moveable mount 212b secured within a recess
of the
12
CA 02531927 2002-10-25
siderail 202b. The shroud 210b is slideably secured to the crossbar 204b in a
telescoping
manner by at least one fixing member 211b in the form of a screw. The fixing
member
211b is fixed relative to the crossbar 204b but the shroud 210b is moveable
relative to
both the fixing member 211b and the crossbar 204b. As such, the shroud 210b
can be
translated between an extended or engaged mode, as illustrated in FIG. 17, and
a
retracted or disengaged mode, as illustrated in FIG. 18. A slot 213b formed in
the shroud
210b accommodates such movement.
The shroud 210b includes a slotted opening 214b for enveloping a
mushroom-shaped nub 216b of the moveable mount 212b therein. A base 217b of
the
shroud 210b slides under the top and on either side of the trunk of the
mushroom-shaped
nub 216b while the walls of the shroud adjacent the opening 214b abut the
sides of the
nub 216b. A fastening member in the form of a pivotable latch 218b pivotally
resides
within the slotted opening 214b and is operable in a locked mode to engage the
nub 216b
and an unlocked mode to release the nub 216b. An axle 220b secures the latch
218b to
the shroud 210b and serves as a pivot for the latch 218b. A biassing member in
the form
of a spring clip 222b nests within the opening 214b and urges the latch 218b
toward the
locked mode. To disengage the latch 218b from the nub 216b, the bias of the
spring 222b
is overcome by depressing the inboard end of the latch which allows the
outboard end of
the latch to lift off and release the nub 216b. Once released from the nub
216b, the
shroud may be translated away from the nub 216b to provide clearance for the
cross bar
204b to pivot.
One skilled in the art will appreciate that the securing mechanism 208a is
preferably configured identically to the securing mechanism 208b. Similarly,
The securing
mechanisms 206a and 206b are preferably configured identically to the securing
mechanisms 208a and 208b with the exception of the translatable shroud.
Referring to
FIG. 19, the securing mechanism 206b is illustrated. The shroud 210b' is
fixedly secured
to the crossbar 204b by at least one fixing member 211b' in the form of a
screw. No slot
is provided in the shroud 210b'. In this way, the crossbar 204b is provided
with one fixed
shroud 210b' and one translatable shroud 210b (See FIGS. 17 and 18). Likewise,
the
crossbar 204a is provided with one fixed shroud 210a' and one translatable
shroud 210a
(see FIG. 12).
Referring again to FIGS. 15 and 16, the moveable mount 212b is preferably
slideably secured to the siderail 202b. More particularly, a fixing member in
the form of
t3
CA 02531927 2002-10-25
a threaded shaft 223b selectively secures the moveable mount 212b along the
siderail
202b. An anchor in the form of a tapped plate 224b threadingly engages the
threaded
shaft 223b and frictionally engages an inner surface of a pair of opposed lips
225b defining
an elongated slot 226b in the siderail 202b. A t-shaped lug 227b is preferably
integrally
provided along an edge of the moveable mount 212b to slidingly accommodate the
lips
225b while residing within the slot 226b. A knob 228b is provided on the
threaded shaft
223b opposite the tapped plate 224b. By turning the knob 228b, the threaded
shaft 223b
releases the frictional engagement of the tapped plate 224b with the lips 225b
thereby
enabling sliding movement of the moveable mount 212b along the siderail 202b.
Referring again to FIGS. 12-14, another moveable mount 212b' is also slideably
secured to the siderail 202b. The moveable mount 212b' is preferably
configured
identically to the moveable mount 212b. Similarly, two moveable mounts 212a
and 212a'
are slideably secured to the. siderail 202a. The moveable mounts 212a and
212a' are
preferably configured identically to the moveable mounts 212b and 212b'. By
providing
the moveable mounts 212, the crossbars 204a and 204b can be selectively
positioned
along the siderails 202a and 202b while in the spanning mode.
Referring collectively to FIGS. 12-19, to reposition the crossbars from a
stowed
mode to a spanning mode, one securing mechanism 208 of each crossbar is
disengaged
from a nub and each cross bar is pivoted towards the spanning position about
the opposite
securing mechanism 206. Each crossbar 204 is also translated such that the end
of each
crossbar 204 is laterally offset from a nub 216 yet essentially perpendicular
to the
siderails 202. To accommodate the translation movement, one shroud 210
telescopically
retracts onto each crossbar 204. The securing mechanism 208 of each crossbar
204 is
then positioned adjacent to a nub 216, the crossbar is translated in an
opposite direction
to move the securing mechanism 208 over top of the nub 216, and subsequently
secured
thereto with a latch 218
Turning now to FIGS. 20 and 21, yet another embodiment of the present
invention
is illustrated. The vehicle article carrier 300 includes two laterally spaced
apart siderails
302a and 302b. A pair of crossbars 304a and 304b are coupled at opposite ends
to the
siderails 302a and 302b. The crossbars 304a and 304b are operable in a first
or spanning
mode, as illustrated in FIG. 20, extending across the space between the
siderails 302a and
302b, and also in a second or stowed mode, as illustrated in FIG. 21, axially
aligned with
the siderails 302a and 302b.
14
CA 02531927 2002-10-25
To facilitate the transition between the spanning mode and the stowed mode,
the
crossbars 304a and 304b are rotatably and pivotally coupled to the siderails
302a and
302b. More particularly, the crossbar 304a includes a rotating and pivoting
mechanism
306a pivotally coupled to the siderail 302b. Similarly, the crossbar 304b
includes a
rotating and pivoting mechanism 306b pivotally coupled to the siderail 302a.
A securing mechanism 308a is provided at the opposite end of the crossbar 304a
relative to the pivoting mechanism 306a for securing the crossbar 304a to the
siderail
302b in a stowed mode (see FIG. 21) and to the siderail 302a in a spanning
mode (see
FIG. 20). Similarly, a securing mechanism 308b is provided at the opposite end
of the
crossbar 304b relative to the pivoting mechanism 306b for securing the
crossbar 304b to
the siderail 302a in a stowed mode (see FIG. 21) and to the siderail 302b in a
spanning
mode (see FIG. 20). An exemplary securing mechanism 308a is illustrated in
greater
detail in FIGS. 22-26.
As shown in FIGS. 22-26, the securing mechanism 308a interconnects an endpiece
310a of the crossbar 304a with a mounting portion 312a of the siderail 302a.
The
endpiece 310a is preferably formed integrally with a lower portion of the
crossbar 304a.
The endpiece 310a includes a pocket 314a accommodating a complimentary shaped
latch
316a therein.
The latch 316a is preferably pivotally mounted within the endpiece 310a by an
axle
318a forming a pivot. The latch 316a is operable in a locked mode engaged with
the
siderail 302a (see FIGS. 22 and 25) and in an unlocked mode disengaged from
the siderail
302a (see FIGS. 23 and 26). A handle 320a of the latch extends along an upper
surface
of the endpiece 310a and is oriented generally orthogonal to an arm 322a of
the latch
316a. The handle 320a serves as a user operated lever to move the latch 316a
between
the locked and unlocked modes.
The arm 322a extends through a partially slotted opening 324a formed through
the
endpiece 310a. The slotted opening 324a is sized to accommodate the desired
range of
motion during pivoting of the latch 316a about the axle 318a. The arm 322a
includes a
catch 326a for frictionally engaging a lip 328a of the mounting portion 312a
of the siderail
302a when the latch 316a is in the locked mode.
A biasing member in the form of a spring clip 330a urges the latch 316a
towards
the closed mode such that the catch 326a is biased to engage the lip 328a. To
release the
latch 316a, the bias of the spring clip is overcome by lifting the handle
320a, the arm
CA 02531927 2002-10-25
322a pivots away from the lip 328a, and the catch 326a disengages therefrom.
The
crossbar 304a can then be lifted away from the mounting portion 312a and
rotated
relative to the siderail 302a. Although not illustrated, one skilled in the
art should
appreciate that the other securing mechanism 308b is preferably configured
identically to
the securing mechanism 308a.
Turning now to FIGS. 27-29, the rotating and pivoting mechanism 306a will be
described. The mechanism 306a includes an endpiece 340a preferably formed
integrally
with a lower portion of the crossbar 304a. A guide member in the form of a pin
342a is
positioned within a opening 344a formed in the endpiece 340a. The opening 344a
is
preferably shaped as a triangular slot to allow pivoting of the crossbar 304a
relative to the
siderail 302b and pin 342a while simultaneously preventing rotation of the
crossbar 304a
about its own longitudinal axis. The rotation of the crossbar 304a about its
own
longitudinal axis is accomplished by the abutting engagement of the pin 342a
with the
walls of the opening 344a.
The lower portion of the endpiece 340a is partially spherically shaped to
provide
a radiused surface 346a. The radiused surface 346a nests within a
complementary shaped
dish 348b secured within a cavity 350b of the siderail 302b. An orifice 352b
is provided
through the dish 348b to accommodate the pin 342a therein. The radiused
surface 346a
and dish 348b cooperate to control the pivoting and rotating of the crossbar
304a relative
to the siderail 302b.
While not illustrated, one skilled in the art should appreciate that the other
rotating
and pivoting mechanism 306b is preferably formed identically to the rotating
and pivoting
mechanism 306a.
Thus, a vehicle article carrier is provided which operates in two modes. In a
first
mode, the crossbars are stowed such that each lies parallel to a siderail.
This mode
reduces wind noise from the vehicle article carrier. In a second mode, the
crossbars are
oriented cross-wise to the longitudinal axis of the vehicle to span the space
between the
siderails and provide a support structure for carrying desired loads.
Those skilled in the art can now appreciate from the foregoing description
that the
broad teachings of the present invention can be implemented in a variety of
forms.
Therefore, while this invention has been described in connection with
particular examples
thereof, the true scope of the invention should not be so limited since other
modifications
will become apparent to the skilled practitioner upon a study of the drawings,
specification, and following claims.
16
