US2896804A - Car top boat carrier - Google Patents

Description

6 Sheets-Stieet l H. P. INGRAM CAR TOP BOAT CARRIER m o w mh urn July 28, 1959 Filed Ngv. 6, 195'! ATTORNEYS July 28, 1959 H. P. INGRAM CAR TOP BOAT CARRIER 6 Sheets-Sheet 2 Filed Nov 6, 1957 ATTORNEYS y 1959 H. P. INGRAM 2,896,804

CAR TOP BOAT CARRIER Filed Nov. 6, 1957 6 Sheets-Sheet 3 INVENTOR 547- .[nyra m BY I ATTORNEYS y 1959 H. P. I'NGRAM 2,896,804

CAR TOP BOAT CARRIER Filed Nov. e, 1957 G'Sheets-Sheet 4 INVENTOR HPJ nyra W1.

" BY 4,,- MZM ATTORNEYS July 28, 1959 H. P. INGRAM 2,896,804

CAR TOP BOAT CARRIER 6 Sheets-Sheet 5 led Nov. 6, 1957 INVENTOR Hfifnyra my BY I AT RNEY July 28,1959 H. P. INGRAM 2,896,804

CAR TOP BOAT CARRIER Filed Nov. 6, 195? 6 Sheets-Sheet 6 I NVEN TOR.

. jjfffnyram- CAR TOP BOAT CARRIER Harold P. Ingram, Woodburn, Oreg.

Application November 6, 1957, Serial No. 694,763

Claims. (Cl. 214450) The present invention relates to car top boat carriers and particularly to carriers having means thereon for hoisting the boat into carrying position.

The primary object of the invention is to provide a car top boat carrier having means thereon for lifting, inverting and loading a boat thereon.

Another object of the invention is to provide acar top boat carrier in which the mechanism is constructed so that the boat can be loaded thereon by one man.

A further object of the invention is to provide a car top boat carrier of the class described above, which is inexpensive to manufacture, simple to mount on the vehicle and which is light in weight so as not to encumber the car unnecessarily.

Other objects and advantages will become apparent in the following specification when considered in light of the attached drawings in which:

Figure l is an end elevation of the invention shown partially broken away for convenience of illustration.

Figure 2 is a fragmentary top plan view of the invention.

Figure 3 is a fragmentary side elevation of the invention.

Figure 4 is a fragmentary transverse cross-section taken along the line 44 of Figure 2 looking in the direction of the arrows.

Figure 5 is an enlarged fragmentary transverse crosssection taken along the line 55 of Figure 2 looking in the direction of the arrows.

Figure 6 is a semi-diagrammatic perspective view of the carrier shown removed from the car.

Figure 7 is an enlarged fragmentary vertical crosssection taken along line 77 of Figure 2 looking in the direction of the arrows.

Figure 8 is an enlarged fragmentary transverse crosssection taken along line 8-8 of Figure 2 looking in the direction of the arrows.

Figure 9 is an enlarged fragmentary vertical cross-section taken along line 9-9 of Figure 1 looking in the direction of the arrows, with the carriage bar in dotted line position.

Figure 10 is an enlarged fragmentary vertical crosssection taken along the line 10-10 of Figure 2 looking in the direction of the arrows.

Figure 11 is an enlarged fragmentary vertical crosssection taken along the line 1111 of Figure 1 looking in the direction of the arrows.

Figure 12 is an enlarged fragmentary detailed illustration of the adjustable foot.

Figure 13 is a perspective view of a modified form of the invention.

Figure 14 is a fragmentary end elevation of the device illustrated in Figure 13.

Figure 15 is an enlarged fragmentary top plan view of the carriage.

Figure 16 is an enlarged fragmentary vertical crosssection taken along the line 16--16 of Figure 14 looking in the direction of the arrows.

Tjnited States Patent 0 f Figure 17 is an enlarged detail of the boat engaging portion of the carriage illustrated in Figure 14.

Figure 18 is an enlarged fragmentary transverse crosssection taken along the line 18-18 of Figure 13 looking in the direction of the arrows.

. Figures 19 through 22 are semi-diagrammatic end elevations of the invention illustrating several positions of the parts when loading the boat.

Referring now to the drawings in detail wherein like reference characters indicate like parts throughout the several figures, the reference numeral indicates generally a car top boat carrier and loader constructed in ac cordance with the invention.

The car top boat carrier and loader 30 is constructed for attachment to a conventional motor vehicle 31. The car top boat carrier and loader 30 includes a pair of spaced apart parallel longitudinally extending frame members 32 and 33 secured at their forward ends to the opposite ends of a transversely extending support 34. The support 34 has curved top engaging pads 35 and 36 secured to its opposite ends engaging the top of the motor vehicle 31 and maintaining the support 34 in spaced horizontal relation.

A post 37 is detachably secured to the rear end of the frame member 32 and is provided with a downwardly and rearwardly sloping ofiset portion 38 terminating in a vertical portion 39 having a hook 40 secured thereto. A post 41 is detachably secured to the rear end of the frame member 33 and has a downwardly and rearwardly sloping lower portion 42 terminating in a vertical portion 43 having a hook 44 secured to the lower end thereof.

The motor vehicle 31 has a bumper 45 of conventional design on the rear end thereof and a pair of eye bolts 46, 47 are secured to the bumper 45 to receive the hooks 40, 44 respectively. The posts 37 and 41 support the rear ends of the frame members 32, 33 maintaining the frame members 32, 33 in a horizontal plane.

An arched bow 48 extends between the posts 37, 41 and has its opposite ends secured thereto by securing elements 49.

A generally rectangular tubular track member 50 extends transversely of the vehicle 31 in overlying relation to the support 34 and is secured thereto by securing elements 51. A second generally rectangular tubular track member 52 extends parallel to the track 50 rearwardly thereof in overlying relation to the bow 48 and to the rear ends of the frame members 32, 33. The track member 52 is secured to the bow 48 by means of securing elements 53.

An elongated shaft 54 extends longitudinally of the motor vehicle 31 closely adjacent to the frame member 32 and arranged in spaced parallel relation thereto. The shaft 54 is supported beneath the track 50 and the track 52 by means of journal bearings 55 secured to the outer end of the track members 50, 52. A sprocket 56 is keyed to the rear end of the shaft 54 and a second sprocket 57 is arranged adjacent thereto on a shaft 58 journaled in a plate 59 extending between the post 37 and the bow 48. A crank 60 is connected to the shaft 58 and the sprockets 56 and 57 have a chain 61 trained thereover. Rotation of the hand crank 60 causes the sprocket 57 to drive the sprocket 56 and hence rotate the shaft 54. A cable drum 62 is keyed to the shaft 54 adjacent the track member 52 and a second cable drum 63 is keyed to the shaft 54 adjacent to track member 50.

A circular rack 64 is keyed to the shaft 54 adjacent to the drum 62 and a pawl 65 pivoted at 66 to the track member 52 is arranged to engage the circular rack 64 to permit rotation of the shaft 54 in a clockwise direction as viewed in Figure 8 while restraining it from movement in a counter clockwise direction. The pawl's '65 may be disengaged from the circular rack 64 to permit the shaft 54 to turn in a counter clockwise direction when this is desired.

A track extension 67 is arranged in axially aligned relation to the track and has a rectangular pin 68 secured therein and projecting into the track member 50. A post 69 has a pin 70 on its upper end which engages through a bore 71 in the track extension 67. The post 69 has an intermediate section 72 detachably secured thereto by a coupling 73 and a lower portion 74 telescopically positioned in the section 72 and adjustably secured therein by a set screw 75. The lower section 74 is provided with a ground engaging foot 76 so that the track extension 67 is supported from the ground.

An identical track extension 67 is arranged in axial alignment with the track member 52 and supported on the post 69 as can be seen in Figure 6. Each of the track extensions 67 have a pair of spaced parallel generally triangular plates 77, 78 secured to opposite sides thereof. The plates 77, 78 are each provided with an upstanding prong 79 at their outer ends and a recess 80 arranged slightly inwardly thereof. A stop pin 81 extends between the plates 77, 78 for reasons to be assigned. The ends of the track members 50, 52 adjacent the shaft 54 are provided with upstanding stop members 82 for purposes to be described.

An elongated bar 83 of generally rectangular crosssection is provided with upstanding generally triangular gunnel engaging stops 84, 85 arranged at opposite ends thereof and is further provided with rollers 86, 87 journalled therein and projecting through the lower face thereof. A pair of guide plates 88, 89 are arranged in spaced parallel relation on opposite sides of the bar 83 adjacent the roller 87. A second pair of spaced parallel guide plates 90, 91 are secured to the bar 83 intermediate the opposite ends thereof. A transversely extending pivot pin 92 extends through the bar 83 and projects on opposite sides thereof intermediate the opposite ends of the bar 83 and lying between the stop 84 and guide plates 90, 91. A V-pulley 93 is journalled on a pin 94 carried by the bar 83 in inwardly spaced relation with respect to the bar 83. The bar 83 is arranged on the track member 52 with the guide plates 88, 89 and the guide plates 90, 91 extending downwardly on opposite sides of the track 52 as can be seen in Figure 9. The rollers 86, 87 engage the upper surface of the track member 52 and the track extension 67 to permit the bar 83 to roll freely inwardly and outwardly thereon. A second bar 83 of identical construction is mounted on the track 50 and has the V-pulley 93 thereof arranged on the 0pposite side. The'pin 92 on the bar 83 engages in the recess 88 in the plates 77, 78 so that the bar 83 can pivot thereabout into engagement with the stop 81 as seen in Figure 5. A cable 95 extends from the cable drum 62 and is trained over the pulley 93 on the bar 83 mounted on the track 52 and extends to a hook 96 secured to the rear end of a boat 97. A cable 98 extends from the drum 63 and is trained over the pulley 93 on the bar 83 associated with the track member 50 and extends to a hook 99 secured to the forward end of the boat 97.

In the use and operation of the invention, the bars 83 are positioned as illustrated in Figure 6 with the cables 95, 98 trained over the pulleys 93 and engaged with the hooks 96, 99 respectively in the boat 97. The hand crank 60 is turned winding the cables 95, 98 in on the drums 62, 63 respectively raising the boat 97 until the gunnels thereof engage against the side of the bar 83 from which the stops 84, 85 project with the gunnels positioned between the stops 84, 85. Further winding of the drums 62, 63 cause the bars 83 to pivot about the pins 92 until they come into contact with the tracks 50, 52 in a horizontal position. 'Still further winding of the drums 62, 63 cause the bars 83 to move inwardly on the tracks 50, 52 until the boat 97 overlies the car 31. The boat 97 is tied down to the frames 32, 33 by any suitable means. The track extension 67 and posts 69 are then removed, collapsed, and stored until the boat is to be removed.

In removing the boat 97 from the car top carrier and loader 30 the above procedure is reversed, except that the boat 97 is pushed by hand outwardly until the bars 83 have the pins 92 thereof in contact with the recesses 80.

Referring now to Figures 13 through 22, a modified form of the invention is illustrated wherein a combined car top carrier and boat loader 100 has a pair of longitudinally extending spaced parallel frame members 101, 102 having their forward ends secured to a transverse support 103, and their mid portions supported on a second transverse support 103. 103 have pads 104 at the opposite ends thereof for engagement with the roof of a motor vehicle. A post 105 is detachably secured to each of the frame members 101, 102 at the rear thereof. The posts 105 have downwardly and rearwardly sloping portions 106 terminating in upright portions 107 having a hook 108 secured to the lower end thereof.

A shaft 109 extends longitudinally of the carrier 100 and is journalled beneath a forward rectangular tubular track member 110 at one end and a rear-rectangular tubular track member 111 at the other end. Drums 112, 113 are keyed to the shaft 109 and a drive sprocket 114 is keyed to the rear end of the shaft 109 in position to be driven by a chain 115 trained over the drive sprocket 116. A bow 117 has the opposite ends thereof secured to the post 105 as can be seen in Figure 14. A track extension 118 is detachably secured to each of the track members 110, 111 and is provided with a downwardly and outwardly sloping central portion 119 terminating in an upright portion 120. A leg 121 is telescopically engaged in the bottom of the upright portion 120 and is adjustably secured therein by a set screw 122. The leg 121 has a foot 123 on the bottom thereof for engagement with the ground.

A carriage generally indicated at 124 includes a pair of horizontally extended frame members 125, 126 having their opposite ends connected by spaced parallel transverse frame members 127, 128. The longitudinal frame members 125, 126 are provided with ears 129 arranged in spaced parallel relation at each end of the frame members 125, 126 and having a roller 130 journalled thenebetween at each end of the frame members 125, 126 for engagement with the track members 110, 111 and the track extensions 118. An inwardly offset plate 131 is secured to each of the frame members 127, 128 at each end of each of the frame members 125, 126 and have a rub pad 132 secured thereto for engagement with the outer side of the tracks 110, 111 and the track extensions 118 as is shown in Figure 16 to maintain the carriage 124 in position on the tracks 110, 111 and track extensions 118. The frame members 127, 128 are each provided with stops 133 at the inner end thereof for engagement with the gunnel of a boat 134. The opposite end of the frame members 127, 128 are provided with a plate 135 pivotally mounted between a pair of ears 136 for engaging the side of the boat 134 as shown in Figure'14. i

The carriage 124 is provided with a pair of guide pulleys 137, 138 mounted on the frame member 102. 'A cable 141 extends from the drum 112 over the pulley 137 and outwardly to a connection at 142 where it is secured to the outer gunnel of the boat 134. A second cable 143 extends from the drum .113 over the pulley 138 and is connected to the outer gunnel of the boat 134.

In the use and operation of the invention, the boat 134 is arranged with one side thereof in engagement with the plates 135 on the frame members 127, 128 and the cables 141 and 143 are connected to the outer gunnel of the boat as shown in Figure 14. The shaft 109 is turned by means of the sprockets 1'14, 116 and chain The transverse supports 115 so that the cables 141, 143 are wound on the drums 112, 113 respectively. The winding of the cables 141, 143 on the drums .112, 113 lifts the outer edge of the boat 134 while the inner edge is supported on the plate 135 so that the boat is inverted on to the carriage 124, between the plate 135 and the stop 133.

After the boat 134 has been inverted on the carriage 124, continued winding of the cables 141, 143 on the drums 112, 113 will cause the carriage 124 to move on the track extensions 118 and the tracks 110, 111 until the carriage 124 is centered on the car top carrier and boat loader 100.

The boat 134 is then tied to the frame members 101, 102 in any desired manner, and the track extensions 118 are removed from the tracks 110, 111 and stored until the boat 134 is to be removed.

In removing the boat 134 from the car top carrier and loader 100, the reverse of the aboue operation is performed with the exception that the carriage .124 is pushed by hand until it starts down the sloped portion 119 of the track extensions 118 whereupon gravity will move the boat 134 and carriage 124 to a position for unloading the boat 134.

The hooks 108 on the lower ends of the posts 105 engage eye bolts 46, 47 in the bumper 45 in the same manner that the posts 37, 41 are engaged in the preferred form of the invention.

The boat loading apparatus works from the side of the car. The importance of this feature is in connection with trailer houses which are hooked up to the motor vehicles and which need not be disturbed either in loading or unloading the boat with this invention.

Having thus described the preferred embodiment of the invention, as well as a modification thereof, it should be understood that numerous other structural modifications and adaptations may be resorted to without departing from the scope of the appended claims.

What is claimed is:

1. A car top boat carrier comprising a frame supported above a vehicle, an extension frame detachably secured to said first frame at one end thereof, adjustable means on said extension frame supporting said extension frame from the ground, tracks extending transversely of each of said frames, a boat support means transversely movable on said frames from a tilted loading position on said extension frame to a horizontal loaded position on said first named frame, and cable means on said ,first named frame engaging with said boat for initially bringing said boat into contact with said boat support means and then moving said support means into loaded position on said first named frame.

2. A device as claimed in claim 1 wherein said track is horizontal and said support means pivots about a longitudinally extending pivot from loading position to loaded position.

3. A device as claimed in claim 2 wherein a pulley is mounted on said support means and said cable means is trained over said pulley when lifting said boat into contact with said support means.

4. A device as claimed in claim 1 wherein said support means comprises a carriage and said cable means is connected to said carriage and to said boat whereby said boat can be lifted into engagement with said carriage and said carriage moved into loaded position on said track.

5. A device as claimed in claim 4 wherein pivoted igunnel engaging means are mounted on said carriage for holding one edge of said boat while the other edge is moved into loaded position on said carriage.

References Cited in the file of this patent Van Nest Aug. 23, 1955'

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