GB2610422A

GB2610422A - Side loading vehicle roof-bars and load mounting arrangements

Info

Publication number: GB2610422A
Application number: GB2112618.0A
Authority: GB
Inventors: Stobbart John
Original assignee: Individual
Current assignee: Individual
Priority date: 2021-09-06
Filing date: 2021-09-06
Publication date: 2023-03-08
Also published as: GB202112618D0

Abstract

A roof bar arrangement, suitable for supporting loads on a vehicle roof, comprising two elongate parts 2, 3 and a bracket (19, Figure 7) that allows the second elongate part 2 to articulate relative to the first elongate part 3. The first elongate part 3 has longitudinally-separated feet (4, Figure 1) that can be mounted to a vehicle roof. The second elongate part 2 has an upper load-receiving surface (2a, Figure 3) that is slidably secured to the first elongate part 3; and is extendable longitudinally relative to the first elongate part 3 from a contracted configuration to an extended configuration. The second elongate part 2 has a longitudinal channel in which the first elongate part is received in the contracted configuration. The load-receiving surface is accessible from a side of a vehicle when the second elongate part 2 articulates relative to the first elongate part 3.

Description

Side Loading Vehicle Roof-bars and Load Mounting Arrangements Aspects of the present invention relate to apparatus that allow for side-loading of loads onto vehicle roof bars.

The placement of a roof-rack onto the top of high sided vehicles (such as vans or SUV type cars) presents significant problems regarding access and securing the load safely. Further problems are encountered with roof-boxes which are generally inaccessible without step ladders or similar.

Aspects of the present invention aims to address these issues, or at least provide a useful alternative.

According to a first aspect of the present invention there is a roof-bar arrangement for supporting loads on the roof of a vehicle, the roof-bar arrangement comprising: a first elongate member for spanning width wise across the roof of a vehicle and having longitudinally spaced apart mounting feet for mounting the first elongate member to roof fixing locations on the roof of a vehicle; a second elongate member having an upper load receiving support surface and being slidably secured to the first elongate member and arranged to extend longitudinally relative to the first elongate member from a contracted to an extended configuration, the second elongate member comprising a longitudinally extending channel for receipt of the first elongate member in the contracted configuration; - a bracket arrangement for enabling articulation of the second elongate member relative to the first elongate member such that the upper load receiving surface of the second elongate member is accessible in a position to the side of the vehicle.

The present invention provides several technical advantages. By being able to both extend 30 and then articulate the second elongate member the upper load receiving support surface is accessible at the side of a vehicle at a height suitable for ease of mounting objects thereto. Furthermore, provision of the channel in the second elongate member means that movement forwardly or rem-wm-dly of the second elongate member in the direction of travel of die vehicle is prevented as the second elongate member is supported by the first elongate member. This provides a significant safety benefit as minimises the possibility of forward or rearward movement of the second elongate member in a vehicle accident. This also means that the second elongate member can be profiled aerodynamically thereby minimising detrimental impact on fuel consumption and minimisation of wind noise, with the height of the roof-bar arrangement and thus necessary air displacement being minimised. It is beneficial that the majority, and even more preferably the entire longitudinal length of the first elongate member is received in the channel in the contracted I() configuration The second elongate member is preferably arranged to slide longitudinally relative to the first elongate member from a contracted to an extended configuration.

The bracket arrangement enables articulation of the second elongate member relative to the first elongate member with the second elongate member in the extended configuration.

In the contracted configuration the second elongate member preferably defines a leading edge and a trailing edge of the roof-bar arrangement.

The upper load receiving support surface is preferably convex for aerodynamic performance. The curvature is preferably between the leading and trailing edges.

The trailing edge comprises one or more longitudinally extending recesses. The provision of recesses in the trailing edge improves aerodynamic performance of the roof-bar arrangement. There are beneficially two recesses. The provision of two recesses is particularly beneficial as eddy currents caused by the first and second recesses resulting from air passing over and under the roof-bar arrangement cancel each other thereby further improving aerodynamic performance.

One or more of the recesses are preferably flutes. The flutes are beneficially radiused.

The bracket arrangement preferably comprises a mounting arm, the second elongate member being moveably mounted on the mounting arm from die contracted to the extended configuration, wherein the mounting arm is pivotally mounted relative to the first elongate member, the bracket arrangement further comprising a linkage having a first end pivotally mounted to the mounting arm and a second end pivotally mounted to a receiver, where the receiver is moveable linearly with respect to the first elongate member.

The second elongate member is beneficially slidably mounted onto the mounting arm. The mounting arm has a longitudinal length and the second elongate member has a longitudinal length, and movement of the second elongate member relative to the mounting arm is longitudinally. In the contracted configuration it will be appreciated that the mounting arm and first and second elongate members are substantially parallel to one another. In the extended configuration the mounting arm and second elongate member preferably remain parallel to one another. In the extended configuration the first and second elongate members are not parallel to one another.

The receiver is preferably constrained by the first elongate member. The receiver preferably slides relative to the first elongate member. The receiver is preferably constrained to slide longitudinally relative to the first elongate member.

There is preferably at least one bearing intermediate the first and second elongate members for assisting in sliding of the second elongate member, provided in a fixed location with respect to the first elongate member. The receiver preferably comprises a first and second element connected through the linkage The first and second element are preferably each received in a respective first and second channel in the first elongate member. The one or more bearings bear the weight of the payload. Thus, the sliding motion between the outer rails and the rotating constraints is achieved with minimum friction. Additional bearings may be mounted within the first elongate member to maintain low friction sliding between the elongate members -even with heavy payloads.

The roof-bar arrangement preferably comprises an articulation restriction arrangement for restricting articulation of the mounting arm and the second elongate member, die articulation restricting arrangement comprising: a first shoulder defining a first abutment surface for abutting against the receiver; - a second shoulder defining a second abutment surface for abutting against the second elongate member; wherein the first and second shoulders are configured such that the articulation restriction arrangement is compressed between the action of the receiver abutting the first shoulder and the second elongate member abutting against the second shoulder.

This means that the force of the receiver acting on the first shoulder opposes the force of the second elongate member acting on the second shoulder. It will be appreciated that as the second elongate member articulates the first shoulder comes into abutment with the receiver and the second shoulder comes into abutment against the second elongate member. This position defines a maximum articulation. The force of the receiver acting on the first shoulder is beneficially in a first direction and the force of the second elongate member acting on the second shoulder is beneficially in a second opposing direction. There are significant benefits of this type of arrangement. Due to the opposing forces acting on the articulation restriction arrangement the roof-bars, in the lowered configuration, can accommodate significant weight without causing potential damage to the fixings that secure the bracket arrangement to the first elongate member.

Typically, a maximum rotation of 75° of the second elongate member will be allowed which will consequently orientate the second elongate members at 15° to the vertical 25 adjacent to the side of the vehicle.

It will be appreciated that the articulation restriction arrangement may comprise laterally spaced first and second articulation restriction elements that each comprise first and second shoulders. Accordingly, assuming the receiver comprises a first and second element the first receiver element abuts the first articulation restriction clement and the second receiver element abuts the second articulation restriction element. The second elongate member will then abut both the first and second articulation restriction elements.

The second abutment surface is preferably profiled downwardly. The angled surface will project downwardly in an operable configuration when positioned onto the roof of a vehicle. The angle of the second abutment surface relative to the axial length of the first elongate member can be selected dependent upon the preferred angle of the second elongate member in the second configuration. For example, a shallower angle means the maximum tilt of the second elongate member in the second configuration is shallower.

The articulation restriction arrangement preferably comprises a support bar that extends between the first and second abutment surfaces. By providing the support bar in this manner the force pathway acting on the first and second abutment surfaces can be transferred directly though the support bar. It will be appreciated that in a preferred embodiment there are two support bars laterally spaced, each support bar comprising first and second first shoulder portions and also first and second second shoulder portions. The support bar(s) is preferably secured to the first elongate member. The first and second support bars preferably seat into opposing channels defined in the sides of the first elongate member.

The articulation restriction arrangement preferably extends outwardly from an end of the 20 first elongate member.

The first elongate member preferably comprises a convex lower surface. This improves aerodynamic performance and also assists in allowing adjustment of the connecting feet to accommodate vehicle roof profiles.

The upper load receiving support surface of the second elongate member preferably comprises a T-shaped slot therein. It will be appreciated that T-shaped slots are well utilised in roof-bar systems allowing mounting of various loads to the bars. They comprise a slot having a longitudinal length and a width and a depth, where the width is less at the slot entrance than at a greater depth thereby allowing receipt of a head of a fixing into the greater width portion and a neck of the fixing into the lesser width portion. The head is therefore constrained in the slot. The head then bears against the rearward side of the lesser width portion preventing withdrawal of the fixing from the slot.

A spring-loaded locking pin is preferably biased to an extended configuration for location 5 into one or more receiving apertures in the second elongate member to lock the longitudinal position of the second elongate member relative to the first elongate member at a predetermined position.

It will be appreciated that multiple apertures may be provided at longitudinally spaced locations in the second elongate member for locking relative movement between the first and second elongate member. For example, it is beneficial that longitudinal movement is prevented unless the locking pin is released when the second elongate member is in the contracted configuration.

The locking pin beneficially extends from the mounting arm into the receiving aperture in the second elongate member. The locking pin preferably extends from an upper surface of the mounting arm, and a locking pin actuator extends from a lower surface of the mounting arm. This is accessible for a user to disengage the locking pin when required. It is further possible to utilise a locking member that is moveable between an unlocked and a locked configuration for preventing unwanted third-party ability to move the second elongate member from the contracted to the extended configuration. This may be achieved for example through the provision of a lock that requires a key where the key enables release of a pin.

Sliding motion between the first and second elongate members is beneficially limited with stops at each end of the outer rail, and by means (if present) of the locking pin to lock the sliding motion at one or more intermediate positions. Locking the second elongate member at intermediate positions provides a significant advantage of controlling the height at which the payload is attached and can assist substantially with loading and unloading.

The mounting feet may each comprise a support foot, the support foot comprising a fixing for fixing to a vehicle roof and an opening for releasable receipt of an alignment spigot.

The roof-bar arrangement may further comprise an alignment spigot arranged to be secured to the roof of a vehicle independently of the support foot. This is particularly beneficial for vehicles that have mounting rails extending lengthwise on the roof of a vehicle. By providing alignment spigots these can be left on a vehicle roof in permanent position such that the roof bar can be mounted and dismounted onto a vehicle roof as required without having to carefully realign die roof bar each time the bar is remounted.

The present invention provides a roof-bar arrangement that enables safe securing of loads onto roof-bar arrangement, which can then be lifted and safely stowed on the vehicle roof.

The apparatus provides an aerodynamic design minimising additional fuel consumption associated with roof-rack use. It is typical that two spaced apart roof-bar arrangements are used at forward and aft locations on the roof of a vehicle, however additional roof bars may be utilised depending on the specific vehicle.

The present invention also extends to a roof-bar system comprising at least a first and second roof-bar arrangement as defined in any of the statements above, and further comprises at least one third elongate member arranged to be secured orthogonally relative to the second elongate member of the first and the second roof-bar arrangement. This third elongate member provides a handrail for drawing the second elongate members into the second extended configuration. Accordingly, two roof-bar arrangements are mounted parallel to each other transversely across a vehicle roof. The second elongate members are connected to each other using one and preferably two third elongate members typically in the form of tubes to construct a rectangular load frame and to maintain parallel orientation between the second elongate members.

Although loads such as roof boxes can be mounted to the roof of a vehicle with relative ease by virtue of the first aspect, there remains difficulty in fixing the load to the angled roof bar(s) and also difficulty in accessing the contents of the roof box in a configuration whereby the roof box is lowered to the side of the vehicle. A second aspect of the invention provides a beneficial solution to this difficulty, or at least provides a useful alternative.

According to a second aspect of the present invention there is a load mounting arrangement for mounting a load onto a vehicle roof bar, the load mounting arrangement comprising: a support member having a support surface for supporting a load thereon, the support member extending between a distal and a proximal end and being movable between a raised and a lowered configuration; a support arm for supporting the support member in a raised configuration, the support arm extending longitudinally between a first end for pivotally mounting to the support member and a second end; a fixing structure for fixing the support arm to a roof bar, the second end of the support arm being pivotally mounted to the fixing structure; and a coupling formation for coupling the distal end of the support member to a roof bar, wherein the coupling formation is arranged to move axially with respect to the roof bar as the support member moves between the raised and the lowered configuration.

Use of a pair of spaced apart load mounting arrangements can therefore be used to load a typical roof box onto the roof bars of a vehicle particularly when the roof bars of the vehicle arc positioned to the side of the vehicle. In the raised configuration the load such as the roof box may be secured to the support member and optionally loaded at this time following which the support member may be lowered such that the roof box is angled at the same angle as the roof bars. The roof bars can be lifted along with the roof box onto the roof of the vehicle.

The support member is beneficially pivotable between the raised and the lowered configuration. It will be appreciated that the coupling formation moves in a direction towards the fixing structure.

ln the lowered configuration, the support member preferably aligns substantially parallel to a roof bar to which it is secured. Furthermore, in the lowered configuration the support 30 member is beneficially aligned substantially parallel to the longitudinal length of the support ann.

The second aspect of the present invention provides a significant benefit in loading heavy items onto roof bars together with also allowing accessibility into the load, particularly when the load is a roof box.

The coupling formation is beneficially configured to slidably couple into a slot in the roof bar. The coupling formation therefore is beneficially constrained by the slot in the roof bar such that movement is only enabled longitudinally.

The coupling formation preferably comprises an elongate bar. The benefit of utilising an elongate bar is that this maintains good alignment in the slot whilst it also encourages free movement of the bar through the slot. The coupling formation preferably further comprises a mounting formation extending from the elongate bar to which the support bar is pivotally mounted.

The elongate bar is preferably arranged to engage with the fixing structure such that the support member is fixed in the raised configuration. The fixing structure beneficially acts as a stopper to limit movement of the coupling formation.

The support surface preferably comprises a slot for receipt of a fixing. The slot is preferably a T-slot as referenced elsewhere in this document and is well known as a way of fixing loads to roof bars.

The fixing structure is preferably arranged to be releasably fixed to a roof bar. The position of the fixing structure fixes the location on the roof bar of the vehicle.

Accordingly, when mounted onto a side loading roof bar system the position of the fixing structure on the roof bar dictates the height at which the load is accessible.

The fixing structure preferably comprises a fixing body and a primary fixing element for fixing the fixing body to a roof bar and a secondary fixing for releasably retaining the support member in the lowered configuration. The primary fixing must withstand the force applied by the load. The secondary fixing is beneficially provided to ensure that when the support member is stowed or lowered configuration it cannot unintentionally lift or rattle when not in use, particularly when the vehicle is being driven.

Also according to a second aspect of the present invention there is a roof bar system comprising a first elongate member for spanning width wise across the roof of a vehicle and having longitudinally spaced apart mounting feet for mounting the first elongate member to roof fixings on the roof of a vehicle, a second elongate member having an upper load receiving support surface moveably mounted to the first elongate member and arranged to extend longitudinally relative to the first elongate member from a contracted to an extended configuration, and a bracket arrangement for enabling articulation of the second elongate member relative to the first elongate member such that the upper load receiving surface of the second elongate member is accessible in a position to the side of the vehicle, the roof bar system further comprising a load mounting arrangement as defined herein wherein the fixing structure is for fixing to the second elongate member.

When in the lowered configuration, the fixing structure is preferably positioned downwardly of the coupling formation.

It will be appreciated that the load mounting arrangements may have multiple uses in 20 addition to load mounting roof boxes and other loads. For example, in the raised configuration with the roof-bars adjacent the side of a vehicle the support member(s) can be used to support a load having a planar surface which can be used as a table for example.

Aspects of the present invention will now be described solely by way of illustration and 25 with reference to the accompanying drawings in which: Figure 1 shows a side perspective view of a roof-bar assembly comprising two roof-bars mounted to the top of a high sided vehicle according to an illustrative embodiment of the present invention.

Figure 2 shows a side perspective view of a roof-bar system comprising two spaced apart roof-bar arrangements in a configuration with the second elongate members rotated and lowered adjacent to the side of the vehicle according to an illustrative embodiment of the present invention.

Figure 3 shows a cross sectional view of the second elongate member according to an 5 illustrative embodiment.

Figure 4 shows a cross sectional view of the first elongate member according to an illustrative embodiment.

Figure 5 shows a perspective view of the second elongate member fully engaged over the first elongate member according to an illustrative embodiment.

Figure 6 shows a perspective view of the first elongate member including the fixed constraint according to an illustrative embodiment.

Figure 7 shows a top perspective view of the first elongate member and the bracket arrangement according to an illustrative embodiment.

Figure 8 shows a bottom perspective view of the first elongate member showing the bracket arrangement partially rotated and a foot arrangement according to an illustrative embodiment.

Figure 9 shows a perspective view of the second elongate member engaged over the mounting arm at maximum rotation from the horizontal according to an illustrative 25 embodiment.

Figure 10 shows a bottom perspective view of a locking mechanism for a roof bar arrangement according to an illustrative embodiment.

Figure 11 shows a perspective view of the load mounting arrangement according to an illustrative embodiment of a second aspect of the present invention.

Figure 12 shows a perspective view of the load mounting arrangement of Figure 11 almost at maximum rotation, attached to an inclined second elongate member.

Figure 13 shows the load mounting arrangement of Figure 11 in the closed position secured to the second elongate member in the horizontal orientation.

Figure 14 shows the roof-bar system and the load mounting arrangement deployed with a typical roof-box attached in the horizontal orientation at waist height. I()

Figure 15 shows the roof-bar system and the load mounting arrangement deployed with a typical roof-box attached inclined (at 15° to the horizontal) position at shoulder height.

Figure 16 shows a side view of an actuation system to assist lifting loads onto the vehicle 15 roof according to an illustrative embodiment.

Figure 17 shows a perspective view of the configurable load support, attached to an second elongate member inclined at 151' to the vertical according to an illustrative embodiment.

Figure 18 shows a perspective view of the configurable load support configured as a load "stop" according to an illustrative embodiment.

Reference is made to Figure 1 where the roof-bar arrangement is shown in a normal operative first configuration where the roof-bars are secured such that the vehicle can be driven. A side loading roof-rack arrangement comprises two transverse crossbars I. each comprising a first elongate member which may be termed an inner rail 3, and second elongate member which may be termed an outer rail 2.

The inner rails 3 are transversely attached to the roof of a vehicle 7 thereby spanning 30 across the vehicle roof using suitable mounting feet 4 and are adjusted to maintain a parallel orientation between the inner rails. The mounting feet may be selected to fit depending on the roof configuration dependent upon the vehicle manufacturer. Each pair of adjacent ends of the outer rails 2 are co-joined with two longitudinal bars 5, 6 to construct a rectangular loading frame 20, with the outer rails 2 maintained parallel. The spacing between the outer rails 2 can be adjusted by clamping at different positions along the length of the longitudinal bars 5, 6, with the outer rails adjusted to precisely fit the spacing of the inner rails attached to the roof of the vehicle 7.

Referring now to Figure 2, shown is the roof-bar arrangement in a second extended configuration ready for loading a load onto the outer rail 2 which can then be lifted and rotated to restore the outer rails 2 into the first configuration. The far side 21 and the near side 22 of the vehicle are shown in Figures 1 and 2, where in the illustrative embodiment the outer rails 2 rotate and extend to the second configuration with the outer rails 2 located at the near side 22.

The outer rails 2 are designed to fit over the inner rails 3 such that the outer rails 2 receive the inner rails 3 and in the first contracted configuration of Figure 1 the inner rails 3 are not visible from either forwardly, rearwmdly or above the vehicle. The outer rails 3 are held in the first contracted configuration and are secured to the inner rails 2 by means of a fixed constraint 18 at one end of the inner rails 3 positioned at the far side 21 of the vehicle and by a bracket arrangement 19 that acts as a sliding and rotating constraint positioned at the near end of the inner rails 3 for allowing rotation of the outer rails 2 at the near side of the vehicle. The fixed constraint 18 is shown in more detail in Figure 6 and the bracket arrangement 19 is shown and described in significant detail in Figures 7-9.

As best shown in Figure 3 the outer rail 2 is constructed with a downwardly facing recess 59 that receives the inner rail 3 of Figure 4. The way the inner rail 3 locates in the outer rail 2 is shown in Figure 5. A projection 59a extends downwardly into the channel 59 and incorporates a downwardly facing longitudinally extending lower T-slot 8 for receipt of the fixed constraint 18 at one end of the roof bar and the mounting arm 27 of the bracket arrangement 19 at the opposing end. These together prevent upward movement of the outer rail 3 relative to the inner rail 2 in the fully contracted configuration. The load bearing support surface 2a of the outer rail 2 comprises an upwardly facing longitudinally extending upper T-slot 9. The T-slot 9 is for receipt of the head of a fixing element widely used as a universal connection for numerous roof-bar mounted accessories such as bike racks and roof boxes. The uppermost surface 40 effectively defining the base of the recess 59 extending on either side of the projection 59a is flat and provides an engagement surface for sliding engagement with a corresponding surface presented by upper flanges 14 5 of the inner rail 3. The central portion 25 spacing apart the respective bases of the upper and lower T-slots 8,9 is reinforced with a thicker central wall thickness to allow for one or more location holes for engagement with one or more locking/indent pins 34 as shown for example in Figure 7. The outer rail also includes a curved leading edge 23, and a truncated trailing edge 24. The truncated trailing edge 24 incorporates two concave grooves or flutes 10 10 providing increased aerodynamic performance. It will however be appreciated that the trailing edge 24 may also be curved and not comprise any flutes 10.

As best shown in Figure 4, the inner rail 3 is received into the outer rail 2 and is constructed with an upwardly facing receiving channel 11 for accommodating the bracket arrangement 19 and the projection 59a. The channel 11 includes two opposing inner ribs 12, two inwardly facing side recesses 13, and two opposing inwardly facing top flanges 14. The bottom outer surface 15 of the inner rail 3 is curved in a transverse direction for aerodynamic performance and also for alignment onto a mounting foot 4 as described later in the specification.

As shown in figure 5, the outer rail 2 engages over the inner rail 3 with a suitable side clearance 16 and top clearance 17 and caps the channel 11. The clearances 16, 17 are typically 0.5 to lmm to facilitate easy engagement and axial sliding between the outer rail 2 and the inner rail 3. When fully engaged as shown in Figure 5 the outer rail 2 and inner rail 3 combine to form an aerodynamic shape or aerofoil section with a curved leading edge 23 and a truncated trailing edge 24. The inner and outer rails 3,2 also combine to define the channel 11 for receipt of the bracket arrangement 19 which is described in detail with respect to Figures 7-9. Accordingly, the bracket arrangement 19 is received into the inner rail 3, and the outer rail 2, particularly the uppermost surface 40 and projection 59a cover the opening to the upwardly facing receiving channel 11.

Figure 6 shows the end of the inner rail 3 that in use is adjacent the far side 21 of the vehicle 7. Fixed in die channel 11 is the fixed constraint 57 that when the outer rail 2 is retracted acts to prevent the outer rail 2 from moving vertically away from the roof of the vehicle. The fixed constraint 57 comprises two opposing outwardly projecting flanges 58 to allow for inter-engagement within the lower T-slot8 of the outer rail 2, providing a vertical constraint whilst allowing the outer rail 2 to slide over the inner rail 3 when fully engaged as shown in Figure 5.

Figures 7 and 8 show the bracket arrangement 19, with both figures shown without the outer rail 2 for clarification. Furthermore, Figure 8 has the nearside articulation restriction arrangement in the form of a support bar 26 removed to aid with understanding of operation of the bracket arrangement 19. The bracket arrangement 19 comprises an assembly of the following components: an articulation restriction arrangement in the form of two support bars 26 that extend outwardly from an end of the inner rail 3, a pivotable mounting arm 27 onto which is slidably mounted the outer rail 2, two bearings 28, two linkages 30 and two receivers in the form of sliding bars 32. The support bars 26 are located into the channel 11 and specifically into the two opposing inwardly facing side recesses 13 in the inner rail 3. The bearings 28 (such as ball bearing races) and one end of the pivot arm 27 are assembled onto the support bars 26 by means of a dowel pin 29. The opposite end of the pivot arm 27 is assembled to one end of a linkage 30 by means of a dowel pin 31. The opposite end of each of the linkages 30 are pivotally mounted to the two sliding bars 32 by means of a dowel pin 36. The support bars 26 are secured in the side recesses 13, with suitable bolts 33, as shown in figure 8. The sliding bars 32 are also located in the side recesses 13 and are able to slide in the side recesses parallel to the longitudinal axis of the inner rail 3.

The mounting arm 27 is free to rotate on the dowel pin 29, the linkages 30 are free to rotate on the dowel pin 31, and the sliding bars 32 are free to rotate on the dowel pin 36. As best shown in figure 7, the bracket arrangement has been arranged such that the angle to which the mounting arm 27 can rotate is limited from horizontal orientation at one extreme to an inclined angle to the vertical (typically 15°) at the other extreme in a frictionless manner. At the position of maximum rotation with the pivot arm at typically 15° to the vertical, the gap 35 between the support bars 26 and the sliding bars 32 is zero (as shown in Figure 9) as contact is made between the first shoulder 39a of the support bars 26 (as described in more detail below) and the sliding bars 32. This can be compared to the gap 35 shown in Figure 7. The bracket arrangement further comprises a spring-loaded indent pin 34, and a pair of opposing outwardly projecting flanges 37 along the length of the mounting arm 27 that enable engagement with die corresponding lower T-slot 8 (as shown in Figure 3). The bearings 28 are positioned close to the flanges 37 to form a small gap between the bearing and the lower surface of the flanges as shown in Figure 8 meaning the outer rail 2 can slide along these bearings 28. With the outer rail 2 assembled onto the mounting arm 27 with the flanges 37 engaging in the lower T-slot 8 (ref Figure 3) slidable engagement is enabled between the mounting arm 27 and the outer rail 2. The lower face of the lower T-slot 56 (clearly shown in Figure 3) makes rolling contact with the two bearing races 28, to minimise sliding friction between the outer rail and the pivot arm. The spring-loaded indent pin 34 can be retracted to allow sliding action between the pivot arm and the outer rail 2, or alternatively the spring-loaded indent pin can be extended to engage in a suitable receiving hole 41, positioned in the central rib 25 of the lower T-slot 8, which will prevent any sliding between the pivot arm and the outer rail. Multiple receiving holes 41 can be provided to lock the sliding motion between the pivot arm and the outer rail at different positions along the length of the outer rail 2.

As best shown in figures 7 and 8, an important feature of the invention is the articulation restriction arrangement, shown for example in the form of support bars 26. Each of these support bars 26 defines a first shoulder 39a against which the sliding bar 32 abuts in the extended configuration and a second downwardly angled shoulder 39b at the end of the support bar 26 facing outwardly from the roof-bar arrangement (and vehicle 7 when mounted to a vehicle). The angled second shoulders 39b are typically inclined at 15' to the vertical to match the maximum rotation of the mounting arm 27. The extended configuration is shown in Figure 9, when the outer rail 2 is shown engaged over the mounting arm 27, and both are rotated towards maximum rotation (15' to the vertical). hi this position contact is made between the inside face 40 of the outer rail 2 (as shown in Figures 3 and 6), and the second shoulders 39b of the two support bars 26. This transfers the loads from the bearing races 28 to the support. bars 26. In this extended configuration the support bars 26 are compressed between the action of the sliding bars 32 abutting the first shoulders 39a and the outer rail 2 abutting against the second shoulder 39b.

hi this extended configuration shown in Figure 9 the outer rail 2 is locked in that position 5 to prevent sliding by either a spring-loaded locking pin 34 (such as an indent pin) or held via a suitable end stop 42.

Payloads (typically ladders, kayaks, bikes) can be attached to the upper T-slot 9, in the outer rails using commercially available fittings or using a configurable load support (as shown for example in figure 17. Once the payload is secured it can be lifted onto the top of the vehicle using the handrail 5 by rotating the outer rail assembly outwards and upwards and then sliding the load frame 20 and payload transversely across the vehicle 7 until the outer rail 2 engages with the vertical constraint 57. At this point the outer rail assembly is secured by extending the locking pin 34 to prevent the load frame sliding off the vehicle.

Additional security devices are also proposed such as a key lock and/or latch pin 76, visible in Figure 7, for preventing unwanted third parties from being able to move the roof-bar arrangement from the contracted to the extended configuration.

As shown in figure 10, the locking pin 34 is operated by a cam action lever 77 which rotates 1800 from the extended to retracted position. The outer rail 2 is fitted with a suitable extended activation pin 78 towards the near-side 22 of the outer rail. As the outer rail approaches full engagement over the inner rail 3, (and full engagement with the constraint 57), the gap 79 between mating parts will reduce close to zero, and the activation pin will contact the lever 77, (if the indent pin has been left in the retracted position). This automatically activates the spring-loaded indent pin by rotating the lever and allowing it to spring into its extended position and locate into a receiving hole 41 (visible in Figure 9) to lock the assembly. This safety arrangement automatically locks the outer rails 2 when the roof-rack is retracted. The locking pin 34 will have to be manually dis-engaged to subsequently -open" the roof-rack to enable movement to the extended configuration.

Referring back to Figure 8 also shown is the support foot 4 incorporating a radiused upper surface to match the radi used lower surface IS of the inner rail 3. This allows the support foot to rotate to achieve horizontal alignment of the two inner rails 3 on the roof of the vehicle. The support foot 4 comprises a fixing 62 in the form of a bolt designed to locate 5 within roof rails commonly fitted to high vehicles and fix the roof-rack to the vehicle 7.

Further provided is spigot 63 shown located into an opening in the foot 4 which can be used as a location device. The spigot 63 is tightened after the roof-rack is fully aligned and assembled onto the vehicle. If the roof-rack is subsequently dis-assembled from the vehicle, the spigot 63 remains fixed to the vehicle to aid for precise re-assembly without 10 the need for time consuming alignment.

It will be appreciated that in the contracted configuration, the outer rail 2 receives the inner rail 3 and is secured in place by means of the constraint 57 visible in Figure 6 positioned at the far end 18 of the inner rail and the opposing outwardly projecting flanges 37 of the bracket arrangement 19 positioned at the near side 22 of the vehicle. The constraint 57 combines with a suitable protrusion 42 (see Figure 9) fitted to the outer rail 2 to provide a limit stop to the transverse motion of the load frame 20 to prevent excessive transverse motion towards the far side 21. Similarly. the protrusion 42 also provides a limit stop against the mounting arm 27 for transverse motion of the load frame 20 towards the near side 22 of the vehicle.

In operation the load frame 20 is deployed for loading or unloading by releasing the security locks and locking pin allowing the outer rail assembly 20 to move outwardly towards the near side 22, and to rotate downwardly beside the side of the vehicle (typically 150 to vertical). The longitudinal bar 5 is also intended to act as a handle to assist with this operation; pulling on the longitudinal bar 5, will slide die load frame 20, outwards towards the near side 22 and will disengage the outer rail assembly from the constraint 57 located at the far end 18 of the inner rails 3. Consequently, the outer rail 2 is now able to rotate on, and slide through, the bracket arrangement 19.

The roof-bar arrangement as described above will work well with many types of payload for high vehicles, however, loads such as roof-boxes provide an operational difficulty. This is because roof-boxes attached directly to the outer rails will be held at an angle of 15° to die vertical, making the loading and unloading of the roof-box very difficult. To improve this situation, a load mounting arrangement 52 can be utilised as shown in perspective view in Figure 11 The load mounting arrangement 52 comprises a support member 43 defining an upper support surface having a distal and proximal end 43a, 43b, a support arm 46 extending between a first end 48 which is pivotally mounted to the support member 43 and a second end 47 which is pivotally mounted to a fixing structure 44. Further provided is a coupling formation 45 for coupling the distal end 43a of the support member 43 to a roof bar. The coupling formation 45 comprises an elongate bar 50 configured to slidably couple into a slot in the roof bar and is constrained by the slot in the roof bar such that movement is only enabled longitudinally.

As best shown in Figures 11 and 12. the fixing structure 44 is connected to the central region of the support member 43 by means of the support arm 46 and dowel pins located at 47 and 48 where the support arm 46 is free to rotate about the dowel pins with respect to the fixing structure 44. The support arm 46 is further free to rotate about dowel pin at 48 with respect to the support member 43. The coupling formation 45 is connected to the distal end 43a of the support member 43 by means of a dowel pin 49 and is free to rotate about the dowel pin respective to the support member 43.

The coupling formation 45 comprising the elongate bar 50 is free to slide inside the upper T-slot in a roof bar such as the T-slot 9 provided in the outer rail 2 as shown in figure 12.

As the load spar support member 43 is pivoted outwards, the elongate bar 50 will move towards the fixing structure 44 until contact is made with the fixing structure 44 limiting further rotation of the support member 43. The elongate bar 50 can be locked in this position with a locking screw 61 engaging into a receiving hole 60 in the elongate bar 50. Typically, this will fix the support member 43 at an angle of 60' to the outer rail 2 and this provides a condition whereby access to a roof-box for example is enabled. It will be appreciated that the coupling formation may be in multiple parts where the elongate bar 50 can be bolted to a mount. 50a carrying the dowel pin 49. In such an embodiment the elongate bar 50 can be fixed to the mount 50a at multiple locations such as through alternative mounting holes 78. Typically, this allows a different angle at which the support member projects downwardly (such as at an angle of 75° to the outer rail 2 when secured with the locking screw 61 and receiving hole 60).

As further shown in figure 12, the fixing structure 44 is secured to the outer rail 2 by means of suitable bolt 53. The coupling foimation 45, and in particular the elongate bar 50 is constrained within the upper T-slot 9 and can slide along the longitudinal axis of the outer rail 2. The configuration of the load mounting arrangement 52 provides a triangular support structure for the support member 43.

As best shown in figure 13, the load mounting arrangement 52 can be rigidly secured to the outer rail 2 by means of the security bolt 51, with the support member 43 rotated parallel to die outer rail 2. Typically, this will be Me orientation during transport (fully closed position).

Typically, a pair of the loading brackets are used together on first and second spaced apart roof bars, each load mounting arrangement 52 being secured into an outer rail 2 at the same position along the length of the outer rail 2 on the load frame 20. The two load mounting arrangements can be secured at any position along the length of the outer rail 2, and if required, more than one set of load bracket arrangements can be fitted to the load frame 20.

Typically, the maximum rotation of the support member 43 relative to the outer rail 2 will be 75'; in this position with the outer rail 2 lowered to the side of the vehicle, the support member 43 will be horizontal allowing for easy placement, loading and unloading of a commercially available roof-box 55, or other load items. This horizontal arrangement is best shown in Figure 14. Alternatively, the maximum rotation of the load spar can be adjusted with the elongate bar 50 to limit the rotation of the support member 43 relative to the outer rail 2 to typically 60'; in this position with the outer rail 2 lowered to the side of the vehicle 7, the support member 43 will be inclined at approximately 15° to the horizontal allowing for easy loading and unloading of a commercially available roof-box 55. when fitted to the upper part of the rotated load frame 20. This arrangement is best shown in figure 15.

An actuation system to assist lifting loads onto the vehicle roof is shown in Figure 16. A gas tension strut 64 is secured into the receiving channel 11, of each inner rail 3 (not shown For clarity), to provide actuation to the mounting arm 27 and load frame during loading. The mounting arm 27 is extended 65 to provide greater leverage for the actuation.

As shown in Figure 16 the tension force from the gas strut 64 is transferred to the end of 10 the mounting arm extension 65, using flexible webbing 66, guided over a set of pulley wheels 67. The pulley wheels arc mounted to the underside of the inner rail 3 and are positioned to give an optimum lift force to the extended pivot arm 65.

Referring now to Figure 17 a configurable load support 68 may be used with the load frame 20 for securing different load types to the load frame. Typically, a pair of the configurable load supports will be used together, each configurable load support will be secured into an outer rail 2, at the same position along the length of the outer rail on the load frame 20. The two configurable load supports can be secured at any position along the length of the outer rail 2, and if required, two or more sets of configurable load supports can be used on the load frame 20.

As best shown in Figure 17, the configurable load supports 68 each comprise a triangular base 69, a support rail 70, and two angled supports 71, which together form a cradle to support a bulky load (typically a kayak or canoe). The angled supports include bolting holes 72, 75, and slots 73, for load straps and may also include a surface layer of resilient material such as rubber to protect the load.

As shown in Figure 17, the triangular base 69 is secured into the upper T-slot 9 in the outer rail 2, and the support rail 70 is bolted to the triangular base. Typically the support rail will be manufactured from a short section of the outer rail aluminium extrusion which includes an upper T slot 74. One of the angled supports 71 is bolted into the upper T-slot 9 of the outer rail 2, and the other angled support is bolted into the upper T-slot 74 in the support rail 70. Each angled support can be moved along the respective T-slots prior to bolting, and each angled support can be repositioned using alternative bolt holes 75, to achieve multiple positions and geometry to suit the load being carried.

The configurable load support 68 may be used without the angled supports 71. In this configuration with the load platform 20, lowered to the side of the vehicle, the support rail 70 will be horizontal. A commercially available bike carrier can be bolted to the support rail using the T-slot 74, to facilitate the loading of a bicycle at an ergonomic height with the bike vertical. Lifting the load frame onto the vehicle roof will position the bike on its side to reduce the height of the load.

The configurable load support 68 may be used without the angled supports or the support rail as shown in figure 18. In this configuration, with the load frame lowered to the side of the vehicle, the triangular base 69 is bolted into the T-slot 9, with its perpendicular face 76, 15 uppermost. This is used as a simple "load stop" to support regular loads such as ladders.

Claims

Claims 1. A roof-bar arrangement for supporting loads on the roof of a vehicle, the roof-bar arrangement comprising: a first elongate member for spanning width wise across the roof of a vehicle and having longitudinally spaced apart mounting feet for mounting the first elongate member to roof fixing locations on the roof of a vehicle; a second elongate member having an upper load receiving support surface and being slidably secured to the first elongate member and arranged to extend longitudinally relative to the first elongate member from a contracted to an extended configuration, the second elongate member comprising a longitudinally extending channel for receipt of the first elongate member in the contracted configuration; a bracket arrangement for enabling articulation of the second elongate member relative to the first elongate member such that the upper load receiving surface of the second elongate member is accessible in a position to the side of the vehicle.
2. A roof-bar arrangement according to claim 1 where in the contracted configuration the second elongate member defines a leading edge and a trailing edge of the roof-bar arrangement.
3. A roof-bar arrangement according to claim 2 wherein the trailing edge comprises two longitudinally extending recesses.
4. A roof-bar arrangement according to claim 3 wherein the two recesses are Butes.
A roof-bar arrangement according to any preceding claim wherein the bracket arrangement comprises a mounting arm, the second elongate member being moveably mounted on the mounting arm from the contracted to the extended 6. 7. 8. 9. 10.configuration, wherein the mounting arm is pivotally mounted relative to the first elongate member, the bracket arrangement further comprising a linkage having a first end pivotally mounted to the mounting arm and a second end pivotally mounted to a receiver, where the receiver is moveable linearly with respect to the first elongate member.
A roof-bar arrangement according to claim 5 comprising an articulation restriction arrangement for restricting articulation of the mounting arm and the second elongate member, the articulation restricting arrangement comprising: - a first shoulder defining a first abutment surface for abutting against the receiver; - a second shoulder defining a second abutment surface for abutting against the second elongate member; wherein die first and second shoulders are configured such that the articulation restriction arrangement is compressed between the action of the receiver abutting the first shoulder and the second elongate member abutting against the second shoulder.
A roof-bar arrangement according to claim 6 wherein the second abutment surface is profiled downwardly.
A roof-bar arrangement according to any of claims 6-7 wherein the articulation restriction arrangement comprises a support bar that extends between the first and second abutment surfaces.
A roof-bar arrangement according to any of claims 6-8 wherein die articulation restriction arrangement extends outwardly from an end of the first elongate member.
A roof-bar arrangement according to any preceding claim wherein the first elongate member comprises a convex lower surface. 11. 12. 13. 14. 15. 16. 17.
A roof-bar arrangement according to any preceding claim wherein the upper load receiving support surface of die second elongate member comprises a T-shaped slot therein.
A roof-bar arrangement according to claim 5 further comprising a spring-loaded locking pin biased to an extended configuration for location into one or more receiving apertures in the second elongate member to lock the longitudinal position of the second elongate member relative to the first elongate member at a predetermined position.
A roof-bar arrangement according to claim 5 and claim 12 wherein the locking pin extends from the mounting arm into the receiving aperture in the second elongate member.
A roof-bar arrangement according to any preceding claim wherein the mounting feet each comprise a support foot, the support foot comprising a fixing for fixing to a vehicle roof and an opening for releasable receipt of an alignment spigot.
A roof-bar arrangement according to claim 14 further comprising an alignment spigot arranged to be secured to the roof of a vehicle independently of the support foot.
A roof-bar system comprising at least a first and second roof-bar arrangement as defined in any preceding claim, and further comprises at least one third elongate member arranged to be secured orthogonally relative to the second elongate member of the first and the second roof-bar arrangement.
A load mounting arrangement for mounting a load onto a vehicle roof bar, the load mounting arrangement comprising: a support member having a support surface for supporting a load thereon, the support member extending between a distal and a proximal end and being movable between a raised and a lowered configuration; a support arm for supporting the support member in a raised configuration, the support arm extending longitudinally between a first end for pivotally mounting to the support member and a second end; a fixing structure for fixing the support arm to a roof bar, the second end of the support arm being pivotally mounted to the fixing structure; and a coupling formation for coupling the distal end of the support member to a roof bar, wherein the coupling formation is arranged to move axially with respect to the roof bar as the support member moves between the raised and the lowered configuration.
18. A load mounting arrangement according to claim 17 wherein the support member is pivotable between the raised and the lowered configuration.
19. A load mounting arrangement according to any of claims 17-18 where in the lowered configuration the support member is aligned substantially parallel to the longitudinal length of the support arm.
20. A load mounting arrangement according to any of claims 17-19 where the coupling formation is configured to slidably couple into a slot in the roof bar. 20
21. A load mounting arrangement according to claim 20 wherein the coupling formation comprises an elongate bar.
22. A load mounting arrangement according to claim 21 wherein the coupling formation further comprises a mounting formation extending from the elongate bar to which the support bar is pivotally mounted.
23. A load mounting arrangement according to any of claims 17-22 wherein the support surface comprises a slot for receipt of a fixing. 30
24. A load mounting arrangement according to any of claims 17-23 wherein the coupling formation is arranged to engage with the fixing structure such that the support member is held in the raised configuration.
25. A roof bar system comprising a first elongate member for spanning width wise across the roof of a vehicle and having longitudinally spaced apart mounting feet for mounting the first elongate member to roof fixings on the roof of a vehicle, a second elongate member having an upper load receiving support surface moveably mounted to the first elongate member and Luumged to extend longitudinally relative to the first elongate member from a contracted to an extended configuration, and a bracket arrangement for enabling articulation of the second elongate member relative to the first elongate member such that the upper load receiving surface of the second elongate member is accessible in a position to the side of the vehicle, the roof bar system further comprising a load mounting arrangement according to any of claims 17-24 wherein the fixing structure is for fixing to the second elongate member.