WO2021055657A1

WO2021055657A1 - Vehicle article carrier system

Info

Publication number: WO2021055657A1
Application number: PCT/US2020/051361
Authority: WO
Inventors: Jeffrey M. Aftanas; Michael J. Presley
Original assignee: Jac Products, Inc.
Priority date: 2019-09-19
Filing date: 2020-09-18
Publication date: 2021-03-25

Abstract

The present disclosure involves a vehicle article carrier especially well adapted for use on pickup trucks and other like vehicles. The vehicle article carrier includes a single sided locking/unlocking system making use of a single length of inner cable, and a plurality of independent lengths of outer sheathing, which enables simultaneous locking and unlocking of a pair of locking subsystems on opposing sides of the cross bar subsystem with significantly fewer independent component parts. The cross bar subsystem also incorporates an adjustable positionable movable cross bar member that can be positioned in a fully retracted position or an elevated position, elevationally in line with one or more cross bar components mounted on the vehicle roof.

Description

VEHICLE ARTICLE CARRIER SYSTEM

CROSS-REFERENCE TO RELATED APPLICATIONS [0001] This application claims the benefit of U.S. Provisional Application No. 62/902,720, filed on September 19, 2019. The entire disclosure of the above application is incorporated herein by reference.

FIELD

[0002] The present disclosure relates to vehicle article carriers, and more particularly to systems for performing simultaneously dual locking and unlocking actions on a movable, rail mounted component of a vehicle article carrier system, and for adjusting a height of an cross bar member of a vehicle article carrier system.

BACKGROUND

[0003] The statements in this section merely provide background information related to the present disclosure and may not constitute prior art.

[0004] Vehicle article carriers are becoming increasingly important as vehicles continue to become smaller, and as more and more people gravitate toward SUVs and light pickup trucks. Typically vehicle article carriers used on such vehicles incorporate one or more cross bars supported from a pair of longitudinal support rails, where the support rails are fixedly secured on an outer body surface of the vehicle. The outer body surface may be a roof portion or a portion of a truck bed, if the vehicle is a pickup truck. The cross bar is typically able to be locked in place on the support rails, but adjustably positionable along the support rails to optimally accommodate articles and loads of different sizes and shapes. Accordingly, there is a strong desire for any features that enhance the ease of use, utility and positioning of the cross bar of the system.

SUMMARY

[0005] In one aspect the present disclosure relates to a vehicle article carrier system for supporting articles elevationally above an outer body surface of a vehicle. The system may comprise a cross bar subsystem having a central portion and first and second side portions on opposing sides of the central portion, and first and second longitudinal support rails. The first and second longitudinal support rails fixedly are secured to an outer body surface of the vehicle in spaced apart relation to one another, the first side portion of the cross bar arranged to reside in proximity to the first longitudinal support rail, and the second longitudinal support rail arranged to lie in proximity to the second longitudinal support rail. The system may further include a first locking subsystem housed in the first side portion and configured to engage with a portion of the first longitudinal support rail to lock the first side portion stationary relative to the first longitudinal support rail. A second locking subsystem may be included which is housed in the second side portion and configured to engage with a portion of the second longitudinal support rail to lock the second side portion of the cross bar assembly stationary relative to the second longitudinal support. A first actuating subsystem may be included which has a first actuating element operably associated with the first locking subsystem and which is operable to unlock both the first and second locking subsystems simultaneously through selective movement of the first actuating element. A second actuating subsystem may be included which has a second actuating element operably associated with the second locking subsystem and which is operable to unlock both the first and second locking subsystems simultaneously through selective movement of the second actuating element. A single cable assembly may be included which couples the first and second actuating elements and extends through the central portion of the cross bar subsystem. The single cable enables simultaneously unlocking and locking of both of said first and second locking subsystems through selective movement of either one of said first or second actuating elements.

[0006] In another aspect the present disclosure relates to a vehicle article carrier system for supporting articles elevationally above an outer body surface of a vehicle. The system may comprise a cross bar subsystem having a central portion and first and second side portions on opposing sides of the central portion. The system may also include first and second longitudinal support rails fixedly secured to an outer body surface of the vehicle in spaced apart relation to one another, wherein the first side portion of the cross bar is arranged to reside in proximity to the first longitudinal support rail, and the second longitudinal support rail is arranged to lie in proximity to the second longitudinal support rail. A first locking subsystem may be included which is housed in the first side portion and which is configured to engage with a portion of the first longitudinal support rail to lock the first side portion stationary relative to the first longitudinal support rail. A second locking subsystem may be included which is housed in the second side portion and which is configured to engage with a portion of the second longitudinal support rail to lock the second side portion of the cross bar assembly stationary relative to the second longitudinal support. A first actuating subsystem may include a first actuating element which is operably associated with the first locking subsystem and operable to unlock both the first and second locking subsystems simultaneously through selective movement of the first actuating element. A second actuating subsystem may include a second actuating element which is operably associated with the second locking subsystem, and which is operable to unlock both the first and second locking subsystems simultaneously through selective movement of the second actuating element. The system may further include a single cable assembly having a plurality of outer sheath portions and a single, continuous inner cable element. The single cable assembly couples the first and second actuating elements and extends through the central portion of the cross bar subsystem. The inner cable element is stationary, and the outer sheath portions are selectively moved when moving either one of the first or second actuating elements rotationally, to enable simultaneous unlocking and locking of both of said first and second locking subsystems.

[0007] In still another aspect the present disclosure relates to a vehicle article carrier system for supporting articles elevationally above an outer body surface of a vehicle. The system may comprise a cross bar subsystem having a central portion and first and second side portions on opposing sides of the central portion. The system may further include first and second longitudinal support rails fixedly secured to an outer body surface of the vehicle in spaced apart relation to one another. The first side portion of the cross bar is arranged to reside in proximity to the first longitudinal support rail, and the second longitudinal support rail is arranged to lie in proximity to the second longitudinal support rail. A first locking subsystem may be included which has a first carriage member, and which is partially housed in the first side portion and configured to engage with a portion of the first longitudinal support rail to lock the first side portion stationary relative to the first longitudinal support rail. A second locking subsystem may be included which has a second carriage member, and which is partially housed in the second side portion and configured to engage with a portion of the second longitudinal support rail to lock the second side portion of the cross bar assembly stationary relative to the second longitudinal support. A first actuating subsystem may be included which has a first rotationally supported actuating element operably associated with the first locking subsystem, and which is operable to unlock both the first and second locking subsystems simultaneously through selective rotational movement of the first actuating element. A second actuating subsystem may be included which has a second rotationally supported actuating element operably associated with the second locking subsystem, and which is operable to unlock both the first and second locking subsystems simultaneously through selective movement of the second actuating element. A single cable assembly may be included which has a plurality of outer sheath portions and a single, continuous inner cable element. The single cable assembly couples the first and second actuating elements and extends through the central portion of the cross bar subsystem. The inner cable element is stationary and is coupled fixedly at its opposing ends to the first and second carriage members. The outer sheath portions are selectively moved when moving either one of the first or second actuating elements rotationally, to enable simultaneous unlocking and locking of both of said first and second locking subsystems.

BRIEF DESCRIPTION OF THE DRAWINGS

[0008] The drawings described herein are for illustrative purposes only of selected embodiments and not all possible implementations, and are not intended to limit the scope of the present disclosure.

[0009] Corresponding reference numerals indicate corresponding parts throughout the several views of the drawings.

[0010] Figure 1 is a perspective view of one embodiment of the present disclosure showing a vehicle article carrier system having a longitudinally movable cross bar subsystem mounted on support rails, where the support rails are fixedly secured on the upper areas of the sidewalls of a bed of a pickup truck;

[0011] Figure 2 is a diagrammatic rear view of the cross bar subsystem showing internal components of the subsystem;

[0012] Figure 3 is a perspective view of one of the locking subsystems showing the components associated therewith;

[0013] Figure 4 is a rear view of one of the actuating subsystems and one of the locking subsystems, with an actuating lever of the actuating system in the closed position, which causes the locking subsystem to assume a locked position relative to its associated support rail;

[0014] Figure 5 is an enlarged rear view of one of the locking subsystems illustrating a locking jaw thereof moved into the unlocked position relative to its associated support rail;

[0015] Figure 6 shows the locking subsystem in the locked position; [0016] Figure 7 shows the actuating subsystem from a rear perspective view and with the actuating lever thereof in a locked position;

[0017] Figure 8 shows the actuating subsystem of Figure 7 in an unlocked position, illustrating how the separate portions of the outer sheath of the cable assembly are spread apart to exert a downward pressure on the coil springs of the locking subsystem;

[0018] Figure 9 is an end view showing how both of the locking subsystems are in the unlocked positions when one of the actuating levers is in the unlocked position;

[0019] Figure 10 shows the cross bar subsystem of Figure 9, but shows how both of the locking subsystems are moved to the unlocked positions when the other one of the actuating levers is moved to the unlocked position;

[0020] Figure 11 is an exploded perspective view of the components of an anti rattle subsystem of the system;

[0021] Figure 12 is a view of the components of Figure 11 fully assembled together;

[0022] Figure 13 shows the anti-rattle subsystem in a position before tensioning occurs on the cross bar subsystem;

[0023] Figure 14 shows the anti-rattle subsystem in the position it assumes after experiencing vibration during movement of the vehicle, which results in a tensioning force being applied to the cross bar subsystem through upward movement of the wheel at the lower end of the wheel support element, which effectively clamps the cross bar subsystem down onto its respective support rail;

[0024] Figure 15 shows a frame structure used with the cross bar system of Figure 1 to provide an elevationally adjustable cross bar, and with the cross bar in its raised position;

[0025] Figure 16 shows the frame structure of Figure 15 but with the cross bar in its fully lowered or retracted position;

[0026] Figure 17 shows a perspective view of the frame structure of Figure 15 in the fully raised position; [0027] Figure 18 shows a cross sectional end view of one of the upright tensioning subsystems taken in accordance with section line 18-18 in Figure 17;

[0028] Figure 19 shows one of the guide roller assemblies used to help provide smooth movement for the movable uprights within the fixed uprights during raising and lowering of the movable cross bar; [0029] Figure 20 is an enlarged end view of the roller assembly of Figure 19;

[0030] Figure 21 is a partial cross sectional side view of one of the uprights in Figure 17 more fully illustrating the construction of the upright tensioning subsystem, the internal gas strut used to assist raising of the movable cross bar, and the upright locking element used to help support the movable upright in its lifted position;

[0031] Figure 22 shows the components of Figure 21 but with the tensioning subsystem and the upright locking element both in their unlocked positions, which allows raising or lowering movement of the movable upright;

[0032] Figure 23 shows the assembly of Figure 22 with the connections of the gas strut show in greater detail;

[0033] Figure 24 shows an end cross sectional view of one of the cross bar tensioning subsystem taken in accordance with section line 24-24 in Figure 23;

[0034] Figure 25 shows a perspective view of a roller assembly of one of the cross bar tensioning subsystems; and

[0035] Figure 26 shows a side view of the roller assembly of Figure 25 better illustrating how a tap plate thereof is captured in a portion of a support bracket to prevent rotation of the tap plate.

DETAILED DESCRIPTION

[0036] Example embodiments will now be described more fully with reference to the accompanying drawings.

[0037] Referring to Figure 1 there is shown a vehicle article carrier system 10 (hereinafter simply “system 10”) implemented on a motor vehicle 12. In this example the system 10 is shown implemented on a light duty pickup truck 12, although it will be appreciated that the features of the system 10 can be implemented on a roof mounted vehicle article carrier system as well. Accordingly, the system 10 is not necessarily limited to use with pickup trucks, but may instead find utility on sedans, SUVs, crossovers, vans, station wagons, etc.

[0038] The system 10 includes a longitudinally movable and adjustable cross bar subsystem 14 which is slidably supported on a pair of longitudinal support rails 16. The support rails 16 in this example are fixedly mounted to upper surfaces of the bed sidewalls 18 of the vehicle 12 and are parallel to one another, thus allowing the cross bar subsystem 14 to be moved there along and repositioned as needed over a bed 20 of the vehicle. In Figure 1 the cross bar subsystem 14 is shown arranged in the stowed position, wherein it rests close to, or almost abutting, a rear window of the cab of the vehicle 12. Dashed line 14’ represents the positioning of the cross bar subsystem 14 at its rearward most position.

[0039] Figures 2 shows just the cross bar subsystem 14 from a rear view. The cross bar subsystem 14 includes tubular side portions 22 and a tubular central portion 24. Each side portion 22 includes an actuating subsystem 26a and 26b operably associated with one of a pair of locking subsystems 28a and 28b. Either one of the actuating subsystem 26a or 26b may be used to simultaneously control both locking subsystems 28a and 28b to simultaneously lock or simultaneously unlock both locking subsystems 28a and 28b, as will be described further in the following paragraphs. It is an important advantage of the cross bar subsystem 14 that a single cable assembly 30, disposed within the side portions 22 and the central portion 24, can be used to lock and unlock both of the locking subsystems 28a and 28b. This significantly simplifies the overall construction and assembly of the cross bar subsystem 14, and allows the cross bar subsystem to be constructed with fewer independent component parts, and all without comprising the ease of use or functionality of the cross bar subsystem.

[0040] Figures 3 and 4 illustrate one of the locking subsystems 28a and 28b. In this example the locking subsystems 28a and 28b are identical in construction and operation, but they need not be perfectly identical. Accordingly, the detailed description of construction of the locking subsystem 28a and 28b will be made with reference to locking subsystem 28a, with the understanding the same construction and operation applies to locking subsystem 28b. As shown in Figure 3, the locking subsystem 28a includes a carriage member 32 which forms somewhat of a T-shaped structure which supports thereon the side portions 22 of the cross bar subsystem 14. The carriage member 32 also includes a plurality of wheels 34 and 36, which assist with enabling rolling movement of the carriage member 32 along a support track 38 (Figure 4). Wheels 34 are directly coupled to the carriage member 32. Wheels 36 are each coupled to elevationally movable wheel support elements 40 and form part of an automatic, anti rattle tensioning subsystem, to be discussed further in the following paragraphs. The support track 38 forms a portion of the support rail 16 and is therefore fixedly secured to the upper surface 18a of the bed sidewall 18. As shown in Figure 4, the wheels 34 and 36 are captured between projecting parallel, aligned portions channel portions 42 of the support track 38, and are therefore constrained to move along a straight path. [0041] Referring further to Figure 3, the carriage member 32 also includes a slidably disposed locking element 44 having a locking jaw 46. The locking element 44 has a somewhat C-shape when viewed in cross section, and an inside wall 48 of the locking element 44 passes through a slot 50 in the carriage member 32 which enables vertical movement of the locking element 44. A biasing element 52, which in this example is a coil spring, is disposed between an upper wall 32a of the carriage member 32 and an upper wall 54 of the locking element 44, and biases the locking element 44 into a normally locked orientation relative to the support track 38.

[0042] Referring to Figures 5 and 6, the support track 38 includes a plurality of spaced apart openings 56, one of which is visible in Figures 5 and 6, into which the locking jaw 46 can engage when longitudinally aligned therewith. When in the position shown in Figure 6, engagement of the locking jaw 46 in the opening 56 prevents longitudinal movement of the cross bar subsystem 14. Flowever, when the locking jaw 46 is held in the position shown in Figure 5, the cross bar subsystem 14 is free to be moved along the support tracks 38.

[0043] Referring to Figures 4, 7 and 8, the actuating subsystem 26a will be described, with it being understood that actuating subsystems 26a and 26b in this example are identical in construction. The actuating subsystem 26a incorporates a new configuration which enables a single cable assembly (cable assembly 30) to enable simultaneous locking and unlocking actions from either one of the actuating subsystems 26a or 26b. Actuating subsystem 26a includes an actuating element in the form of actuating lever 60 having a manually graspable portion 62 and a base portion 64. Base portion 64 is coupled to a frame plate 66 via a pivot pin or suitable fastener 68 and is thus free to rotate between a locked position, shown in Figures 4 and 7, and an unlocked position shown in Figure 8, as indicated by arc 69. Pivot links 70 and 72 are coupled for pivotal movement to the base portion 64 via suitable connecting elements 74. Opposite ends of the pivot links 70 and 72 are coupled to L-shaped slide couplings 76 and 78. The slide couplings 76 and 78 are captured in elongated slots 76a and 78a, respectively. As such, from the view of Figure 4, when the actuating lever 60 is rotated counterclockwise, the slide couplings 76 and 78 are brought slidably closer together. When the actuating lever 60 is moved in the clockwise direction, however, the slide couplings 76 and 78 are moved slidably away from one another.

[0044] Figures 7 and 8 show how the movements of the slide couplings 76 and 78 are used to advantage with the cable assembly 30 to create the simultaneously locking and unlocking actions at the locking subsystems 28a and 28b. In Figure 7, the cable assembly 30 can be seen to include an inner cable element 30a and outer sheath portions 30b1 and 30b2. With brief reference to Figure 5, one terminal end of the inner cable element 30a extends the interior area of the coil spring 52 and through a small opening in the upper wall 32a of the carriage member 32, and is thus captured via an enlarged element 30a1 forming a termination (although the termination could be formed by various other methods just as well). In this example, however, the termination element 30a1 engages the upper wall 32a of the carriage member 32. The same construction exists at the locking subsystem 28b, as seen in Figure 2. The opposite terminal end of the outer sheath portion 30b2, as also seen in Figure 2, connects to the corresponding slide coupling 78 of the second actuating subsystem 26b. Thus, the actuating subsystems 26a and 26b are interconnected with their respective locking subsystems 28a and 28b in exactly the same way. Only a single inner cable element (cable element 30a) is used, whereas the outer sheath 30b is split into three separate segments: two of segments 30b1 , each connecting to a respective one of the locking subsystems 28a or 28b, and the segment 30b2 which extends between the two actuating subsystems 26a and 26b and connects to a common side of each of the actuating subsystems 26a and 26b.

[0045] With further reference to Figure 7, one end of each of the outer cable sheaths 30b1 includes a fitting 30c secured thereto which has a threaded shaft 30d. The threaded shaft 30d passes through a hole (not visible) in the slide coupling 76 and is captured on the slide coupling via a threaded nut 30e. The threaded nut 30e and threaded shaft 30d enable a small degree of adjustment in an effective distance between the ends of the outer cable sheath 30b1. Thus, one end of the outer cable sheath 30b1 is fixedly attached to the slide coupling 76, while the opposite end abuts against the upper wall 54 of the locking element 44. Similarly, another instance of the fitting 30c is used at the terminal end of outer cable sheath 30b, which allows a slight adjustment of the effective distance between the slide couplings 78 of the two actuating subsystems 26a and 26b. The single inner cable element 30a extends uninterrupted through both of the actuating subsystems 26a and 26b, and is thus connected at its opposing ends via the enlarged balls 30a1 to respective ones of the locking elements 44.

[0046] With reference to Figures 9 and 10, the benefits of the above-described construction for the cable assembly 30 can be readily seen. When both of the actuating levers 60 are in the locked position as shown in Figure 9, the coil springs 52 are under only a small amount of compression force, holding their respective locking jaws 46 engaged in respective ones of the openings 56. In this orientation the entire cross bar assembly 14 is held rigidly against longitudinal movement on the support rails 16. When, for example, the leftmost actuating lever 60 in Figure 9 is lifted, this causes its associated pivot link 70 to effectively shorten the linear distance to the upper wall 54 of the locking element 44, causing the outer cable sheath 30b1 to press down on the upper wall 54 of the locking element 44. This compresses the coil spring 52 of its associated locking subsystem 28a and moves its associated locking element 44 into the unlocked position, wherein the locking jaw 46 is withdrawn from the opening 56 (as shown in Figure 5). Simultaneously with this rotational movement of the left actuating lever 60 into the raised position, since the outer cable sheath 30b2 cannot be shortened, this effectively increases the tension on the cable 30a where it is attached to the other locking element 44. This increased tension causes the outer cable sheath 30b2 to be forced down and to press against its associated upper locking wall 44, thus compressing its associated coil spring 52. This motion causes its associated locking element 44 to be pushed down such that it disengages its associated locking jaw 46 from its associated locking element 44. This results in the simultaneous unlocking action of the two locking elements 44. This simultaneous unlocking action occurs when either one of the actuating levers 60 in Figure 9 is raised to the unlocked position. The locations of the connecting elements 74 are preferably selected to provide an over center locking action, such that when the actuating lever 60 is moved into the fully unlocked position and then releases the actuating lever 60, the coil springs 52 act to exert a counter acting force to maintain the actuating lever 60 in its unlocked (i.e. , fully lifted) position. When the raised actuating lever 60 shown in Figure 10 is manually moved down into the locked position, the biasing force of the coil springs 52 cooperatively cause the two outer cable sheaths 30b1 and 30b2 to be pushed upwardly in drawing Figure 9a, thus re-engaging the locking jaws 46 in their respective openings 56, and causing rotational movement of the raised actuating lever 60 back into the lowered position. Thus, a highly important benefit is that a single cable assembly can be manipulated using three distinct outer sheath sections, and only a single inner cable element, to simultaneously control the locking elements 44 of both of the locking subsystems 26. This significantly simplifies construction and reduces the number of independent parts required to implement a single side release locking/unlocking mechanism for the cross bar subsystem 14.

[0047] Referring further to Figures 3, 11 and 12, an automatic, anti-rattle subsystem 80 (hereinafter simply “AR subsystem 80”) is shown. The AR subsystem 80 includes the movable wheel support element 40 and one of the wheels 36. From Figure 3 it can be appreciated that in this example two such AR subsystems 80 are used at each of the locking subsystems 28a and 28b, although it is possible to achieve some of the benefits of the AR subsystem 80 by only using one such subsystem at each locking subsystem 28a and 28b.

[0048] Referring to Figure 11 , the AR subsystem 80 makes use of an opening 82 formed at an upper end of the wheel support element 40, and a longitudinal bore 84 at the opposite end. The bore 84 accepts a guide pin 86. The guide pin is able to move only up and down slightly once it is positioned within a pair of recesses 88 within a portion of the carriage member 32. The wheel 36 is secured for rotational movement (by an axle not visible in the figure) to the wheel support element 40, and the entire wheel support element 40 is positioned within a notch 90 formed in the carriage member 32. The wheel support element 40 and its wheel 36 is thus movable up and down slightly within the notch, with an upper portion of the wheel support element 40 projecting up through an opening 92 in the carriage member 32. A guide element 94 is positioned within the opening 92 through which the upper end of the wheel support element passes. A coil spring 96 is captured in a pocket 98 and rests within a pocket 100 of a wedge shaped tensioning element 102. The entire AR subsystem 80, once assembled, can be seen in Figure 12. An inverted U-shaped element 104, fixedly secured to the guide element 94, receives one end of the wedge shaped tensioning element 102, and the spring 96 helps to apply a continuous biasing force that constantly tends to press the wedge shaped tensioning element 102 into the opening formed by the inverted U-shaped element 104.

[0049] With reference to Figures 13 and 14, in operation, the AR subsystem 80 automatically, gradually applies tension in response to vibration experienced during operation of the vehicle 12, by the wedge shaped gradually biasing the wheel support element 40 upwardly, as shown in Figure 14, in response to vibrational movement of the system 10. This effectively automatically tensions the cross bar subsystem 14 down into contact with the support rails 16 at multiple points along the support rails.

[0050] Referring to Figures 15-18, a frame structure 110 which helps to form the cross bar subsystem 14 is shown. The frame structure 110 includes tubular uprights 112, a fixed cross bar member 114 coupled to the uprights 112, and a pair of movable uprights 116, and an elevationally adjustable (i.e. , “movable”) cross bar 118. A principal advantage of the frame structure 110 is that it provides the ability to position the movable cross bar 118 within a range of elevational positions. This enables the movable cross bar 118 to be positioned at the same elevation as one or more separate cross bars positioned on the roof of the vehicle 12, which better enables long cargo items (e.g., canoes, kayaks, building materials, etc.) to be even better supported above the roof line of the vehicle. Figure 14 shows the frame structure 110 with the movable cross bar 118 in its fully lowered position, which may help to reduce aerodynamic drag when the movable cross bar 118 is not needed for use. When fully collapsed, as indicated in simplified form in Figure 1 , the upper surface of the movable cross bar 118 is substantially flush with the upper surface of the central section 24 of the cross bar subsystem 14, and when viewed from the side of the vehicle 12 is essentially hidden from view. Figure 15 shows the movable cross bar 118 in its fully raised position, which places the upper surface of the movable cross bar 118 above the roof 12a of the vehicle 12. When the frame structure 110 is assembled into the cross bar subsystem 14, the tubular uprights 112 and the movable uprights 116 are disposed within the side portions 22, with the tubular uprights 112 being completely or substantially enclosed and hidden from view.

[0051] Referring to Figure 17, each upright 112 includes an upright tensioning subsystem 120 and an upright lock 122. The cross bar similarly includes two cross bar tensioning subsystems 124 associated therewith. The tensioning subsystems 120 and 124, as well as the upright locks 122, all help to secure the movable cross bar 118 in both its raised and lowered positions as well as to restrain the movable cross bar 118 and the movable uprights 116 to eliminate rattling while the vehicle is in motion.

[0052] One of the upright tensioning subsystems 120 is shown in Figure 18 and includes a manually graspable knob 126 having an internal spring 128. The knob 126 is coupled to a tap plate 130 via a shaft 132 and clamps the movable upright 116 against movement when fully tightened by exerting a clamping force on an internal wall 134 of the movable upright.

[0053] From Figure 18 it can also be seen that the upright 112 includes a pair of opposing guide roller assemblies 136. The guide roller assemblies 136 are shown in greater detail in Figures 19 and 20, and help to provide smooth rolling movement when extending or retracting the movable uprights 116. The guide roller assemblies 136 are fixedly mounted to the uprights 112 via threaded fasteners 138. The fasteners engage threaded shafts 140 of bolts that extend through a frame element 142, as visible in Figures 19 and 20. Each frame element 142 carries a plurality of wheels 144 which are rotationally mounted via axles 146. The wheels 144 are dimensioned to fit within tracks on the outer surface of the movable uprights 116, where the tracks are formed by parallel ribs 148, which are visible in Figure 18.

[0054] With brief reference to Figures 21 and 22, the upright locks 122 can be seen in greater detail, along with upper and lower guide caps 150 and 152. The upper guide cap 150 is fit into the upper end of the upright 112 which helps align and guide movement of the upper end. The lower guide cap 152 is fit onto the end of the movable upright 116 and helps to guide movement of the lower end of the movable upright 116 and also to help prevent rattle during motion of the vehicle 12. The upright lock 122 includes a button 154 biased by a coil spring 156, and lock plate 158 at the end of a threaded portion of a shaft 160. The coil spring 156 is captured on the shaft 160 and exerts a biasing force to help normally bias the lock plate 158 into a notch 162 (best seen in Figure 22) in the movable upright 116 when the cross bar 118 is in its fully raised position.

[0055] Figures 21-23 also illustrate a gas strut 164 which is housed inside each one of the movable uprights 116. Figure 23 shows how an upper end 164a of the gas strut 164 is captured against an internal wall 166 of the movable upright 116, while a lower end 164b may be secured via an element 168 and a fastener (not shown) the upright 112. The gas strut 164 provides a lifting force which helps to lift the movable cross bar 118 into its fully raised position. To help restrain the movable cross bar 118 in its lowered position against the force provided by the gas struts 164, a latch element 170 may be provided, as shown in Figures 15 and 16, which engages a protruding stud 170a carried on the fixed cross bar member 114. Virtually any other type of latch/securing implement (e.g., pushbutton latch/release; sliding latch/release; rotational knob type latch/release, etc.) could be used as well, preferably which allow both locking and unlocking to be accomplished without any external tools.

[0056] Figures 24-26 illustrate one of the cross bar tensioning subsystems 124 in greater detail. The cross bar tensioning subsystems 124 allow smooth sliding movement of the upper ends of the movable uprights 116, relative to the movable cross bar 118, as the movable uprights are raised and lowered. In this regard it will be appreciated that the inclination of the movable uprights 116 towards one another, while desirable both from aesthetic and functional standpoints, does present significant challenges because of the fixed length of the movable cross bar 118. The movable cross bar 118 in the embodiment shown herein is comprised of a single piece of material, in one embodiment an extruded length of material (e.g., aluminum), which provides a high strength-to-weight ratio. However, as one will appreciate, this single piece construction introduces the challenge of how to accommodate the reduction in lateral distance between the upper ends of the movable uprights 116 as they are raised and lowered. The cross bar subsystem 14 addresses this in a novel manner through the use of the cross bar tensioning subsystems 124, which permit sliding movement of the movable cross bar 118 relative to the upper ends of the movable uprights 116.

[0057] Figures 24-26 show the cross bar tensioning subsystem 124 including a roller assembly 172 which is carried via a support bracket 174 (Figure 26) at the upper end of the movable upright 116. In Figure 25, the roller assembly 172 can be seen to include four rollers 176 configured in two aligned pairs, and supported on a frame structure 178. A rotationally mounted, conventional over-center locking lever 180 has a threaded shaft 182 and a tap plate 184, as best seen in Figure 24, which when tightened cause the tap plate 184 to clamp against a lower surface 186 of the movable cross bar 118. The tap plate 184 is constrained against rotational movement as its opposite lateral ends are positioned within cutout sections 185 (Figure 26) in the support bracket 174. This configuration enables the movable cross bar 118 to be secured against movement, and also prevents any minor rattling that might otherwise occur if the movable cross bar 118 was not secured tightly to the upper ends of the movable uprights 116 during use of the vehicle 12. Importantly, when the locking lever is loosened, the outermost lateral ends of the movable cross bar 118 are able to slide smoothly on the rollers 176 as the movable uprights 116 are raised or lowered. Placing the locking lever 180 in the position shown in Figure 25, once it is tightened, provides a small additional amount of clamping force and also helps to ensure that the locking lever 180 does not rotate into a loosened condition.

[0058] Figure 24 illustrates how the four rollers 176 are configured to ride within the movable cross bar 118. In Figure 24, the rollers 176 are making contact with lower internal surfaces 183a of the movable cross bar 118, which will happen when the movable cross bar 118 is be raised from a lowered into an extended position. When the user is pressing down on the movable cross bar 118 to lower it, however, rollers 176 will be making contact with upper internal surfaces 183b. Thus, it is an advantage of the design and construction of the roller assembly 172 that it enables a smooth, sliding movement of the movable cross bar 118 both during lowering and raising of the movable cross bar. As shown in Figure 25, the fixed cross bar member 114 may include cutout sections 188 at each end to provide clearance for the roller assemblies 172 when the movable uprights 116 are in their fully lowered positions.

[0059] The system 10 thus provides a vehicle article carrier that enables a cross bar to be laterally positioned along a bed of pickup truck, or an exterior roof surface of a different type of vehicle, while still providing an elevationally adjustably positionable cross bar. While the embodiments of the system 10 described herein are expected to be especially useful in connection with pickup trucks, it is expected that the system 10 may also find utility inside cargo vans and other like vehicles, where the need exists to support long cargo items that may vary significantly in length and height.

[0060] The foregoing description of the embodiments has been provided for purposes of illustration and description. It is not intended to be exhaustive or to limit the disclosure. Individual elements or features of a particular embodiment are generally not limited to that particular embodiment, but, where applicable, are interchangeable and can be used in a selected embodiment, even if not specifically shown or described. The same may also be varied in many ways. Such variations are not to be regarded as a departure from the disclosure, and all such modifications are intended to be included within the scope of the disclosure.

[0061] Example embodiments are provided so that this disclosure will be thorough, and will fully convey the scope to those who are skilled in the art. Numerous specific details are set forth such as examples of specific components, devices, and methods, to provide a thorough understanding of embodiments of the present disclosure. It will be apparent to those skilled in the art that specific details need not be employed, that example embodiments may be embodied in many different forms and that neither should be construed to limit the scope of the disclosure. In some example embodiments, well-known processes, well-known device structures, and well-known technologies are not described in detail.

[0062] The terminology used herein is for the purpose of describing particular example embodiments only and is not intended to be limiting. As used herein, the singular forms “a,” “an,” and “the” may be intended to include the plural forms as well, unless the context clearly indicates otherwise. The terms “comprises,” “comprising,” “including,” and “having,” are inclusive and therefore specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. The method steps, processes, and operations described herein are not to be construed as necessarily requiring their performance in the particular order discussed or illustrated, unless specifically identified as an order of performance. It is also to be understood that additional or alternative steps may be employed.

[0063] When an element or layer is referred to as being “on,” “engaged to,” “connected to,” or “coupled to” another element or layer, it may be directly on, engaged, connected or coupled to the other element or layer, or intervening elements or layers may be present. In contrast, when an element is referred to as being “directly on,” “directly engaged to,” “directly connected to,” or “directly coupled to” another element or layer, there may be no intervening elements or layers present. Other words used to describe the relationship between elements should be interpreted in a like fashion (e.g., “between” versus “directly between,” “adjacent” versus “directly adjacent,” etc.). As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed items.

[0064] Although the terms first, second, third, etc. may be used herein to describe various elements, components, regions, layers and/or sections, these elements, components, regions, layers and/or sections should not be limited by these terms. These terms may be only used to distinguish one element, component, region, layer or section from another region, layer or section. Terms such as “first,” “second,” and other numerical terms when used herein do not imply a sequence or order unless clearly indicated by the context. Thus, a first element, component, region, layer or section discussed below could be termed a second element, component, region, layer or section without departing from the teachings of the example embodiments.

[0065] Spatially relative terms, such as “inner,” “outer,” “beneath,” “below,” “lower,” “above,” “upper,” and the like, may be used herein for ease of description to describe one element or feature's relationship to another element(s) or feature(s) as illustrated in the figures. Spatially relative terms may be intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as “below” or “beneath” other elements or features would then be oriented “above” the other elements or features. Thus, the example term “below” can encompass both an orientation of above and below. The device may be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

Claims

CLAIMS What is claimed is:

1 . A vehicle article carrier system for supporting articles elevationally above an outer body surface of a vehicle, the system comprising: a cross bar subsystem having a central portion and first and second side portions on opposing sides of the central portion; first and second longitudinal support rails fixedly secured to an outer body surface of the vehicle in spaced apart relation to one another, the first side portion of the cross bar arranged to reside in proximity to the first longitudinal support rail, and the second longitudinal support rail arranged to lie in proximity to the second longitudinal support rail; a first locking subsystem housed in the first side portion and configured to engage with a portion of the first longitudinal support rail to lock the first side portion stationary relative to the first longitudinal support rail; a second locking subsystem housed in the second side portion and configured to engage with a portion of the second longitudinal support rail to lock the second side portion of the cross bar assembly stationary relative to the second longitudinal support; a first actuating subsystem including a first actuating element operably associated with the first locking subsystem and operable to unlock both the first and second locking subsystems simultaneously through selective movement of the first actuating element; a single cable assembly extending through the central portion of the cross bar and being operably coupled to both of the first and second locking subsystems; the single cable assembly including an outer sheath and an inner cable element extending through an interior of the outer sheath, the outer sheath of the single cable assembly being operably associated with the first actuating element; the first actuating element being movable to control a change in effective length of the outer sheath between the first actuating element and the first locking subsystem, the change in effective length enabling: simultaneous unlocking of both of the first and second locking subsystems; and simultaneous locking of both of the first and second locking subsystems.

2. The system of claim 1 , further comprising: a second actuating subsystem having a manually movable second actuating element, the second actuating element being operably associated with the second locking subsystem and operably coupled to a portion of the outer sheath to: simultaneously move both the first and second locking subsystems into unlocked positions through movement of the second actuating element; and simultaneously move both the first and second locking subsystems into locked positions through movement of the second actuating element.

3. The system of claim 2, wherein each of the first and second locking subsystems includes an associated carriage member, a portion of each said carriage member configured to move within an associated one of the first or second longitudinal support rails.

4. The system of claim 3, wherein each said longitudinal support rail includes a support track forming an internal portion thereof.

5. The system of claim 4, wherein each said carriage member is configured to be housed within an associated one of the first or second longitudinal support rails, and wherein each said carriage member includes at least one wheel for enabling the carriage member to move in rolling fashion along a portion of its associated said support track.

6. The system of claim 5, wherein each said carriage member includes a slidably disposed locking element for engaging with one of a plurality of openings in its associated said support track.

7. The system of claim 2, wherein the outer sheath of the cable assembly includes a first outer sheath portion, and a pair of second outer sheath portions, the first outer sheath portion extending between the first and second locking subsystems, a first one of the second outer sheath portions arranged between the first locking subsystem and the first longitudinal support rail, and a second one of the second outer sheath portions arranged between the second actuating element and the second longitudinal support rail.

8. The system of claim 7, wherein each of said first and second actuating subsystems include: a base plate having a pair of spaced apart elongated slots formed therein; one of said first or second actuating elements pivotally coupled to said base plate between said elongated slots; a pair of pivot links each coupled at one end to the actuating element; a first one of the pivot links operably coupled to one end of the first outer sheath portion of the single cable; a second one of the pivot links operably coupled to one end of the second outer sheath portion of the single cable; a locking element movable linearly and configured to engage with a portion of an associated one of the first or second support rails, the locking element being operably coupled to the inner cable element and in abutting relationship with one end of the second outer sheath portion; wherein rotational movement of the actuating element in a first rotational direction operates to simultaneously draw the first and second outer sheath portions of the cable closer to one another, to initiate simultaneous unlocking of both of said first and second locking subsystems from both of the first and second support rails; and wherein rotational movement of the actuating element in a second rotational direction operates to simultaneously move the first and second outer sheath portions of the single cable father away from one another, to cause simultaneously locking of both of the first and second locking subsystems.

9. The system of claim 8, wherein each of the first and second locking mechanisms includes: a linearly moveable locking element; and a biasing element operably associated with the linearly movable locking element for biasing the linearly moveable locking element into a normally locked orientation relative to its associated said longitudinal first or second support rail.

10. The system of claim 9, wherein: each said locking subsystem includes a carriage element having an upper wall; and the biasing element is positioned between a portion of the linearly movable locking element and the upper wall of the carriage member, with a portion of the inner cable element extending through an interior of the biasing element.

11 . The system of claim 10, wherein the biasing element comprises a coil spring.

12. The system of claim 9, wherein each of said first and second actuating subsystems includes: a pair of L-shaped slide couplings configured to move slidably in an associated one of said slots of said baseplate, the L-shaped slide couplings operating to couple the actuating element to its associated said pivot links.

13. The system of claim 9, wherein the inner cable element comprises a continuous length of cable coupled at one end to a portion of the locking subsystem, and at a second end to a portion of the second locking subsystem.

14. The system of claim 5, wherein each said carriage member includes an anti rattle mechanism including: a linearly moveable wheel; a wheel support element carried on the carriage and movable linearly relative to the carriage; the carriage member including a pair of recesses; a guide pin operably associated with the wheel support element and operably to engage within the pair of recesses and to move up and down within the pair of recesses; a wedge shaped tensioning element configured to be aligned with an opening in the wheel support element and positioned adjacent to a portion of the carriage member; a coil spring housed within the wedge shaped tensioning element for biasing the wedge shaped tensioning element into the opening in the wheel support element; and wherein the wedge shaped tensioning element urges the wheel support element linear to draw the linearly movable wheel into contact with a portion of the support track, to tension the first and second side portions of the cross bar subassembly into contact with the first and second longitudinal support rails.

15. A vehicle article carrier system for supporting articles elevationally above an outer body surface of a vehicle, the system comprising: a cross bar subsystem having a central portion and first and second side portions on opposing sides of the central portion; first and second longitudinal support rails fixedly secured to an outer body surface of the vehicle in spaced apart relation to one another, the first side portion of the cross bar arranged to reside in proximity to the first longitudinal support rail, and the second longitudinal support rail arranged to lie in proximity to the second longitudinal support rail; a first locking subsystem housed in the first side portion and configured to engage with a portion of the first longitudinal support rail to lock the first side portion stationary relative to the first longitudinal support rail; a second locking subsystem housed in the second side portion and configured to engage with a portion of the second longitudinal support rail to lock the second side portion of the cross bar assembly stationary relative to the second longitudinal support; a first actuating subsystem having a first actuating element operably associated with the first locking subsystem and operable to unlock both the first and second locking subsystems simultaneously through selective movement of the first actuating element; a second actuating subsystem having a second actuating element operably associated with the second locking subsystem and operable to unlock both the first and second locking subsystems simultaneously through selective movement of the second actuating element; and a single cable assembly having a plurality of outer sheath portions and a single, continuous inner cable element, the single cable assembly coupling the first and second actuating elements and extending through the central portion of the cross bar subsystem, such that the inner cable element is stationary, and the outer sheath portions are selectively moved when moving either one of the first or second actuating elements rotationally, to enable simultaneous unlocking and locking of both of said first and second locking subsystems.

16. The system of claim 15, further comprising: a first carriage member operably associated with the first locking subsystem; a second carriage member operably associated with the second locking subsystem; each said carriage member including an associated support track; and wherein each said carriage member is configured to be housed within an associated one of the first or second longitudinal support rails, and wherein each said carriage member includes a plurality of wheels for enabling the carriage member to move in rolling fashion along a portion of its associated said support track.

17. The system of claim 16, wherein the outer sheath portions include a first outer sheath portion, and a pair of second outer sheath portions within which the inner cable element is housed, the first outer sheath portion extending between the first and second locking subsystems, a first one of the second outer sheath portions arranged between the first locking subsystem and the first longitudinal support rail, and a second one of the second outer sheath portions arranged between the second actuating element and the second longitudinal support rail.

18. The system of claim 17, wherein each of said first and second actuating subsystems include: a base plate having a pair of spaced apart elongated slots formed therein; one of said first or second actuating elements pivotally coupled to said base plate between said elongated slots; a pair of pivot links each coupled at one end to the actuating element; a first one of the pivot links operably coupled to one end of the first outer sheath portion of the single cable; a second one of the pivot links operably coupled to one end of the second outer sheath portion of the single cable; a locking element movable linearly and configured to engage with a portion of an associated one of the first or second support rails, the locking element being operably coupled to the inner cable element and in abutting relationship with one end of the second outer sheath portion; wherein rotational movement of the actuating element in a first rotational direction operates to simultaneously draw the first and second outer sheath portions of the cable closer to one another while the inner cable element remains stationary, to initiate simultaneous unlocking of both of said first and second locking subsystems from both of the first and second support rails; and wherein rotational movement of the actuating element in a second rotational direction operates to simultaneously move the first and second outer sheath portions of the single cable father away from one another while the inner cable element remains stationary, to cause simultaneously locking of both of the first and second locking subsystems.

19. The system of claim 18, wherein each of the first and second locking mechanisms includes: a linearly moveable locking element; a biasing element operably associated with the linearly movable locking element for biasing the linearly moveable locking element into a normally locked orientation relative to its associated said longitudinal first or second support rail; wherein each said locking subsystem includes a carriage element having an upper wall; and wherein the biasing element is positioned between a portion of the linearly movable locking element and the upper wall of the carriage member, with a portion of the inner cable element extending through an interior of the biasing element.

20. The system of claim 19, wherein each of said first and second actuating subsystems includes: a pair of L-shaped slide couplings configured to move slidably in an associated one of said slots of said baseplate, the L-shaped slide couplings operating to couple the actuating element to its associated said pivot links.

21. A vehicle article carrier system for supporting articles elevationally above an outer body surface of a vehicle, the system comprising: a cross bar subsystem having a central portion and first and second side portions on opposing sides of the central portion; first and second longitudinal support rails fixedly secured to an outer body surface of the vehicle in spaced apart relation to one another, the first side portion of the cross bar arranged to reside in proximity to the first longitudinal support rail, and the second longitudinal support rail arranged to lie in proximity to the second longitudinal support rail; a first locking subsystem having a first carriage member, and being partially housed in the first side portion and configured to engage with a portion of the first longitudinal support rail to lock the first side portion stationary relative to the first longitudinal support rail; a second locking subsystem having a second carriage member, and being partially housed in the second side portion and configured to engage with a portion of the second longitudinal support rail to lock the second side portion of the cross bar assembly stationary relative to the second longitudinal support; a first actuating subsystem having a first rotationally supported actuating element operably associated with the first locking subsystem and operable to unlock both the first and second locking subsystems simultaneously through selective rotational movement of the first actuating element; a second actuating subsystem having a second rotationally supported actuating element operably associated with the second locking subsystem and operable to unlock both the first and second locking subsystems simultaneously through selective movement of the second actuating element; and a single cable assembly having a plurality of outer sheath portions and a single, continuous inner cable element, the single cable assembly coupling the first and second actuating elements and extending through the central portion of the cross bar subsystem; and the inner cable element being stationary and coupled fixedly at its opposing ends to the first and second carriage members, and the outer sheath portions being selectively moved when moving either one of the first or second actuating elements rotationally, to enable simultaneous unlocking and locking of both of said first and second locking subsystems while the inner cable element remains stationary.