TECHNICAL FIELD Generally, this invention relates to vehicle loading systems which may be utilized as a device and method for loading a vehicle. Specifically, the invention is intended to provide an improved technique for efficiently loading and unloading vehicle cargo carriers or racks attached to the roof of the vehicle. The loading system is designed specifically to be an addition to the existing rack or carrier and to the current methods of loading and unloading cargo to and from the vehicle roof.

BACKGROUND OF THE INVENTION After-market roof racks are common in the private and commercial vehicle markets to carry everything from recreational equipment such as bikes, skis, and canoes to building materials. Many current roof racks may be static devices secured permanently to the tops of vehicles. Conventionally, a person intending to load a cargo on to the roof rack may be required to extend their arms and reach over the side of the vehicle, while holding the cargo, until the load rests on the vehicle roof rack cross bars. Furthermore, vehicles in the current market place tend to be larger, having an increased vertical stance relative to previous model year vehicles. In particular, and by way of example, Sport Utility Vehicles (SUVs) may have an extended vertical stance relative to an average height of a typical SUV driver. The height and reach required to load a typical cargo onto the roof of an SUV may tend to make the roof- attached carrier or rack impractical for an average user. It would be desirable for the average user to have the ability to load and unload a cargo from a comfortable and

accessible position, e. g. from an outboard position such as the side or from behind the vehicle, to the roof of the vehicle.

To improve the clarity of this disclosure, the terms"vehicle roof rack," "vehicle roof cargo carrier"and"rack or carrier elements"thereof describe: 1) the conventional components that are physically attached to the roof of a vehicle, often referred to as"towers","posts"or"bars"in conventional parlance, and 2) single or multiple sets of cargo supporting bars, often referred to as"cross bars", which typically are tubular or rectangular in cross section. The term"cross bars"or"bars", however, are not intended or used in this disclosure to be viewed as applying only to elements oriented transverse to the vehicle longitudinal axis nor to only supportive elements. Therefore, use of the terms"vehicle roof rack","vehicle roof cargo carrier","rack elements","carrier elements","towers","posts","bars"or"cross bars"refer to conventional components that are physically attached to the roof of a vehicle as part of a conventional roof rack or carrier system. The terms"loading"and "unloading"refer to placement of a cargo on to or off of the rack or carrier of a vehicle. The term"support"is used within this disclosure to identify those rack and placement device elements that provide a measure of cargo stability or responsive support to the cargo weight and orientation. Furthermore, the term"cargo"is used to apply to any physical object or material to be loaded and/or unloaded from a vehicle.

Several attempts have been made to create vehicle roof racks or carriers with a purpose of making loading and unloading of cargo easier. However in most instances, as in the U. S. Patents 5,360,150 to Jean-Luc Praz, 5,417,358 to Haselgrove, 5,421,495 to Bubik et al., and 5,673,831 to Spratt, the prior attempts appear to have been directed to incorporating into a single roof rack or carrier design a system to load and unload a cargo. These designs appear to attempt an all-encompassing design of a roof rack or carrier that firmly attaches to a vehicle roof and that raises or lowers the rack or carrier from the roof to provide for loading and unloading. However, such attempts may have yielded roof racks particular to a limited number of roof profiles. Many current roof racks may allow the user to install the rack without any restriction to the

distance between individual cross bars or support bars. Such roof rack flexibility may generally be required because of the possible wide range of vehicle roof top dimensions. It appears that the previous efforts immediately referenced above have inadequately provided sufficient consideration for the adjustability of roof racks. It is, therefore, desirable to provide a cargo placement system that is multi-functional for various vehicle configurations.

Furthermore, it is desirable given the apparent strength of current market competition in roof racks, in particular competitive roof rack manufactures such as YAKIMATM and THULE, to provide a cargo placement system for the roof of vehicles that is not constrained to any particular roof rack design or configuration.

Two of the above named roof racks, U. S. Patents 5,360,150 and 5,417,358, may require a complete set of special accessories to attach any load or cargo onto the moveable portion of the rack. Therefore, the requirement of existing accessories particular to the design of a particular rack may make the loading and unloading of such racks unnecessarily limited and prohibitively expensive. It is, therefore, desirable to provide a cargo placement system that is not necessarily unique to a particular roof rack, thereby providing a system that may be used with any number of existing roof racks.

Furthermore, several previous designs, such as U. S. Patents 5,360,150 and 5,417,358 previously mentioned, appear to require the moveable portion of the rack to be fully extended out-board from the center of the vehicle before the load can be moved into a load or unload position. In such a position, the moveable portion of the rack is apparently parallel to and in the same plane as the fixed portion of the roof rack. This configuration may yield a center of gravity of the cargo and rack that is apparently a maximum distance from the fulcrum or pivot point. A large moment may, as a result, be created about the fulcrum or pivot point. Therefore, a person lowering the moveable portion of the rack and load may be left holding a large percentage of the weight of the rack and cargo.

Additionally, even with typical cargo loads the downward force of unloading may cause the rack and load combination to suddenly swing down once the load is fully extended from the center of the vehicle. Furthermore, a person may be required to fully swing and lift the cargo straight up, stepping away from the vehicle at the same time. The person may then be required to align the moveable and fixed portions of the rack to load the cargo onto the top of the vehicle. Even when the rack is in a final or travel position, the cargo configuration and resulting travel forces from a moving vehicle may make the rack and load combination in the travel position unstable. It is further desirable, therefore, to provide a cargo placement system that reduces the imposed forces on the person loading or unloading a cargo to the vehicle roof rack and that provides motion retention elements that minimize system movement when in a loaded or travel position.

One prior design, in particular, U. S. Patent 5,782,391 to Cretcher, attempts to provide a roof rack loading mechanism that may allow the user to raise and lower a cargo via a pivot from varying distances relative to the vehicle and the roof rack.

Varying the distance from the user at one end of the mechanism to the pivot may reduce the imposed forces on the user by reducing the distance from the end of the mechanism to the pivot, i. e. the moment or leverage arm. The design, however, may not sufficiently account for the percentage of weight held by the user of the mechanism, despite the user's apparent ability to raise and lower the mechanism using a reduced moment or leverage arm. The design may not sufficiently account for the center of gravity of the combined loading mechanism and attached cargo.

Furthermore, the particular design of the immediately referenced patent may not adequately provide sufficient user access to the loading mechanism itself. A cargo attached to the referenced design is fixed in orientation relative to the loading mechanism or an element thereof. Depending on the particular dimensions of the cargo, for example bulky or cumbersome objects such as a bicycle, the user may need to negotiate the loaded cargo in order to lower and raise the mechanism, further detracting from the ease and simplicity desired when loading and unloading cargo. It is, therefore, desirable to provide a cargo placement system that minimizes imposed

forces on the person loading or unloading a cargo to the vehicle roof rack by sufficiently accounting for the moment arm and center of gravity of the combined placement system and cargo and that provides sufficient user access to the placement system itself.

Additionally, the disclosure in the U. S. Patent 5,782,391 to Cretcher may not functionally provide for often available rack accessory attachments and may not provide sufficient support for multiple support elements of the loading mechanism.

Accessory attachments may provide for the particular attachment requirements of uniquely shaped cargo, such as skis, snowboards, and bicycles. The accessory attachments may require connection to the rack or loading device such that the accessory wraps around or circumferentially connects to a rack or unloading mechanism element. The immediately referenced design may not allow wrap around or circumferentially connecting accessory elements to pass the pivot point of the loading mechanism when the mechanism is extend or retracted for loading and unloading. Furthermore, functional elements of the'391 mechanism may be subject to load forces that may permanently deform the elements. It is, therefore, desirable to provide a cargo placement system that allows for the use of wrap around or circumferentially connecting accessory attachments while continuing to provide the primary functions of loading and unloading and that further provides retaining elements to maintain the mechanical integrity of the system.

The present invention provides a vehicle cargo placement system that addresses the inadequacies that may have existed with prior loading and unloading roof rack systems. Accordingly, the present invention provides a vehicle cargo placement device and method for loading and unloading of vehicle roof racks or carriers. The present invention may even be considered in some aspects as a development away from that which was previously known in the art of vehicle loading and unloading.

One embodiment of the invention comprises: at least two linear direction elements responsive to at least two roof rack support elements; at least two mutually parallel cargo support elements that substantially surround one of the at least two linear direction elements and which are each responsive to and slidably moveable with respect to one of the at least two linear direction elements; at least two rotation elements such that one of the at least two linear direction elements and one of the at least two cargo support elements are rotationally responsive to the rotation elements; and at least one parallel retention element such that at least one of the at least two cargo support elements are responsive to the parallel retention element or elements.

Preferably, the embodiment may include rotation prevention elements, preferably in the form of post elements to which one of the at least two mutually parallel cargo support elements are slidingly responsive, to prevent rotational movement. The device preferably may include at least one torsion control element positioned transverse to the at least two cargo support elements to provide device support. The rotation elements preferably comprise either at least two post elements each responsive to the rack support elements or each comprise post elements which connect the at least two cargo support elements and the at least two linear direction elements.

Furthermore, and preferably, the vehicle cargo placement device may further comprise at least two slide retention elements each to which one of the at least two cargo support elements are slidingly retained. The slide retention elements may preferably comprise lock elements. At least one cargo adjustment element may preferably be provided, and further comprising a handle, to which the at least two cargo support elements and the at least two linear direction elements are positionally responsive. The At least one cargo adjustment element may preferably comprise a lever arm. Preferably, the device may additionally comprise at least one dynamic cargo reposition element to which cargo is responsive, and preferably such that the cargo is orientationally responsive with respect to the at least two cargo support elements when the at least two cargo support elements are moved with respect to the at least two linear direction elements. The cargo adjustment device may further comprise at least two cargo adapters responsive to the at least two cargo support

elements so as to permit the at least two cargo support elements to be each slidably moveable with respect to one of the at least two linear direction elements, and preferably, wherein each of the at least two cargo adapters substantially circumferentially surround one of the at least two cargo support elements.

Additional embodiments of the device may comprise: at least one linear direction element; at least one cargo support element responsive to and moveable with respect to the at least one linear direction element and adapted to support cargo; at least one rotation element to which the at least one linear direction element and the at least one cargo support element are rotationally responsive; and at least one dynamic cargo reposition element to which the cargo is responsive.

An additional embodiment may comprise a vehicle cargo placement device wherein the cargo is orientationally responsive to the at least one dynamic cargo reposition, and preferably, wherein the cargo is orientationally, and preferably pivotally, responsive to the at least one dynamic cargo reposition element with respect to the at least one cargo support element when the at least one cargo support element is moved with respect to the at least one linear direction element. Additionally, the at least one cargo support element is preferably moveable parallel, or preferably slidably moveable, with respect to the at least one linear direction element.

Furthermore, an additional embodiment of the present invention may further comprise: the at least one linear direction element comprising a first linear direction element and a second linear direction element positioned parallel to the first linear direction element; the at least one cargo support element comprising a first cargo support element and a second cargo support element positioned parallel to the first cargo support element; and further comprising at least one parallel support element to which the first cargo support element and the second cargo support element are responsive. Additionally, a handle is preferably connected to the first and second cargo support elements; at least one rotation lock is preferably further provided to which at least one cargo support element is responsive; and preferably further wherein

one cargo support element has a distal end and wherein the at least one rotation lock comprises a slide-in rotation lock positioned adjacent the distal end of the at least one cargo support element. According to a preferred embodiment, the vehicle cargo placement device further comprises a carriage lock to which at least one cargo support element is responsive and a slide limit lock to which at least one cargo support element is responsive.

A preferred embodiment of a vehicle cargo placement device may comprise: at least one linear direction element; at least one circumferentially encompassing cargo support element responsive to and moveable with respect to the at least one linear direction element and adapted to support cargo; and at least one rotation element to which the at least one linear direction element and the at least one cargo support element are rotationally responsive. Preferably, the device further comprises: at least one dynamic cargo reposition element to which cargo is responsive; wherein the at least one circumferentially encompassing cargo support element comprises an unrestricted strap element; the at least one circumferentially encompassing cargo support element substantially surrounds at least three sides of the at least one linear direction element; and further comprising at least one rail slide positioned internal to the at least o7le circumferentially encompassing cargo support element and adapted to permit slidable movement of the at least oiie circumferentially encompassing cargo support element with respect to at least one linear direction element.

An additional embodiment of the present invention may provide the at least one dynamic cargo reposition element comprising at least one rotational moment reduction element. Preferably, the cargo has a center of gravity and a perpendicular moment arm and the at least one rotational moment reduction element causes the perpendicular moment arm to be automatically reduced when the at least one cargo support element is moved with respect to the at least one linear direction element.

Additionally, a preferred embodiment may include at least one dynamic cargo reposition element comprising at least one cargo attachment element connected to the

at least one linear direction element. Preferably, the at least one cargo attachment element connected to the at least one linear direction element comprises at least one rigid attachment arm. Additionally, a preferred embodiment may further comprise at least one hingeable mount which connects the at least one rigid attachment arm to the at least one linear direction element.

A preferred embodiment of the present invention may further comprise at least a plurality of attachment elements to which the at least one linear direction element is responsive, and preferably wherein the at least a plurality of attachment elements comprises at least a plurality of existing cargo rack attachment elements to which the at least one linear direction element is responsive. The existing cargo rack attachment elements may be adapted to connect the at least one linear direction element to at least one cross bar of an existing cargo rack. A preferred embodiment may additionally provide the at least one of the attachment elements comprising the rotation element.

Preferably, the vehicle cargo placement device may further comprise at least one cargo adapter responsive to the at least one cargo support element and preferably wherein the at least one cargo adapter and wherein the cargo adapter is responsive to the at least one cargo support element so as to permit the at least one cargo support element to be each slidably moveable with respect to the at least one linear direction element.

The invention may further provide an embodiment of a vehicle cargo placement device comprising at least one cargo adapter orientationally responsive to the at least one dynamic cargo reposition element, and may be orientationally responsive with respect to one or at least two cargo support elements, and in some embodiments a circumferentially encompassing cargo support element, when the at least one or at least two cargo support elements, in some embodiments mutually parallel, are moved with respect to at least two linear direction elements. The one or at least one cargo adapter may be pivotally responsive to the dynamic cargo reposition element. In some embodiments the at least one cargo adapter may comprise at least

one cargo support tray. Furthermore, the cargo adapter may be orientationally responsive so as to permit the at least one or at least two cargo support elements to be each slidably moveable with respect to one of the at least two linear direction elements.

Embodiments of the present invention may comprising at least one pivot element pivotally responsive to the at least one cargo adapter. The at least one pivot element may be differentially pivotally responsive to the at least one cargo adapter, and in preferred embodiments, differentially pivotally responsive to the at least one cargo adapter in an pivot angle less than about 90 degrees. The present invention may also provide at least one pivot element releasably responsive to the at least one cargo adapter and may in some embodiments be connected to at least one of the at least two cargo support elements.

At least one pivot element may comprise two pivot elements, each pivot element connected to one of the at least two cargo support elements. In preferred embodiments the at least one pivot element may comprise at least one differential ball and socket swivel.

The present invention further discloses embodiments of a vehicle cargo placement device wherein the at least one cargo adapter may be differentially pivotally responsive to the dynamic cargo reposition element, and in preferred embodiments, is differentially pivotally responsive to the dynamic cargo reposition element in an orientation angle less than about 90 degrees.

Another embodiment of the present invention may provide a vehicle cargo placement device comprising at least one cargo support element and at least one cargo adaption element orientationally connected to the at least one cargo support element and adapted to support cargo, wherein the at least one cargo adaption element is orientationally positionable dynamically responsive to an orientation of a supported cargo. Furthermore, the embodiment may include at least one cargo adaption element that is pivotally positionable or that is differentially pivotally positionable.

A preferred embodiment of the present invention may also comprise a method of positioning cargo relative to a vehicle comprising the steps of : establishing a first linear direction element responsive to a roof rack support element; establishing a second linear direction element responsive to a roof rack support element; locating a first cargo support element responsive to and substantially surrounding the first linear direction element; locating a second cargo support element responsive to and substantially surrounding the second linear direction element; linearly moving the first cargo support element relative to the first linear direction element; linearly moving the second cargo support element relative to the second linear direction element; rotating the first and the second linear direction elements relative to the vehicle surface; rotating the first and the second cargo support elements relative to the vehicle surface; and parallely supporting the first cargo support element and the second cargo support elements.

A preferred method of positioning cargo relative to a vehicle may further comprise the step of slidingly rotationally restraining the first and the second cargo support element relative to the vehicle surface, the step of attaching the cargo relative to at least one of the linear direction elements, and wherein the steps of linearly moving the first cargo support element relative to the first linear direction element and linearly moving the second cargo support element relative to the second linear direction element comprise the step of manipulating a handle to which the first and the second cargo support elements are responsive. Additionally, a preferred method of positioning cargo relative to a vehicle may further comprise the step of fixing the first and the second cargo support elements relative to a vehicle side after accomplishing the step of rotating the first and the second cargo support elements relative to the vehicle surface.

Another preferred method of positioning cargo relative to a vehicle according to the present invention comprises the steps of establishing a linear direction element relative to a vehicle surface; locating a cargo support element responsive to the linear direction element; linearly moving the cargo support element relative to the linear

direction element; rotating the linear direction element relative to the vehicle surface; rotating the cargo support element relative to the vehicle surface; and dynamically repositioning the cargo relative to the cargo support element while accomplishing the step of linearly moving the cargo support element relative to the linear direction element.

A preferred method of positioning cargo relative to a vehicle may further provide wherein the step of dynamically repositioning the cargo relative to the cargo support element while accomplishing the step of linearly moving the cargo support element relative to the linear direction element comprises the step of reorienting the cargo relative to at least one of the cargo support elements or comprises the step of causing the cargo to be orientationally responsive with respect to the cargo support element when the cargo support element is moved with respect to the linear direction element. Additionally, a preferred method may provide wherein the step of linearly moving the cargo support element relative to the linear direction element comprises the step of sliding the cargo support element relative to the linear direction element or wherein the cargo has a rotational moment and wherein the step of dynamically repositioning the cargo relative to the cargo support element while accomplishing the step of linearly moving the cargo support element relative to the linear direction element comprises the step of reducing the rotational moment of the cargo.

Furthermore, a preferred method of positioning cargo relative to a vehicle may further provide wherein the cargo has a perpendicular moment arm and wherein the step of dynamically repositioning the cargo relative to the cargo support element while accomplishing the step of linearly moving the cargo support element relative to the linear direction element comprises the step of reducing the perpendicular moment arm of the cargo.

Additionally a preferred method may provide wherein the step of establishing a linear direction element relative to a vehicle surface comprises the steps of : establishing a first linear direction element relative to a vehicle surface; and

establishing a second linear direction element relative to a vehicle surface, and wherein the step of locating a cargo support element responsive to the linear direction element comprises the steps of locating a first cargo support element responsive to the linear direction element; and locating a second cargo support element responsive to the linear direction element, and wherein the step of linearly moving the cargo support element relative to the linear direction element comprises the steps of : linearly moving the first cargo support element relative to the first linear direction element; and linearly moving the second cargo support element relative to the second linear direction element; and wherein the step of rotating the linear direction element relative to the vehicle surface comprises the steps of rotating both the first and the second linear direction elements relative to the vehicle surface, and wherein the step of rotating the cargo support element relative to the vehicle surface comprises the steps of rotating both the first and the second cargo support elements relative to the vehicle surface, and further comprising the step of parallely supporting the first cargo support element and the second cargo support elements.

A preferred method of positioning cargo relative to a vehicle may additionally provide wherein the step of establishing a linear direction element relative to a vehicle surface comprises the step of attaching to an existing element of a vehicle cargo holder or comprises the step of attaching to an existing cross bar of a vehicle cargo holder.

An additional preferred method of positioning cargo relative to a vehicle may comprise the steps of : establishing a linear direction element relative to a vehicle surface; locating a cargo support element responsive to the linear direction element; circumferentially encompassing the linear direction element by the cargo support element; linearly moving the cargo support element relative to the linear direction element; rotating the linear direction element relative to the vehicle surface; and rotating the cargo support element relative to the vehicle surface.

Additionally, a method of positioning cargo relative to a vehicle may further comprise the step of strapping the cargo to the cargo support element and wherein the step of strapping the cargo to the cargo support element comprises the step of surrounding the cargo support element and the linear direction element by a strap. A preferred method may further provide wherein the step of circumferentially encompassing the linear direction element by the cargo support element comprises the step of surrounding at least three sides of the linear direction element by the cargo support element.

The present invention may further provide a method of positioning cargo relative to a vehicle comprising the step of dynamically repositioning at least one cargo adapter relative to the first and the second cargo support elements while accomplishing the steps of linearly moving, a cargo support element or elements, and in preferred embodiments, first and second cargo support elements relative to a linear direction element, preferably first and second linear direction elements. Dynamically repositioning at least one cargo adapter may comprise the step of causing the at least one cargo adapter to be orientationally responsive with respect to a cargo support element or elements, preferably first and second cargo support elements when the cargo support elements are moved with respect to a linear direction element or elements, preferably first and the second linear direction elements.

The present invention may further provide methods of positioning cargo relative to a vehicle wherein the step of dynamically repositioning at least one cargo adapter comprises the step of pivotally repositioning the at least one cargo adapter relative to a cargo support element or elements, preferably first and the second cargo support elements. Further embodiments may provide wherein the steps of linearly moving the cargo support element or elements, preferably first and second cargo support elements, relative to a linear direction element or elements, preferably first and the second linear direction elements, comprise steps of sliding the cargo support element or elements relative to the linear direction element or elements.

The present invention may further embody a method of positioning cargo relative to a vehicle, comprising the steps of : establishing at least one cargo support element relative to a vehicle surface; locating at least one cargo adaption element orientationally connected to the at least one cargo support element and adapted to support cargo; supporting a cargo with the at least one cargo adaption element ; and orientationally positioning the at least one cargo adaption element in an orientation dynamically responsive to an orientation of the cargo. Furthermore, the step of orientationally positioning the at least one cargo adaption element in an orientation dynamically responsive to an orientation of the cargo may comprise the step of pivotally positioning the at least one cargo adaption element. The step of pivotally positioning the at least one cargo adaption element may further comprise the step of differentially pivotally positioning the at least one cargo adaption element.

It is an object, therefore, of the present invention to provide a vehicle cargo placement system for loading and unloading of cargo.

In particular, it is an object of the present invention to provide a vehicle cargo placement system for loading and unloading of cargo such that the average user has the ability to load and unload a cargo from a comfortable and accessible position, e. g. from an outboard position such as the side or from behind the vehicle, to the roof of the vehicle. A goal of the present invention therefore is to provide an adjustable cargo placement system accessible both in relation to the user's position with respect to the vehicle and with respect to the orientation of cargo on the cargo placement device.

A further object of the present invention is to provide a vehicle cargo placement system for loading and unloading of cargo that is multi-functional for various vehicle and roof rack configurations. A goal therefore is to provide an open designed cargo placement system that is adaptable to various vehicles and vehicle roof racks.

A further object of the present invention is to provide a vehicle cargo placement system for loading and unloading of cargo that may be used with any number of existing roof racks. A goal of the invention therefore is to provide a cargo placement system that is not necessarily unique to a particular vehicle roof rack.

A further object of the present invention is to provide a vehicle cargo placement system for loading and unloading of cargo that reduces the imposed forces on the person loading or unloading a cargo to the vehicle roof rack. A goal therefore of the present invention is to minimize moment forces. An addition object of the invention is to minimize device movement when in a loaded or travel position. A goal therefore is to provide motion retention elements to the placement system.

A further object of the present invention is to provide a vehicle cargo placement system for loading and unloading of cargo that minimizes imposed forces on the person loading or unloading a cargo to the vehicle roof rack. A goal therefore of the present invention is to sufficiently account for the moment arm and center of gravity of the combined placement device and cargo and that provides sufficient user access.

A further object of the present invention is to provide a vehicle cargo placement system for loading and unloading of cargo that provides continuously the primary functions of loading and unloading. A goal therefore of the present invention is to adequately allow for the use of wrap around or circumferentially connecting accessory attachments. An additional object is to provide a vehicle cargo placement system that maintains the mechanical system integrity. A goal therefore is to provide retaining elements to minimize movement or motion of the device.

Other objects of the invention are disclosed throughout other areas of the specification and claims. In addition, the goals and objectives may apply either in dependent or independent fashion to a variety of other goals and objectives in a variety of embodiments. In particular, and as may be noted from the claims, for

efficiency many claims have been presented only in either method or apparatus contexts. It should be understood that as to all elements, additional or corollary method or apparatus claims may be presented at a later time and such should be understood as encompassed by the existing disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a perspective view of an embodiment of the invention showing a vehicle cargo placement device.

Figure 2 is a frontal view of the embodiment shown in Figure 1, wherein one carriage faceplate is omitted to define the inner components of carriage and rail system.

Figure 3 is a cross section view along the section A-A'of the embodiment shown in Figure 2.

Figure 4 is a perspective view of a second embodiment of the invention, in particular, of a carriage and rail assembly with carriage towers and mounting cross bar.

Figures 5a, Sb and 5c depict one embodiment of the present invention, showing the procedural steps for placing a cargo, in particular a bike, on top of a vehicle roof.

Figure 6 is a perspective view of an embodiment of the invention showing a vehicle cargo placement device.

Figure 7 is a cross section view of the embodiment shown in Figure 6.

Figure 7a is a cross section view of one embodiment of a cargo adapter.

Figure 7b is a perspective view of one embodiment of a cargo adapter.

Figures 8a, 8b, and 8c depict an embodiment of the present invention, showing the procedural steps for placing a cargo, in particular a bike, on top of a vehicle roof with the use of cargo adapters.

Figure 9 depicts an additional embodiment of the present invention, showing the procedural steps for placing a cargo, in particular a bike, on top of a vehicle roof with the use of cargo adapters.

MODES FOR CARRYING OUT THE INVENTION As can be easily understood, the basic concepts of the present invention may be embodied in a variety of ways. It involves both methods and devices to accomplish the appropriate method. In this patent, the methods are disclosed as part of the results shown to be achieved by the various devices described and as steps that are inherent to utilization. They are simply the natural result of utilizing the devices as intended and described. In addition, while some devices are disclosed, it would be understood that these not only accomplish certain methods, but also can be varied in many ways.

Importantly, as to the foregoing, all these facets should be understood to be encompassed by this disclosure. In addition, and as may be noted from the claims, for efficiency many claims have been presented only in either method or apparatus contexts. It should be understood that as to all elements, additional or corollary method or apparatus claims may be presented at a later time and such should be understood as encompassed by the existing disclosure.

It should be preliminarily noted that the term"at least one"as used in the following description and claims is not intended nor used in this disclosure to mean that other claims or descriptions not incorporating the"at least one"language cannot further include one or more like elements. More specifically, the language"at least one"is not intended nor used to change"open-ended"claims, inherently including

devices or methods having additional elements or steps apart from those claimed, into "closed-ended"claims wherein devices or methods having additional elements would not be covered by such claims. Accordingly, the use of the transitional phrase "comprising"is used to maintain the"open-end"claims herein, according to traditional claim interpretation.

Furthermore, and as described in the Background of the Invention, supra, the term"cross bars"or"bars"are not intended or used in this disclosure to be viewed as applying only to elements oriented transverse to the vehicle longitudinal axis nor to only supportive elements. Therefore, use of the terms"vehicle roof rack","vehicle roof cargo carrier","rack elements","carrier elements","towers","posts","bars"or "cross bars"refer generally to conventional components that are physically attached to the roof of a vehicle as part of a conventional roof rack or carrier system. By way of example and not to be limiting the disclosure herein, existing or conventional"cross bars"may in fact be side or end bars of the conventional rack or carrier. Furthermore, and by way of example,"cross bars"need not actually be cargo-supporting bars of the conventional system. Supporting elements are designated as such throughout this description.

Furthermore, note that the term"orientationally"or"orientationally responsive"or"cargo orientation"is defined herein to mean reposition or to change orientation. A"reposition element"may include not only physically structural elements but may include any repositioning object or force regardless of how generated. The term"dynamic"is used in this disclosure to mean movement or orientation occurs or changes upon a stated movement. By way of example and not by limitation,"dynamic"may mean movement occurs when a sliding function is performed. The term"dynamically responsive"may mean movement or orientation occurs or changes upon a movement or orientation of the cargo, for example. The term"linear"is not limitedly defined to a straight line but may incorporate any constant configuration, position or path movement. The term"reposition"need not be limited to a linear representation, but, and by way of example and not by limitation,

could be compression, expansion, or other physical manifestations of change.

"Circumferentially","circumferentially encompassing"or"circumferentially surrounding"may include, by way of example and not by limitation, wrapping or covering, and such functions as applying to all structural edges and corners, etc.

As can be understood from the drawings, the basic concepts of the present invention may be embodied in different ways. Figure 1 shows a perspective view of one embodiment of a vehicle cargo placement device of the present invention. As shown, the device may comprise two linear direction elements, preferably: at least a front rail (20F) and a rear rail (20R), both of which are preferably made from a strong light weight material and shaped such that they may straddle, cover or circumferentially encompass preferably an existing set of vehicle roof rack cross bars.

The linear direction elements may be responsive to or connected to a single or a plurality of attachment elements (5) (see Figures 4 and 5a through 5b) that may be existing rack attachment elements and may comprise a rotation element as further described infra. The rack attachment elements Preferably the front and rear rails may be shaped similar to the form of an upside down"U". The front and real rails may preferably be leveled relative to the existing set of cross bars using a rail leveler (not shown) made of a lightweight plastic and preferably shaped to easily press into the underside of the front and rear rails. It should be noted that although the preferred embodiment described herein describes and depicts at least two linear direction elements, a single linear direction element, or at least one, is fully within the scope of the present invention.

Preferably, the at least two linear direction elements or front and rear rails (20F) and (20R) may be secured to the existing front and rear roof rack cross bars (25F) and (25R) using at least two rotation elements or rail pins (90) (see Figure 3, depicting only one rail pin), preferably one pin or rotation element per existing rack cross bar. Additionally, the rotation elements may comprise post-type elements, each being a post element or each comprising post elements. The rail pins (90) may be positioned through drilled holes in the roof rack cross bars, preferably drilled near the

outside length of each cross bar. Other securing or connecting means are within the scope of the present invention. The rail pins (90) may then be preferably fastened to mating holes in the front and rear rails. The rotation elements or rail pins may provide both a fulcrum for the linear directing elements or rails to provide pivotal response or movement for at least one of the linear direction elements and may serve as connectors for the existing roof elements or rack bars and the linear directing elements or rails. It should be noted that although the preferred embodiment described herein describes and depicts at least two rotation elements, a single rotation element, or at least one, is fully within the scope of the present invention.

Further depicted in the Figures and according to a preferred embodiment are at least two cargo support elements or carriages (1OF) and (1OR) that may be mutually parallel and that may substantially and circumferentially surround one of the at least two linear direction elements or rails (20F) and (20R) and which may each be responsive to and slidably moveable with respect to one of the at least two linear direction elements. Furthermore, one of the at least two cargo support elements or carriages may be rotationally responsive to each of the rotation elements or pins (90).

The cargo support elements are preferably adapted to support a cargo with or without additional accessories such as cargo adapters. In particular embodiments, the cargo support element itself may comprise an unrestricted strap element (not depicted) to support a cargo. Accordingly, an unrestricted strap may be responsive to or attached to the cargo support and yet allow movement between the cargo support and linear direction elements. It should be noted that although the preferred embodiment described herein describes and depicts at least two cargo support elements, a single cargo support element, or at least one, is fully within the scope of the present invention.

A preferred embodiment may provide the at least two cargo support elements or front and rear carriages (1OF) and (1OR) to be made from a strong light weight material and shaped such that they may each straddle and circumferentially surround the linear direction elements or rails (20F) and (20R). Furthermore, a preferred

embodiment may include at least one slide element or rail slide (30) positioned internal to the at least one circumferentially encompassing cargo support element, wherein the rails (20F) and (20R) may preferably be shaped to allow the addition of rail slides (30) on the outside walls of each opposing side of each rail (see Figures 2 and 4). Slide element or rail slide (30) may alternatively be positioned on the inside walls of the opposing sides of each cargo support element or carriage (10). The slide elements may be adapted to permit slidable movement of the circumferentially encompassing cargo support element or elements, with respect to at least one linear direction element. Rail slide (30) may preferably be made from a composite material or high-grade plastic and having sufficient frictional properties. In a preferred embodiment, slide elements or rail slides (30) may comprise a rectangularly machined groove that runs the length of each rail slide (30) and that is preferably located midway down the outside wall of each slide. The slide elements or rail slides may serve to allow the cargo support elements or carriages to be held in place and may restrict lateral movement but allowing cargo support elements each to move in a slidingly motion with respect to each linear direction element. It should be noted that although the preferred embodiment described herein describes and depicts at least one slide element or rail slide, multiple slide elements are fully within the scope of the present invention.

In an additional embodiment, the cargo support elements or carriages may preferably have grooves or ridges that may run the top length of the cargo support elements (not depicted). A base of at least one carriage tower or cargo attachment element (75) may be designed to have the mating shape of either the grooves or ridges. Cargo attachment bar (80) may further be provided to facilitate cargo placement or loading. Carriage towers (75) may be firmly held in place restricting lateral movement but may be mounted and secured anywhere along the length of the front and rear carriages.

Preferably, a pair of grooves or ridges (not shown) may run the length of one side of carriages (1OF) and (1OR) that may allow bracket elements or neck/carriage

brackets (60) to fit into carriages (10F) and (10R). The neck/carriage brackets may allow attachment of a cargo adjustment element or handle (45) along the length of the carriages (see Figure 1). At least one cargo adjustment element may preferably be provided, and further may comprising a handle, to which the cargo support elements and the linear direction elements are positionally responsive. The at least one cargo adjustment element may preferably comprise a lever arm by which the carriages and rails may rotate about the rotation elements or pins. Preferably, cargo adjustment element or handle (45) may be made of lightweight material and cylindrically tubular in shape. A knurled finish may exist on the outside wall to create a positive mounting surface for one or multiple handle-bar/neck connectors (50). Furthermore, the cargo adjustment element or elements may further comprise at least two cargo support elements or adapters, and may be carriage towers (75) connected to or responsive to the cargo support elements or carriages (10). Each support adapter may be slidably moveable with respect to one of the at least two linear direction elements. In a particular embodiment, the cargo adapters may each surround circumferentially a cargo support element. However, due to the circumferentially surrounding aspect of the cargo support elements relative to the linear direction elements, sliding movement may occur despite the circumferential aspects of the cargo support element.

Preferably, each handle-bar/neck connectors (50) may be a single piece shaped preferably of two cylinders transverse to one another and placed one on top of the other, the two cylinders preferably attached so as to form one piece. Each preferable cylindrical form of the connector (50) preferably provides an inside diameter equal to that of an outside diameter of handle bar (45) and a neck or necks (55), respectively.

Neck (55) is preferably made of lightweight material and tubular in shape and with outside diameter that may equal that of respective handle-bar/neck connector (50).

Neck (55) preferably contains two bends such that an axis that may run center of the tube may remain parallel and in the same plane measured from the starting end of the tube to the opposite end of the tube. A knurled finish exists on the outside wall of the tube to create a positive mounting surface.

According to a preferred embodiment, the vehicle cargo placement device may additionally comprise at least one dynamic cargo reposition element. A cargo reposition element provides for then orientation of a cargo during the movement of the cargo support elements or carriages relative to the linear direction elements or rails, as depicted in Figures 5a through 5c. The cargo may be oriented relative to the cargo support elements during the cargo support and linear direction element movement and may further be pivotally responsive to the reposition element, as depicted in Figures 5b and 5c. In particular, the dynamic cargo reposition element or elements may comprise at least one rotational moment reduction element (88) (see Figures 5a through 5c). The cargo and cargo placement device inherently have a center of gravity and a resultingly perpendicular moment arm, given the described structure of the device, supra. As the cargo support elements are moved with respect to the linear direction elements, the moment arm is reduced. Point 95 represents the center of gravity of the load and placement device with the rotational moment reduction element and point 97 represents center of gravity without the effect of cargo reorientation due to dynamic cargo reposition element or rotational moment reduction element (88).

Dynamic cargo reposition element or elements or rotational moment reduction element or elements (88) may further comprise at least one cargo attachment element, and further may comprise at least one rigid arm, connected to a linear direction element or elements, as depicted in Figures 5 a through 5c, or in preferred embodiments, connected to linear direction element or elements (20) through connection to a parallel retention element, described below. Additionally a rigid arm would require a point of moment, thus, the cargo position device may include a hingeable mount element (not depicted) that connects the rigid arm or arms to at least one linear direction element.

In a preferred embodiment front and rear carriages (1OF) and (1OR) may be shaped such as to allow a carriage face plate (85) to be mounted and secured to each outer face of each carriage (see Figure 2). Carriage face plates (85) may be designed

with a mounting hole located centrally allowing slide retention elements or carriage locks (87) to prevent slidingly or parallel movement of each carriage with respect to each respective rail. Carriage locks (87) may be designed such that when carriages (10) are down and in the travel position the carriage locks secure the cargo placement device in a travel or load position and restricting the carriages or cargo support elements from sliding relative to the rails and restricting up and down movement during travel.

Preferably, an embodiment of the present invention may include rotation prevention elements or rotation locks, preferably in the form of post elements or carriage posts (35) to which one of the at least two mutually parallel cargo support elements may be slidingly responsive, to prevent rotational movement. In a preferred embodiment a carriage post (35) may be made of a strong material and may be designed to straddle or circumferentially surround or encompass an existing cross-bar and firmly seat thereon. The top of a carriage post (35) may be designed to act as a catch for cargo support elements or carriages (10) when they are in a fully locked or travel position (see Figures 3 and SA). In a preferred embodiment, the cargo support elements have one end that may distally extend into the rotation lock or carriage post (35) to provide a slide-in rotation lock (see Figure 3).

In preferred embodiments, at least one parallel retention element or torsion bar (65) may be provided such that at least one of the at least two cargo support elements or carriages are responsive to the parallel retention element or elements. Provision of the torsion bar (65) may maintain the preferred parallel configuration of multiple cargo support elements, with respect one to another. The torsion bar (65) may preferably be made of two separate cylindrical tubes. The first tube may have an outside diameter that may equal an inside diameter of the second tube. Preferably mounted at one end of each torsion bar (65) is torsion bar/carriage bracket (70) that is designed to mate into ridges of front and rear carriages. Preferably, torsion bar/carriage bracket (70) may be firmly held in place restricting lateral movement but may preferably be secured anywhere along the length of front and rear carriages.

Torsion bar/carriage bracket (70) may also be connected to linear direction elements or rails (20). It should be noted that although the preferred embodiment described herein describes and depicts at least one parallel retention element, multiple retention elements are fully within the scope of the present invention.

In a preferred embodiment, the vehicle cargo position device may include lift assist springs (110) which may be placed under linear direction elements or rails (20) and may be wrapped around rail pin assembly (90) and may have one of its arms secured under the existing cross bar, the other arm preferably pressing on an underside of rails (20) (see Figure 3). Additionally, in a preferred embodiment, rails (20) may have a linear direction element stop element or rail stop bumper (130) positioned at a distal end of the rails (see Figure 4).

Another embodiment of the present invention is provided in Figure 6, depicting a vehicle cargo placement device. Provided in Figure 6 is a cargo adapter (200). Cargo adapter (200) may consist of various adaption shapes and configurations depending upon the cargo to be placed. Embodiments of the present invention may further provide one or more cargo adapters for cargo placement. Other embodiments may provide the cargo adapter as comprising a cargo support tray. Many other configurations are provided by the present disclosure depending upon the characteristics of the cargo.

One inventive feature of the cargo adapter (200) is its association with other elements of the cargo placement device. Cargo adapter (200) may be connected or otherwise associated with carriage or carriages (10), as more particularly described below and depicted in Figures 7,7a and 7b. The adapter, and in some embodiments at least one cargo adapter, may be orientationally responsive to a or at least one dynamic cargo reposition element (88). One embodiment is particularly provided in Figures 8a-8c, showing the procedural steps for placing a cargo, in particular a bike, on top of a vehicle roof with the use of a cargo adapter. As depicted, adapter (200) is orientationally responsive to dynamic cargo reposition element (88), and in preferred

embodiments at least one dynamic cargo reposition element, with respect to cargo support element or carriage (10), and in preferred embodiments at least two cargo support elements, when the preferably cargo support elements are moved with respect to the at least two linear direction elements. Again, the cargo support elements may be provided mutually parallel as described above. Furthermore, cargo adapter (200) may in preferred embodiments be pivotally responsive to the dynamic cargo reposition element or elements (88), as depicted in Figures 8a-8c. As the cargo support element or elements (10) are moved, the cargo and the adapter pivot about a pivot point (202) as further described below.

A preferred embodiment of a vehicle cargo placement device provides a cargo adapter that is orientationally responsive to one or more dynamic cargo reposition elements so as to permit the cargo support element or elements (10) to be each slidably moveable with respect to the linear direction elements, preferably a support element (10) being slidably moveable with one the linear direction elements. The cargo support elements ability to slidably move relative to the orientational responsiveness of the cargo adapter may be depicted in Figures 8a-8c.

Figures 8a-8c depict pivot point (202) and its relationship with an embodiment of the disclosed invention. Preferred embodiments may provide a pivot element or elements (204), preferably at least one, that is pivotally responsive to a cargo adapter, preferably at least one adapter (200). Pivotal response of the pivot element may result from movement of the cargo support element or elements (10), a movement or orientation of the cargo, or in response to a movement, force or condition created by dynamic cargo reposition element or elements (88), any movement or orientation of the cargo placement device, and any permutations and combinations of the above.

Figure 7 depicts one embodiment of pivot element (204), although other types of pivots, swivels or other moment points may be envisioned with the scope of the present invention. One or more pivot elements (204) in some embodiments may be used, and in preferred embodiments, at least one pivot element is connected to at least

one of the at least two cargo support elements. Pivot element (204) may in preferred embodiments comprise two pivot elements, each pivot element connected to one cargo support element (10), and in preferred embodiments, each connected to one of at least two cargo support elements. One embodiment of pivot element (204) is depicted in Figure 7b. as pivot element (206). Pivot element (206) may comprise a ball and socket swivel and may have one or several angular orientations and movements, two of which are preferably depicted in Figure 7b. Preferably, pivot element (206) may comprise a differential pivot (208), preferably a differential ball and socket swivel, and in preferred embodiments at least one differential ball and socket swivel. Differential ball and socket swivel (208) may comprise a differential pivot constraint (210) by which pivotal response of the swivel (208) is maintained. In preferred embodiments the response may be maintained as to angle, as to orientation, or any combination thereof. The angle of pivotal response of the pivot element may be constrained, and in prefer embodiments may be less than about 90 degrees. The angle of pivot may be differentially constrained to particular orientations of the swivel, as may be shown in Figure 7a. Differential pivotal response may be constrained to the angle and a resulting orientation of the pivot.

The present invention may further provide at least one cargo adapter (200) that may be is differentially pivotally responsive to dynamic cargo reposition element or elements, and in preferred embodiments, wherein the at least one cargo adapter is differentially pivotally responsive to the dynamic cargo reposition element in an orientation angle less than about 90 degrees. Interaction of the dynamic cargo reposition element (88) and the pivot point, or preferably pivot elements (204), during the placement and deployment of the cargo placement device, as provided in one embodiment in Figures 8a-8c, may provide for a cargo adapter that is differentially pivotally responsive.

Additional embodiments of the present invention may provide a pivot element, preferably at least one pivot element, releasably responsive to the cargo adapter (200).

Figures 7a and 7b depict one embodiment wherein at least one pivot element is

releasably responsive to the at least one cargo adapter. Cargo adapter (200) may comprise a pivot attachment (212). Preferably, pivot attachment (212) may comprise a slide element (214).

The invention further discloses an embodiment of a vehicle cargo placement device, comprising at least one cargo support element and at least one cargo adapter element orientationally connected to at least one cargo support element and adapted to support cargo, wherein the at least one cargo adapter element is orientationally positionable and dynamically responsive to an orientation of a supported cargo.

Figure 9 depicts one particular embodiment wherein the at least one cargo adapter element is orientationally positionable and dynamically responsive to an orientation of a supported cargo."Dynamic", as previously defined, may mean movement or orientation occurs or changes upon a stated movement. Again, by way of example and not by limitation,"dynamic"may mean movement occurs when a sliding function is performed. The term"dynamically responsive"for some embodiments of the invention, may mean movement or orientation occurs or changes upon a movement or orientation of the cargo, for example. As may be shown in Figure 9, a user of the device may institute a leverage element (300) such that cargo adapter element (200) is orientationally positionable and dynamically responsive to an orientation of a supported cargo, particularly with regard to the intendant forces relative to movement and orientation of the cargo, such as center of gravity and one or a plurality of moments or moment arms. One embodiment of the present invention provide the at least one cargo adapter element as comprises at least one pivot element as previously described, and preferably, a differential pivot element.

A preferred embodiment of the present invention may also comprise a method of positioning cargo relative to a vehicle. First, a first linear direction element or rail (20) responsive to or connected to a roof rack support element (25) may be provided or established. Second, a second linear direction element or rail (20) responsive to a roof rack support element (25) may be provided or established. Third, a first cargo support element (10) responsive to and substantially surrounding the first linear

direction element may be located or provided. Fourth, a second cargo support element (10) responsive to and substantially surrounding the second linear direction element may be located or provided. Next, the first cargo support element may be linearly moved relative to the first linear direction element. Then the second cargo support element may be linearly moved relative to the second linear direction element. The next step may be to rotate the first and the second linear direction elements relative to the vehicle surface and rotate the first and the second cargo support elements relative to the vehicle surface. Finally, the first cargo support element and the second cargo support elements are supported in a parallel position. This method details the steps of individual placement device members such that a cargo is positioned while the structural integrity of the placement elements, particularly the cargo support elements, may be maintained.

Another preferred method according to the invention may provide positioning cargo relative to a vehicle may further comprise the step of slidingly rotationally restraining the first and the second cargo support elements (10) relative to the vehicle surface; the step of attaching the cargo relative to at least one of the linear direction elements (20); and wherein the steps of linearly moving the first cargo support element relative to the first linear direction element and linearly moving the second cargo support element relative to the second linear direction element comprise the step of manipulating a handle to which the first and the second cargo support elements are responsive. Additionally, a preferred method of positioning cargo relative to a vehicle may further comprise the step of fixing the first and the second cargo support elements (10) relative to a vehicle side after accomplishing the step of rotating the first and the second cargo support elements relative to the vehicle surface. These steps provide for the restraint of a positioning device and provide a control mechanism that further enhances the ease of loading and unloading a cargo.

Another preferred method of positioning cargo relative to a vehicle according to the present invention comprises establishing or providing a linear direction element (20) relative to a vehicle surface. Second, a cargo support element (10) responsive to

the linear direction element is located or provided. Third, the cargo support element (10) is linearly moved relative to the linear direction element. Fourth, the linear direction element is rotated relative to the vehicle surface. Fifth, the cargo support element is rotated relative to the vehicle surface. Sixth, the cargo is dynamically repositioned relative to the cargo support element while accomplishing the step of linearly moving the cargo support element relative to the linear direction element.

This preferred method provides for the control of moment forces felt by the user while loading and unloading and further may lessen the need for the user to negotiate loaded cargo while in the process of loading or unloading.

A preferred method of positioning cargo relative to a vehicle may further provide wherein the step of dynamically repositioning the cargo relative to the cargo support element while accomplishing the step of linearly moving the cargo support element relative to the linear direction element comprises the step of reorienting the cargo relative to at least one of the cargo support elements or comprises the step of causing the cargo to be orientationally responsive with respect to the cargo support element when the cargo support element is moved with respect to the linear direction element. Additionally, a preferred method may provide wherein the step of linearly moving the cargo support element relative to the linear direction element comprises the step of sliding the cargo support element relative to the linear direction element or wherein the cargo has a rotational moment and wherein the step of dynamically repositioning the cargo relative to the cargo support element while accomplishing the step of linearly moving the cargo support element relative to the linear direction element comprises the step of reducing the rotational moment of the cargo.

Furthermore, a preferred method of positioning cargo relative to a vehicle may further provide wherein the cargo has a perpendicular moment arm and wherein the step of dynamically repositioning the cargo relative to the cargo support element while accomplishing the step of linearly moving the cargo support element relative to the linear direction element comprises the step of reducing the perpendicular moment arm of the cargo.

Additionally a preferred method may provide wherein the step of establishing a linear direction element relative to a vehicle surface comprises the steps of : establishing a first linear direction element relative to a vehicle surface; establishing a second linear direction element relative to a vehicle surface, and wherein the step of locating a cargo support element responsive to the linear direction element comprises the steps of locating a first cargo support element responsive to the linear direction element; locating a second cargo support element responsive to the linear direction element, and wherein the step of linearly moving the cargo support element relative to the linear direction element comprises the steps of : linearly moving the first cargo support element relative to the first linear direction element; and linearly moving the second cargo support element relative to the second linear direction element; and wherein the step of rotating the linear direction element relative to the vehicle surface comprises the steps of rotating both the first and the second linear direction elements relative to the vehicle surface, and wherein the step of rotating the cargo support element relative to the vehicle surface comprises the steps of rotating both the first and the second cargo support elements relative to the vehicle surface, and further comprising the step of parallely supporting the first cargo support element and the second cargo support elements.

A preferred method of positioning cargo relative to a vehicle may additionally provide wherein the step of establishing a linear direction element relative to a vehicle surface comprises the step of attaching to an existing element of a vehicle cargo holder or comprises the step of attaching to an existing cross bar of a vehicle cargo holder.

An additional preferred method of positioning cargo relative to a vehicle may comprise the steps of establishing a linear direction element relative to a vehicle surface; locating a cargo support element responsive to the linear direction element; circumferentially encompassing the linear direction element by the cargo support element; linearly moving the cargo support element relative to the linear direction

element; rotating the linear direction element relative to the vehicle surface; and rotating the cargo support element relative to the vehicle surface.

Additionally, a method of positioning cargo relative to a vehicle may further comprise the step of strapping the cargo to the cargo support element and wherein the step of strapping the cargo to the cargo support element comprises the step of surrounding the cargo support element and the linear direction element by a strap. A preferred method may further provide wherein the step of circumferentially encompassing the linear direction element by the cargo support element comprises the step of surrounding at least three sides of the linear direction element by the cargo support element.

The present invention may also provide a method of positioning cargo relative to a vehicle comprising the step of dynamically repositioning at least one cargo adapter relative to first and the second cargo support elements while accomplishing steps of linearly moving first and the second cargo support elements relative to first and the second linear direction elements. A step may be provided of dynamically repositioning at least one cargo adapter comprising the step of causing at least one cargo adapter to be orientationally responsive with respect to first and second cargo support elements when first and second cargo support elements are moved with respect to first and second linear direction elements. The invention may further provide the step of dynamically repositioning at least one cargo adapter comprising the step of pivotally repositioning at least one cargo adapter relative to first and second cargo support elements. Preferred embodiments provide steps of linearly moving first and second cargo support elements relative to first and second linear direction elements comprising steps of sliding first and second cargo support elements relative to first and second linear direction elements.

The invention further discloses a method of positioning cargo relative to a vehicle, comprising the steps of : establishing at least one cargo support element relative to a vehicle surface ; locating at least one cargo adapter element orientationally

connected to the at least one cargo support element and adapted to support cargo; supporting a cargo with the at least one cargo adapter element; and orientationally positioning the at least one cargo adapter element in an orientation dynamically responsive to an orientation of the cargo. Further embodiments may provide the step of orientationally positioning the at least one cargo adapter element in an orientation dynamically responsive to an orientation of the cargo as comprising the step of pivotally positioning the at least one cargo adapter element. Preferred embodiments of the invention may provide the step of pivotally positioning the at least one cargo adapter element as comprising the step of differentially pivotally positioning the at least one cargo adapter element. Figure 9 shows one embodiment of the present invention wherein the step of orientationally positioning the at least one cargo adapter element in an orientation dynamically responsive to an orientation of the cargo is performed and wherein the step of pivotally positioning the at least one cargo adapter is performed. Preferably, the step of differentially positioning the at least one cargo adapter element may be performed as previously described for preferred embodiments of a cargo placement device or system.

Each of the described embodiments could include various facets of the present invention. Some may include, for example and not by way of limitation, dynamic cargo reposition elements and orientative movements, while others may not include such elements. Some may include varieties of parallel support. The market place and manufacturing concerns may dictate the appropriate embodiments for the present invention.

The foregoing discussion and the claims that follow describe only some embodiments of the present invention. Particularly with respect to the claims, it should be understood that a number of changes may be made without departing from the essence of the present invention. In this regard, it is intended that such changes- to the extent that they substantially achieve the same results in substantially the same way-will still fall within the scope of the present invention.

As mentioned earlier, this invention can be embodied in a variety of ways. In addition, each of the various elements of the invention and claims may also be achieved in a variety of manners. This disclosure should be understood to encompass each such variation, be it a variation of an embodiment of any apparatus embodiment, a method or process embodiment, or even merely a variation of any element of these.

Particularly, it should be understood that as the disclosure relates to elements of the invention, the words for each element may be expressed by equivalent apparatus terms or method terms-even if only the function or result is the same. Such equivalent, broader, or even more generic terms should be considered to be encompassed in the description of each element or action. Such terms can be substituted where desired to make explicit the implicitly broad coverage to which this invention is entitled. As but one example, it should be understood that all action may be expressed as a means for taking that action or as an element which causes that action. Similarly, each physical element disclosed should be understood to encompass a disclosure of the action which that physical element facilitates. Regarding this last aspect, as an example, the disclosure of a"cargo support element"should be understood to encompass disclosure of the act of"supporting cargo"-whether explicitly discussed or not-and, conversely, were there only disclosure of the act of"supporting cargo", such a disclosure should be understood to encompass disclosure of a"cargo support element" or even a"cargo support means."Such changes and alternative terms are to be understood to be explicitly included in the description.

It is simply not practical to describe in the claims all the possible embodiments to the present invention which may be accomplished generally in keeping with the goals and objects of the present invention and this disclosure and which may include separately or collectively such aspects as control elements and power connections, construction materials for the testing device, subsequent testing techniques applied to the soil sample and the extracted phase, and other aspects of the present invention.

While these may be added to explicitly include such details, the existing claims should be construed to encompass such aspects. To the extent the methods claimed in the present invention are not further discussed, they are natural outgrowths of the system

or apparatus claims. Furthermore, the steps are organized in a more logical fashion ; however, other sequences can and do occur. Therefore, the method claims should not be construed to include only the order of the sequence and steps presented.

Additionally, the various combinations and permutations of all elements or applications can be created and presented. All can be done to optimize the design or performance in a specific application. Further, unless the context requires otherwise, the word"comprise"or variations such as"comprises"or"comprising", should be understood to imply the inclusion of a stated element or step or group of elements or steps but not the exclusion of any other element or step or group of elements or steps.

Finally, any references mentioned in the application for this patent as well as all references listed in any information disclosure originally filed with the application are hereby incorporated by reference. However, to the extent statements might be considered inconsistent with the patenting of this/these invention (s), such statements are expressly not to be considered as made by the applicants.