EP1827909A2

EP1827909A2 - Vehicle luggage rack system

Info

Publication number: EP1827909A2
Application number: EP05808456A
Authority: EP
Inventors: Colin Nissan Technical Ctr. Europe Ltd BURBRIDGE
Original assignee: Nissan Motor Manufacturing UK Ltd
Current assignee: Nissan Motor Manufacturing UK Ltd
Priority date: 2004-12-02
Filing date: 2005-11-29
Publication date: 2007-09-05
Also published as: GB2420766B; GB2420766A; GB0426528D0; WO2006059076A2; WO2006059076A3

Abstract

A vehicle luggage rack system (10) for mounting upon a vehicle surface (14) comprises first and second side rail members (12a, 12b), each of which defines a longitudinal channel (24a, 24b), and first and second cross rail members (28, 30) for receipt within a respective one of the longitudinal channels (24b, 24a) when in a first, longitudinal configuration and being movable out of the respective one of the longitudinal channels (24b, 24a) into a second, cross-vehicle configuration in which the first and second cross rail members (28, 30) extend laterally across the vehicle surface (14), wherein each of the longitudinal channels (24a, 24b) is provided with bearing means (32) for receiving an end region (30b, 28b) of an associated one of the first and second cross rail members (30, 28), each bearing means (32) being angularly movable within its channel (24a, 24b) and co-operable with a formation (42) in its side rail member (12a, 12b) so as to allow the cross rail member (30, 28) to be moved angularly in a plane substantially parallel to the vehicle surface (14) when changing between the longitudinal and the cross-vehicle configurations.

Description

VEHICLE LUGGAGE RACK SYSTEM

The invention relates to a luggage rack system for a vehicle. In particular, the invention relates to a vehicle roof luggage rack system of the type incorporating first and second longitudinal rails or bars provided for aesthetic purposes.

Vehicle roof rack systems are in common usage and generally include a detachable assembly of support rails or bars. Typically, such systems include at least first and second cross vehicle support rails, or cross rails, which extend side to side (i.e. laterally) across the vehicle roof. The cross rails may be connectable to or mountable upon first and second side rails, which themselves form part of the detachable assembly. In use, the side rails are mounted upon the vehicle roof so as to extend longitudinally along the roof, one on either side thereof.

It is also known to provide vehicles with integral side rails, often referred to as "fashion rails", in which case the cross rails of the detachable roof rack system may be mounted upon these integral side rails in a cross-vehicle configuration.

It has been recognised that known vehicle roof rack systems of the aforementioned type have some disadvantages. For example, such systems can be time consuming and awkward to fit to the vehicle, and the mounting of the luggage rack upon the vehicle adds undesirable weight. Furthermore, when there is no requirement to carry luggage on the roof of the vehicle, it may be desirable to detach the roof rack system from the roof altogether. This is inconvenient for the user and requires storage space to be available for the detached parts.

US 5 340 007 describes a known vehicle roof rack system in which longitudinal side rails are provided on the vehicle roof, with each side rail having a movable section which can be rotated out of its longitudinal position into a cross vehicle position by means of a hinged connection. So that the movable sections on opposite sides of the vehicle can be moved simultaneously, the hinges are configured to allow the sections to be lifted slightly above the vehicle roof so that the moving sections can pass one another as they are rotated.

Another known system is proposed in GB 2 381 252 in which longitudinal fashion rails are provided to benefit the aesthetic appearance of the vehicle. Each of the side rails defines a channel for receiving a respective one of first and second load-bearing cross rails. The cross rails are mounted to the side rails so as to be movable between a stowed position, in which each cross rail nests within the channel of its associated side rail, and a load-carrying position in which each cross rail extends laterally across the vehicle roof to provide a means for carrying luggage. One end of each cross rail is mounted to an associated one of the side rails by means of a pivotal connection. The other end of each cross rail is able to move freely to allow the rail to be moved through pivotal action between the stowed and load-carrying positions.

When the cross rails are stowed, there is no facility to be able to carry luggage on the vehicle roof. When the cross rails are moved to extend laterally across the vehicle roof, luggage can be carried on the cross rails in a manner akin to that of a conventional roof rack system. In the latter configuration, the free ends of the cross rails are secured to mounts on the side rails by means of a screw-threaded or latched locking arrangement.

Mechanisms of the aforementioned type can be rather inconvenient and time consuming to operate, particularly as the process of changing between the two different configurations must be carried out at upper body or head height at the level of the vehicle roof. The use of a screwing action to lock the side and cross rails together is particularly cumbersome. Furthermore, it has been found that in circumstances in which the vehicle undergoes rapid acceleration or deceleration, and especially in a vehicle impact situation, forces are concentrated in the region of the locks, pivotal mounts or hinges which couple the cross rails and side rails together. This can lead to premature wear or failure of the locks and mounts. The requirement to introduce a degree of perpendicular movement at the hinge, to allow both rails to be moved simultaneously in different planes, also introduces an extra and undesirable level of complexity.

It is an object of the present invention to provide a vehicle luggage rack system which overcomes or alleviates at least one of the aforementioned disadvantages.

According to a first aspect of the present invention, there is provided a luggage rack system for mounting upon a vehicle surface comprising first and second side rail members, each of which defines a longitudinal channel, and first and second cross rail members for receipt within a respective one of the longitudinal channels when in a first, longitudinal configuration and being movable out of the respective one of the longitudinal channels into a second, cross- vehicle configuration in which the first and second cross rail members extend laterally across the vehicle surface. Each of the longitudinal channels is provided with bearing means for receiving an end region of an associated one of the cross rail members. Each bearing means is angularly movable within its channel and co- operable with a formation in an associated one of the side rail members so as to allow the cross rail member to be moved angularly in a plane substantially parallel to the vehicle surface when changing between the longitudinal and the cross-vehicle configuration. The longitudinal channel of each side rail member is provided in a first, inner side wall of the side rail. The formation on each of the side rail members may take the form of a rail opening provided in an opposite, outer side wall of the side rail member. The opening may take one of several forms, for example a square or rectangular slot or aperture, and may be of sufficient size for a user to insert a hand or fingers for ease of moving the cross rail members.

Conveniently, each of the cross rail members is displaceable laterally into the opening in its side rail member. For example, lateral displacement of the cross rail members is necessary as a final step of moving the rails into the cross - vehicle configuration, or as an initial step in moving the rails out of the cross- vehicle configuration.

The bearing means and the first and second cross rail members are co-operable to allow changing between the longitudinal and cross- vehicle configurations entirely in a plane parallel to the vehicle surface. This is made possible by virtue of the end regions of the cross rail being able to project through the side rail openings as they are caused to swing (i.e. move angularly) across the vehicle surface. This means there is no need to detach the cross rail members from the vehicle roof altogether when the system is being manipulated. Furthermore, the rails can be manoeuvred conveniently and in areas of restricted space, if necessary. Other vehicles close-parked either side of the vehicle, or reduced head space above the vehicle, such as in a garage, do not prevent a user from changing the luggage rack configuration. In a further preferred embodiment, the bearing means includes a bearing member defining a bearing channel which aligns with the longitudinal channel in an associated one of the side rail members when the longitudinal configuration is adopted. For example, the bearing member may be of at least two-part construction, a first part of the bearing member defining an upper portion of the bearing channel and a second part of the bearing member defining a lower portion of the bearing channel. Preferably, the bearing member has an outer surface of cylindrical form. Preferably, the luggage rack system further comprises slidable locking means for securing the side rail members and the cross rail members in their longitudinal and cross-vehicle configurations, said slidable locking means being movable out of a holding position to allow changing between the longitudinal and cross- vehicle configurations.

More preferably, the slidable locking means includes a first sleeve provided on each of the first and second side rail members. The first sleeve is slidable axially along its side rail member between a free position in which the sleeve exposes the end region of the cross rail member to permit angular movement thereof out of its longitudinal channel, and a holding position in which the first sleeve encloses the end region of the cross rail member to prevent said angular movement. This provides a simple locking means for the cross rails, which is convenient for the user to manipulate at head or upper body height by means of a simple sliding action. The use of slidable lockers also provides the advantage that the requirement for detachable parts, such as screws, is removed. Furthermore, the bearing member and the first sleeve can absorb the forces encountered during rapid vehicle acceleration/deceleration, or vehicle impacts, without resulting in failure or fatigue.

Conveniently, one end of each of the first sleeves is provided with a formation for mating with an outer surface of an associated one of the first and second cross rail members when the cross- vehicle configuration is adopted and the first sleeve is in the holding position. Preferably, the formation on the first sleeve is a cut-out to match the cross section of the associated cross rail member. Typically, the cross sections of the cut-out and the cross rail members are of square or rectangular form.

Preferably, each of the cross rail members is provided with a biasing means which tends to urge the cross rail member out of its associated longitudinal channel. This provides an automatic release function for the cross rail members, and provides a quality feel for the user.

Each of the first and second side rail members may be provided with a second sleeve, forming part of the slidable locking means, which acts against said biasing means when in a holding position to retain the associated one of the cross rail members within its longitudinal channel. The biasing means can be activated, to release its cross rail member, simply by sliding the second sleeve along the side rail member out of the way of the cross rail member.

Preferably, each of the second sleeves is provided with an opening or aperture for receiving an associated one of the cross rail members, end-on, as a final step in the process of moving the cross rail members into the cross-vehicle configuration.

Each of the side rail members may be provided with an adapter for enabling the length of the side rail member to be adjusted. The adapter for the side rail is also preferably shaped to permit coupling of side rails of different size (i.e. cross section) to a universal type of vehicle-mounted support. In a further preferred embodiment, the end region of each of the cross rail members is a universal type of adapter which can be fitted or coupled to cross rail members of any length so as to enable the system to be used with vehicles of different width. The cross rail member preferably has a hollow body to ensure it can be cut to the required length for any given vehicle, whereas the end region is a solid body or part of the cross rail member.

In an alternative embodiment, the end region of the cross rail member for receipt within the bearing channel forms an integral part of the cross rail member (i.e. the cross rail member is a one-piece construction).

According to a second aspect of the invention, there is provided a vehicle luggage rack system for mounting upon a vehicle surface, the luggage rack system comprising first and second side rail members, each of which defines a longitudinal channel, and first and second cross rail members for receipt within a respective one of the longitudinal channels when in a first, longitudinal configuration and being movable out of the respective one of the longitudinal channels into a second, cross-vehicle configuration in which the first and second cross rail members extend laterally across the vehicle surface. Slidable locking means are provided for securing the side rail members and the cross rail members in both their longitudinal and cross-vehicle configurations, the slidable locking means being movable to allow changing between the longitudinal and cross- vehicle configurations.

Preferred and/or optional features of the first aspect of the invention may be incorporated within the second aspect of the invention also, particularly those features of the slidable locking means. According to a third aspect of the invention, there is provided a vehicle having a luggage rack system in accordance with the first or second aspect of the invention.

The present invention will now be described, by way of example only, with reference to the accompanying drawings in which:

Figure 1 is a perspective view of a vehicle luggage rack system in accordance with an embodiment of the invention;

Figure 2 is an exploded view of parts of the luggage rack system in Figure 1;

Figure 3 is a similar exploded view of the parts of the luggage rack system in Figure 2;

Figure 4 is a perspective view of a part of a longitudinal side rail and an associated bearing member of the luggage rack system in Figures 1 to 3;

Figure 5 is an exploded view of the bearing member in Figure 4;

Figure 6 is a perspective view of a first type of slidable sleeve for the longitudinal side rail of the luggage rack system;

Figure 7 is a perspective view of an end section of a cross rail member of the luggage rack system in Figures 1 to 3;

Figure 8 is a perspective view of a second type of slidable locking sleeve for the longitudinal side rail of the luggage rack system; and Figures 9 to 14 illustrate the luggage rack system through a sequence of steps in changing between first and second luggage-carrying configurations.

The luggage system of the present invention is particularly suitable for use on the roof on an automotive vehicle, such as a car, van or truck, where the roof is sufficiently strong to support luggage. The luggage system is also useable as a boot-rack luggage system of the type found on vehicles provided with a fabric or removable roof which is not capable of supporting luggage. For the purpose of this specification, therefore, reference to a vehicle surface upon which the luggage system is mounted should be taken to include any vehicle surface, and not just that of the vehicle roof. The invention is particularly suitable for use on vehicles in which there is a desire to provide so-called fashion rails which extend longitudinally along the main axis of the vehicle roof (i.e. in a front to rear vehicle direction). Fashion rails are styled to co-ordinate with the design of the vehicle body, so as to provide an aesthetically pleasing vehicle feature, and are well known in the automotive industry.

Referring to Figures 1 to 3, there is shown a vehicle roof rail system, referred to generally as 10, in which first and second longitudinal roof rails 12a, 12b are arranged one on either side of a vehicle roof surface 14. For the purpose of this specification, the longitudinal rails of the system will also be referred to as the side rails 12a, 12b. The first side rail is located on the left hand side of the vehicle to form a left side rail 12a and the second side rail is located on the right hand side of the vehicle to form a right side rail 12b.

Each of the side rails 12a, 12b includes a respective front end section 14a, 16a and a respective rear end section 14b, 16b, the front end sections 14a, 14b being located towards the front end of the vehicle and the rear end sections 16a, 16b being located towards the rear end of the vehicle. The left side rail 12a consists of front and rear roof mounts or feet 18a, 20a, located at its front and rear end sections 14a, 16a respectively, and a main left side rail body 22a. Likewise, the right side rail 12b consists of front and rear roof mounts or feet 18b, 20b, located at its front and rear end sections 14b, 16b respectively, and a main right side rail body 22b. Each of the main rail bodies 22a, 22b is provided with a longitudinal channel or groove 24a, 24b, respectively, which defines an inwardly-directed and elongate channel opening (i.e. an opening directed inwardly towards the vehicle surface 14).

Each of the roof mounts 18b, 20b for the right side rail 12b has, at a first end thereof, a generally flat base which is mountable upon the surface of the vehicle roof 14 in a conventional manner. The roof mounts 18b, 20b are preferably of arc-like formation so as to provide a streamlined and aesthetically pleasing appearance.

The means by which the main rail body 22a of the left side rail 12a attaches to its front and rear mounts 18a, 20a is the same as that for the main rail body 22b of the right side rail 12b, and so only the latter will be described in detail.

Referring to Figures 2 and 3, each of the front and rear roof mounts 18b, 20b is attached to the main rail body 22b via a front or rear intermediate rail adapter 26b respectively. It is envisaged that the rail adapters 26b, and corresponding rail adapters for the left side rail (not shown), will be sold with the luggage system so as to allow it to be used on vehicles of different size and where different side rail lengths are required. In the embodiment illustrated, the front rail adapter 26b for the right side rail 12b couples the larger cross sectional area of the front mount 18b to the smaller cross sectional area of the main rail body 22b by virtue of it having a larger cross sectional area at its front end compared to that at its rear end. Different adapter sizes may be necessary for different vehicles, with the benefit that the luggage system is compatible with a common or universal size of roof mount 18a, 18b, 20a, 20b.

Referring again to Figure 1, the luggage system also includes first and second cross rail members 28, 30. The first cross rail 28 can take up a location towards the front of the vehicle and will be referred to as the front cross rail 28 and the second cross rail can take up a location towards the rear of the vehicle and will be referred to as the rear cross rail 30. The cross rails 28, 30 are movable between two different cross rail configurations. In a first configuration (a longitudinal configuration), the front cross rail 28 is nested or received entirely within the longitudinal channel 24b in the left side rail 12b. Similarly, the rear cross rail 30 is nested or received entirely within the channel 24a in the left hand rail 12a. In a second configuration (a cross vehicle configuration), the rear cross rail 30 extends laterally across the vehicle surface 14 so that its right end is received within the rear section 16b of the right side rail 12b. Similarly, the front cross rail 28 extends laterally across the vehicle surface, forward of the rear cross rail 30, so that its left end is supported within the front section 14a of the left side rail 12a.

In practice, each of the cross rails 28, 30 may be formed from two sections (as seen in Figure 2 for the front cross rail 28). Referring only to the front cross rail 28 for simplicity, the rail 28 includes a hollow, main cross rail body 28a which is coupled to a cross rail end piece or adapter 28b of solid construction. The cross rail adapter 28b is coupled to the right side rail 12b in such a manner that the cross rail 28 can be moved angularly, or swung, across the vehicle roof surface 14 when it required to change the configuration of the luggage rack system. The main cross rail body 28a may be cut to different lengths, depending on the width of the vehicle on which it is to be used. The adapter 28b is of universal type and is compatible with the side rails 12a, 12b of many different types of vehicle.

Each of the cross rails 28, 30 is biased by means of a spring force out of its associated channel 24a, 24b (i.e. inwardly across the roof surface 14) so that, in the absence of any force holding the rails 28, 30 within their side rail channels 24a, 24b, the rails 28, 30 tend to move angularly, or swing, out of their channels 24a, 24b towards their cross- vehicle positions.

Each side rail 12a, 12b is provided with a bearing means, referred to generally as 32 in Figures 3, 4 and 5, to facilitate angular movement of the cross rails 28, 30 between their two different configurations. The bearing means also facilitate, through co-operation with formations provided in their associated side rails 12a, 12b, a degree of lateral or side-to-side movement of the cross rails 28, 30, as will be described further below.

The bearing means takes the form of a bearing member 32 having a generally cylindrical outer surface and being hollow to define a bearing channel 34 of generally square or rectangular cross section. As each of the bearing members 32 is identical, only one will be described in further detail below. The bearing member 32 is formed in two identical parts, an upper part 32a which defines an upper portion of the bearing channel 34 and a lower part 32b which defines a lower portion of the bearing channel 34. The bearing channel 34 is shaped to receive, permanently, the end region 28b, 30b of its associated cross rail 28, 30. When the cross rail 28, 30 is caused to be released from the side rail channel 24a, 24b, the bearing channel 34 is caused to turn about an axis 36 perpendicular to the plane of the vehicle surface 14. For the purpose of this specification, reference to the bearing channel 34 receiving the end region 28b, 30b of the associated cross rail 28, 30 in a permanent fashion shall be taken to mean that the coupling between these parts is permanent whilst the system is in use, whether in its longitudinal configuration, its cross vehicle configuration or moving between the two, although it is to be understood that if the system were to be removed from the roof altogether the parts can be de-coupled without causing damage.

The two parts 32a, 32b of the bearing member 32 are received within the side rail channel 24b through upper and lower openings 38, 40 provided in respective upper and lower walls of the side rail 12b. When in situ, the bearing member 32 is able to move angularly about the axis 36 so that it takes up one of two positions corresponding to the two different luggage system configurations, respectively. Figure 4 shows the rear bearing member 32 of the right side rail 12b in a first bearing position in which the bearing channel 34 is axially aligned with the side rail channel 24b. In this position, the front cross rail 30 is able to nest within the aligned channels 24b, 34 in its longitudinal configuration. In a second bearing position (not shown), the bearing member 32 has rotated through 90 degrees so that the bearing channel 34 is substantially orthogonal to the axis of the side rail channel 24b to accommodate the cross rail 28 in its cross- vehicle configuration.

The bearing channel 34 extends through the full diameter of the bearing member 32 and is shaped to align with a formation in the form of a rail opening 42 defined in an outer side wall of the side rail channel 12b (the rail opening 42 is just visible on the right side rail 12b in Figure 2) so as to allow the full section of the cross rail 28 to pass through the opening 42 as the rail 28 is swung over the vehicle surface 14 about the axis 36. Lateral displacement of the cross rail 28 through the bearing channel 34 is also possible, as will be discussed further below. It is preferable for the opening 42 to take the form of an elongate slot, which is of large enough size to accommodate a users hand or fingers for the convenience of manipulating the cross rails 28, 30.

Referring also to Figure 6, each side rail 12a, 12b is provided with a slidable locking or securing means to ensure the cross rails 28, 30 are retained securely within the rails 12a, 12b in either of the two configurations. The locking means includes two sets of sliders in the form of hollow sleeves, one sleeve of each set being provided on each of the side rails 12a, 12b. For simplicity, the sleeves on only one of the side rails (the right side rail 12b) will be described in detail below.

A first sleeve 44b is axially slidable along the right side rail 12b and has a holding or locking position in which it serves to co-operate with the end region 28b of the cross rail 28 to prevent the rail 28 from being dislodged, inadvertently, from the channel 24b. In such circumstances, the first sleeve 44b is in alignment with the rail opening 42 to prevent any lateral movement of the cross rail 28 across the vehicle surface 14 which would cause the rail 28 to project through the opening 42. The sleeve 44b can be slid out of the way of the opening 42, in a forward direction, in which the opening 42 is exposed to allow the cross rail 28 to project therethrough.

The sleeve 44b is provided with a cut-out 48 in its inwardly facing side wall, which is shaped for co-operation with upper and lower grooves 50, 52 provided in the cross rail end region 28b, as shown in Figure 7. The presence of the cut-out 48 allows the sleeve 44b to slot over the cross rail 28 in a close sliding fit when the cross rail 28 takes up the cross-vehicle position. Only the inwardly-facing side wall of the sleeve 44b is provided with the cut-out 48, with the outwardly- facing side wall of the sleeve 44b defining a solid wall surface which serves to prevent the aforementioned outward lateral movement of the cross rail 28 when the sleeve 44b is in its holding position.

In a similar manner, the left side rail 12a is provided with an axially slidable first sleeve 44a (identified on Figure 1) which operates in a similar manner to the first sleeve 44b on the right side rail 12b. Whether the luggage system is in its longitudinal or cross-vehicle configuration, the first sleeves 44a, 44b are positioned at diagonally opposite positions along their respective side rails 12a, 12b.

The locking means further includes second sleeve members 46a, 46b, one on each of the side rails 12a, 12b. The second sleeve members 46a, 46b are located at diagonally opposite positions on their respective rails when the luggage system is in either the longitudinal or cross- vehicle configuration. As the second sleeves 46a, 46b are identical to one another, only the second sleeve 46b for the right side rail 12b will be described in detail below.

The second sleeve 46b is slidable along its side rail 12b and has a holding position in which the second sleeve 46b encloses an adjacent end region of the front cross rail 28, when in its nested position within the rail 12b, to prevent dislodgment from the side rail channel 24b under the biasing force of the spring. Thus, with the second sleeve 46b in the holding position, the biasing force which tends to urge the cross rail 30 out of the side rail channel 24b is opposed by the presence of the second sleeve wall so that the cross rail 30 is not free to move. When the second sleeve 46b is slid rearwards (i.e. displaced out of the holding position), the front cross rail 28 becomes freed and tends to move angularly out of the side rail channel 24b under the spring force. In addition to provide a means for securing the cross rail 28 in its nested position within the side rail 12b, the second sleeve 46b is provided with an aperture or opening 54 in its inwardly-facing side wall (i.e. the side wall facing across the roof surface 14) which is shaped to allow lateral insertion of the end region 30b of the rear cross rail 30 (i.e. the cross rail is received end-on), when this is moved into its cross-vehicle position.

To further clarify the advantages of the invention, the sequence of steps required to move the cross rails 28, 30 from the first, longitudinal configuration to the second, lateral configuration will now be described with reference to Figures 9 to 14.

Starting from the configuration in which the cross rails 28, 30 are nested within their respective side rail channels 24b, 24a, the first and second sleeves, 44a, 44b and 46a, 46b, are located in their holding positions on their respective side rails 12a, 12b. The second sleeve 46b on the right hand rail 12b prevents the front cross rail 28 from swinging outwardly from the right side channel 24b across the vehicle surface 14, and the second sleeve 46a on the left hand rail 12a prevents the rear cross rail 30 from swinging outwardly from the left side channel 24a.

Figure 10 shows the initial step in the sequence required to move the cross rails 28, 30 from the longitudinal configuration, in which they are nested within the side rails 12b, 12a, to the cross- vehicle configuration in which they extend laterally across the vehicle roof 14. Initially, the second sleeve 46a on the left side rail 12a is slid forwards (as indicated by the arrow) and the second sleeve 46b on the right side rail 12b is slid rearwards (as indicated by the arrow). As a consequence, the out-of-channel biasing force acting on the cross rails 28, 30 causes the rails to be urged out of their side rail channels 24b, 24a so as to move angularly across the vehicle roof 14, by a relatively small amount, towards one another. At the same time, or just after, the first sleeve 44b on the right side rail 12b is slid forwards out of its holding position.

Once the first sleeve 44b has been moved out of the way of the cross rail 28, the cross rail 28 is able to rotate, or swing, further across the vehicle surface 14, about the axis of rotation 36 of its bearing member 32. The bearing member 32 is able to rotate within the side rail channel 24b so that as the cross rail 28 swings over the vehicle surface 14 the bearing member 32 is also caused to turn, breaking axial alignment between the bearing channel 34 and the side rail channel 24b.

A similar step is taken to slide the first sleeve 44a on the left side rail 12a rearwards so as to allow the rear cross rail 30 to swing further across the vehicle surface 14 towards its cross- vehicle position.

Figure 11 illustrates the front cross rail 28 once it has moved part way across the vehicle surface 14 towards its lateral position. To aid angular movement of the cross rail 28 during this stage of the procedure, the second sleeve 46b may be slid forwards along the right side rail 12b (as indicated by the arrow) until it is brought into contact with the outer surface of the cross rail 28. Further axial movement of the second sleeve 46b in the forward direction tends to urge the cross rail 28 further out of its channel 24b, across the vehicle surface 14. As shown in Figure 12, once the cross rail 28 has moved fully across the vehicle surface 14 to take up a cross-vehicle position, the second sleeve 46b on the right side rail 12b can be moved back along the near full rail length, through and beyond the holding position, to its rearmost position once again. It is an important feature of the luggage system that when the front cross rail 28 is approaching its lateral position (as shown in Figure 12), the bearing channel 34 becomes aligned with the rail opening 42 in the outwardly facing side wall of the right side rail 12b. The end region 28b of the cross rail 28 is therefore able to project out of the bearing channel 34 and through the rail opening 42, thus allowing the cross rail 28 to be swung fully through 90 degrees. The length of the cross rail 28 is selected so that, with the end region 28b projecting through the opening 42, the opposite end of the front cross rail 28 (i.e. the left hand end) clears contact with the left side rail 12a by a margin which can accommodate sliding movement of the second sleeve 46a back to its holding position in a later step of the sequence.

The rear cross member 30 can be moved angularly about the bearing axis 36 in a similar fashion by sliding the second sleeve 46a of the left side rail 12a along the near full rail length (as indicated by the arrow) in a rearwards direction. Once the rear cross rail 30 has been moved to its cross-vehicle position, the second sleeve 46a on the left side rail 12a can be slid back along the rail length, through and beyond its holding position, to its foremost end position once again. Figure 13 shows the front and rear cross rails 28, 30 when in their cross-vehicle configuration, with the free end of each cross rail 28, 30 displaced just to one side, and inwardly, of the associated side rail 12a, 12b and with the opposite end region 28b, 30b of rail 28, 30 extending through and beyond the bearing channel 34 and out through the side rail opening 42.

As a final step in the sequence, the cross rails 28, 30 must be secured in their cross- vehicle positions so that motion of the vehicle, or unloading and/or loading of luggage, does not cause any unwanted rail displacement. Referring to Figure 14, the second sleeve 46a on the left side rail 12a is slid rearwards, back into its holding position. This is possible by virtue of the clearance between the left end of the front cross rail 28 and the inwardly facing side wall of the left side rail 12a. Subsequently, the front cross rail 28 is pushed laterally, towards the left, to be received through the aperture 54 in the second sleeve 46a, finally coming to rest within the left side rail channel 24a. This causes the projecting end 28b of the cross rail 28 to disappear into the right side rail opening 42 so as to be accommodated within the right side rail channel 24b. Once in this position, the first sleeve 44b on the right side rail 12b can be slid rearwards into its holding position once again with co-operation between the cut out 48 in the first sleeve 44b and the grooves 50, 52 in the end piece of the cross rail 28 forming a secure and well-fitting connection to hold the parts in place.

A similar sequence of locking steps is carried out for the rear cross rail 30; moving the second sleeve 46b of the right side rail 12b forwards into its holding position, displacing the rear cross rail 30 laterally to the right to pass through the second sleeve opening 54 and into the right side channel 24b, and then sliding the first sleeve 44a on the left side rail 12a forwards into its holding position once the left end of the rear cross rail 30 has disappeared through the opening 42 in the left side rail 12a to reside fully within the channel 24a.

In order to move the cross out of the cross-vehicle configuration, into the longitudinal configuration, the sequence of steps described previously is reversed. Importantly, therefore, it is necessary to first displace the first sleeves 44a, 44b and the second sleeves 46a, 46b out of their holding positions to allow the cross rails 28, 30 to be displaced laterally a small way across the vehicle surface 14 so that their ends project through the corresponding openings 42 in the side rail walls. This allows the cross rails 28, 30 the freedom to move angularly, or swing, about their bearing axes 36, back into their nested positions within the side rail channels 24b, 24a, respectively. As a final step when the cross rails 28, 30 are in place, the first and second sleeves 44a, 44b, 46a, 46b are returned to their holding positions.

The use of the first and second sleeves 44a, 44b, 46a, 46b as the locking means for the rails is particularly beneficial as they better distribute the forces experienced during rapid acceleration/deceleration and/or during vehicle impacts to reduce the chance of failure of the locks.

It is preferable for the parts of the luggage rack system to be formed from a material of suitable strength to provide a load-carrying capability, but also of limited weight so as not to prejudice the dynamics of the vehicle. Typically, for example, the cross rails 28, 30 and the first and second sleeves 44a, 44b, 46a, 46b may be formed from aluminium. The bearing members 32 may also be formed from aluminium, with the upper and lower parts thereof preferably die cast.

It is a particular advantage of the luggage system that it can be manoeuvred conveniently and quickly at head or upper body height between its cross- vehicle and longitudinal configurations. The only locking action required is that of a simple sliding action for the sleeves 44a, 44b, 46a, 46b, which does not require any awkwardness for the user. Furthermore, manoeuvring of the cross rails 28, 30 is enabled simply by running the second sleeves 46a, 46b along the rail lengths to urge the cross rails 28, 30 fully out of their channels 24b, 24a. Manoeuvring can be carried out in a confined space, even if other vehicles are parked on either side of the vehicle, as there is no requirement for the cross rails 28, 30 to be fully detached at any time. Movement of the cross rails 28, 30 in regions of reduced head space is also possible, as there is no requirement for the rails to be lifted out- of-plane (i.e. above the height of the vehicle roof 14) to change between the two configurations.

It is a further advantage that the system can be adapted readily for use on different vehicles, and for use on vehicles having side fashion rails of differing length and width separation, either by removing or changing the adapters 26b for the side rails 12a, 12b or by removing or changing the adapters 28b, 30b for the cross rails 28, 30.

In an alternative embodiment to that described previously, the end regions 28b, 30b of the cross rails 28, 30 may be integrally formed with the rails so as to form a one-piece construction.

Claims

1. A vehicle luggage rack system (10) for mounting upon a vehicle surface (14), the luggage rack system comprising;

first and second side rail members (12a, 12b), each of which defines a longitudinal channel (24a, 24b), and

first and second cross rail members (28, 30) for receipt within a respective one of the longitudinal channels (24b, 24a) when in a first, longitudinal configuration and being movable out of the respective one of the longitudinal channels (24b, 24a) into a second, cross- vehicle configuration in which the first and second cross rail members (28, 30) extend laterally across the vehicle surface (14),

wherein each of the longitudinal channels (24a, 24b) is provided with bearing means (32) for receiving an end region (30b, 28b) of an associated one of the first and second cross rail members (30, 28), each bearing means (32) being angularly movable within its channel (24a, 24b) and co-operable with a formation (42) in its side rail member (12a, 12b) so as to allow the cross rail member (30, 28) to be moved angularly in a plane substantially parallel to the vehicle surface (14) when changing between the longitudinal and the cross-vehicle configurations.

2. The vehicle luggage rack system (10) as claimed in claim 1, wherein the formation takes the form of a slot, opening or aperture provided in a side wall of the side rail member (12a, 12b).

3. The vehicle luggage rack system (10) as claimed in claim 2, wherein each of the cross rail members (30, 28) is displaceable laterally through the opening (42) in its side rail member (12a, 12b).

4. The vehicle luggage rack system (10) as claimed in any one of claims 1 to 3, wherein the bearing means includes a bearing member (32) defining a bearing channel (34) which aligns with the longitudinal channel (24a, 24b) in an associated one of the side rail members (12a, 12b) when the longitudinal configuration is adopted.

5. The vehicle luggage rack system (10) as claimed in claim 4, wherein the bearing member (32) is of at least two-part construction, a first part (32a) of the bearing member (32) defining an upper portion of the bearing channel (34) and a second part (32b) of the bearing member (32) defining a lower portion of the bearing channel (34).

6. The vehicle luggage rack system (10) as claimed in claim 4 or claim 5, wherein the bearing member (32) has an outer surface of cylindrical form.

7. The vehicle luggage rack system (10) as claimed in any one of claims 1 to 6, further comprising slidable locking means (44a, 44b, 46a, 46b) for securing the side rail members (12a, 12b) and the cross rail members (28, 30) in their longitudinal and cross-vehicle configurations, the sliding locking means being movable along the rail axes to enable changing between the longitudinal and cross-vehicle configurations.

8. The vehicle luggage rack system (10) as claimed in claim 7, wherein the slidable locking means includes a first sleeve (44a, 44b) provided on each of the first and second side rail members (12a, 12b), each of the first sleeves (44a) being slidable axially along the associated side rail member (12a, 12b) between a free position in which the sleeve exposes the end region (30b, 28b) of the cross rail member (30, 28) to permit angular movement thereof out of its longitudinal channel (24a, 24b) and a holding position in which the first sleeve (44a, 44b) encloses the end region (30b, 28b) of the cross rail member (30, 28) to prevent said angular movement.

9. The vehicle luggage rack system (10) as claimed in claim 8, wherein one end of each of the first sleeves (44a, 44b) is provided with a formation for mating with an outer surface of an associated one of the first and second cross rail members (30, 28) when the cross-vehicle configuration is adopted and the first sleeve (44a, 44b) is in the holding position.

10. The vehicle luggage rack system (10) as claimed in claim 9, wherein the formation on each of the first sleeves (44a, 44b) is a cut-out (48) to mate with the cross section of the associated one of the cross rail members (30, 28).

11. The vehicle luggage rack system (10) as claimed in any one of claims 6 to 10, wherein the slidable locking means further comprises a second sleeve (46a,

46b) provided on each of the side rail members (12a, 12b), each of the second sleeves (46a, 46b) acting to retain the associated one of the cross rail members (30, 28) within the associated one of the longitudinal channels (24a, 24b) when in a holding position thereof.

12. The vehicle luggage rack system (10) as claimed in claim 11, wherein each of the cross rails members (30, 28) is provided with a biasing means which tends to urge the cross rail member (30, 28) out of the associated one of the longitudinal channels (24a, 24b) when the second sleeve (46a, 46b) is moved out of the holding position.

13. The vehicle luggage rack system (10) as claimed in claim 12, wherein each of the second sleeves (46a, 46b) is slidably movable into a free position in which the associated one of the cross rail members (30, 28) is freed to allow release from its longitudinal channel (24a, 24b) under the biasing force.

14. The vehicle luggage rack system (10) as claimed in claim 12 or claim 13, wherein each of the second sleeves (46a, 46b) is provided with an opening for receiving the end region (30b, 38b) of the associated one of the cross rail , members (30, 28) as the rail members are moved into the cross-vehicle configuration.

15. The vehicle luggage rack system (10) as claimed in any one of claims 1 to 14, wherein the end region (30b, 28b) of each of the cross rail members (30, 28) is a universal adapter for fitment to cross rail members of any length, thereby to enable use of the system with vehicles of different width.

16. The vehicle luggage rack system (10) as claimed in any one of claims 1 to 14, wherein the end region (30b, 28b) of each of the cross rail members (30, 28) is an integral part of the cross rail member (30, 28).

17. The vehicle luggage rack system (10) as claimed in any one of claims 1 to 16, wherein each of the side rail members (12a, 12b) is provided with at least one adapter (26b) for enabling the length of the side rail member (12a, 12b) to be adjusted.

18. The vehicle luggage rack system (10) as claimed in claim 17, wherein the adapter (26b) is shaped to permit coupling of side rails (12a, 12b) of different size to a universal vehicle-mounted support (18a, 20a, 18b, 20b).

19. A vehicle luggage rack system (10) for mounting upon a vehicle surface (14), the luggage rack system comprising;

first and second side rail members (12a, 12b), each of which defines a longitudinal channel (24a, 24b),

first and second cross rail members (28, 30) for receipt within a respective one of the longitudinal channels (24b, 24a) when in a first, longitudinal configuration and being movable out of the respective one of the longitudinal channels (24b, 24a) into a second, cross-vehicle configuration in which the first and second cross rail members (28, 30) extend laterally across the vehicle surface (14), and

slidable locking means (44a, 44b, 46a, 46b) for securing the side rail members (12a, 12b) and the cross rail members (28, 30) in both their longitudinal and cross-vehicle configurations, the sliding locking means being movable to allow changing between the longitudinal and cross- vehicle configurations.

20. The vehicle luggage rack system (10) as claimed in claim 19, wherein the slidable locking means includes a first sleeve (44a, 44b) provided on each of the first and second side rail members (12a, 12b), each of the first sleeves (44a) being slidable axially along the associated side rail member (12a, 12b) between a free position in which the sleeve uncovers an end region (30b, 28b) of the cross rail member (30, 28) to permit angular movement thereof out of its longitudinal channel (24a, 24b) and a holding position in which the first sleeve (44a, 44b) encloses the end region (30b, 28b) of the cross rail member (30, 28) to prevent said angular movement.

21. The vehicle luggage rack system ( 10) as claimed in claim 20, wherein each of the first sleeves (44a, 44b) is provided with a formation for mating with an outer surface of an associated one of the first and second cross rail members (30, 28) when the cross-vehicle configuration is adopted and the first sleeve (44a, 44b) is in the holding position.

22. The vehicle luggage rack system (10) as claimed in any one of claims 19 to 21, wherein the slidable locking means further comprises a second sleeve (46a, 46b) provided on each of the side rail members (12a, 12b), each of the second sleeves (46a, 46b) acting to retain the associated one of the cross rail members (30, 28) within the associated one of the longitudinal channels (24a, 24b) when in a holding position thereof.

23. The vehicle luggage rack system (10) as claimed in claim 22, wherein each of the cross rails members (30, 28) is provided with a biasing means which tends to urge the cross rail member (30, 28) out of the associated one of the longitudinal channels (24a, 24b) when the second sleeve (46a, 46b) is moved out of the holding position.

24. The vehicle luggage rack system (10) as claimed in claim 22 or claim 23, wherein each of the second sleeves (46a, 46b) is provided with an opening for receiving an associated one of the cross rail members (30, 28), end-on, as the rail members are moved into the cross-vehicle configuration.

25. A vehicle provided with a luggage rack system (10) as claimed in any one of claims 1 to 24.