| WO/2004/076237 | COUPLING DEVICE |
| JP07069137 | ROOF CARRIER FOR VEHICLE |
| JP2004161170 | ROOF RACK |
SVENSSON, Mikael (Norra Torpgatan 12, Värnamo, S-331 35, SE)
LINDELL, Morgan (Selkroksvägen 4, Värnamo, S-331 35, SE)
SVENSSON, Mikael (Norra Torpgatan 12, Värnamo, S-331 35, SE)
| A load carrier foot (30) for a vehicle rack arrangement (10), said load carrier foot (30) comprising a body (40) comprising a support surface (43) adapted to be positioned on a first surface (2) of a vehicle (1 ), a grip member (50) comprising a grip portion (52) arranged in working cooperation with said support surface (43) to retain said load carrier foot (30) on said vehicle (1 ), said body (40) further comprising a load carrying bar receiving surface (41 ) adapted to carry a load carrying bar (20), characterized in that said body (40) comprises at least a first and a second body member (60, 80) adapted to be displaced with respect to each other in a first direction (Y, X, Z) after said load carrier foot (30) is mounted on said vehicle (1 ) and being in a mounted state, said grip member (50) is arranged on said first body member (60) and, in that said support surface (43) is arranged on said second body member (80). The load carrier foot (30) according to claim 1 , wherein said first and second body members (60, 80) each comprise a contact surface (61 , 81 ) adapted to be in direct or indirect contact with each other. The load carrier foot (30) according to claim 2, wherein said first and second contact surfaces (61 , 81 ) of said first and second body members (60, 80) each comprises a sloped surface, said sloped surface enabling a step wise distance increase, or a continuous distance increase, between two reference points (51A, 52A) of said first and second body members (60 ,80), upon being displaced. The load carrier foot (30) according to claim 3, wherein said first and second body members (60, 80) are adapted so that said step wise distance increase, or said continuous distance increase, extends at least in a vertical direction (Y). The load carrier foot (30) according to claim 3 or 4, wherein said step wise distance increase, or said continuous distance increase, extends in said first direction (X) and/or in a direction (Z) substantially perpendicular thereto. 6. The load carrier foot (30) according to claim 3, wherein said first and second contact surfaces (61 , 81 ) of said first and second body members (60, 80) each comprises a crest or a ledge (64, 65). 7. The load carrier foot (30) according to any preceding claims, wherein said load carrying bar receiving surface (41) is adapted to carry said load carrying bar (20) so that said load carrying bar (20) extends in a second direction (Z) and, in that said first direction (X) is different from said second direction (Z). 8. The load carrier foot (30) according to claim 7, wherein said first direction (X) is substantially perpendicular to said second direction (Z). 9. The load carrier foot (30) according to any preceding claims, wherein said first body member (60) is adapted to be displaced with respect to said second body member (80) upon being subjected to a first force component imparted by a sudden acceleration or a sudden retardation of said vehicle (1 ). 10. The load carrier foot (30) according to claim 9, wherein said first force component is at least 4G. 1 1 . The load carrier foot (30) according to any preceding claims, wherein said load carrier foot (30) comprises retaining means (90) which permits a relative displacement between said first and second body members (60, 80) while preventing said first body member (60) from fully disengaging from said second body member (80) after being mounted. 12. The load carrier foot (30) according to any preceding claims, wherein said first and second body members (60, 80) are adapted to permit a continuous increase of the clamping force between said support surface (43) of said second body member (80) and said grip portion (52) of said grip member (50), upon said displacement. 13. The load carrier foot (30) according to any preceding claims, wherein said load carrier foot (30) is a clamp rack load carrier foot (30). 14. The load carrier foot (30) according to any preceding claims, wherein said load carrying foot (30) is connected to a load carrying bar (20), said load carrying bar (20) is further connected to a second load carrying foot, so as to form a vehicle rack arrangement (10). 15. The load carrier foot (30) according to claim 14, wherein said vehicle rack arrangement (10) is a vehicle roof rack arrangement (10). |
TECHNICAL FIELD
The present invention relates to a load carrier foot having a displaceable body member which upon displacement increases the clamping force between the support surface of the load carrier foot and the grip portion of the grip member. The load carrier foot is for a vehicle rack arrangement.
BACKGROUND OF THE INVENTION
Generally there are two different types of load carrier feet used in roof rack arrangements; clamp rack feet (including rack feet for rails) and fix point feet. A load carrier foot which uses a clamping force imparted between a support surface and a gripping member as the primary attachment principle is generally of the clamp rack type, and a load carrier foot which cooperates with a pre prepared fixed position on the vehicle, is generally referred to as a fix point load carrier foot. Both damp rack load carrier feet and fix point load carrier feet are subjected to rigorous crash tests before being released on the market. One such crash test is applied according with ISO 1 1 154 on vehicle roof racks using clamp rack load carrier feet. To pass the test, a very high clamping force is required to connect each load carrier foot of the vehicle roof rack arrangement to the roof. The vehicle can be an automobile, such as a car, for example.
A problem occurs when automobile manufacturers strive to reduce the weight and thickness of the material used in the automobiles. A major reason for such strive for reducing weight is to reduce fuel consumption by reducing abundant weight from the automobile. There is a risk however that load carrier feet of a vehicle roof rack
arrangement can inflict damage to the automobile, and especially to the roof, when mounting the load carrier feet to the automobile. This problem has become more important lately as the connection arrangements are getting better and stronger as the development of load carrier feet progresses, and as material thickness is being reduced to save weight in the automobiles.
There is thus a need for a load carrier foot which can be subjected to substantia! forces in terms of retaining a load such as cargo no a vehicle even during a collision with a second object, such as a second vehicle, while not inflicting damage, or reducing the risk of inflicting damage, to the vehicle, or any vehicle rails, during mounting of the load carrier foot. SUMMARY OF THE INVENTION
The above mentioned drawback is solved or at least partly reduced by a load carrier foot according to the present invention, more specifically by a load carrier foot for a load vehicle rack arrangement. The load carrier foot comprises a body comprising a support surface adapted to be positioned on a first surface of a vehicle. A grip member comprising a grip portion is arranged in working cooperation with the support surface to retain the load carrier foot on the vehicle. The load carrier foot comprises a load carrying bar receiving surface adapted to carry a load carrying bar. The body comprises at least a first and a second body member adapted to be displaced with respect to each other, at least in a first direction, when the load carrier foot is mounted on the vehicle and is in a mounted state. The grip member is arranged on the first body member and the support surface is arranged on the second body member.
The present invention enables the load carrier foot to be attached with a relatively small force, which reduces the risk for inflicting damage to the vehicle or which reduces the burden for a user who is weak or has difficulties in reaching. Such damage does not only impart a cost to the owner of the vehicle but could also affect the ability of the load carrier foot to be retained on the vehicle itself. The invention is useful if the purpose is to tighten the grip of the load carrier foot to the vehicle. Should the vehicle collide with a second object or be subjected to a simulated collision, such as a crash test, the vehicle is imparted with a sudden retardation or acceleration force. Such a collision generally imparts a directional force component on the load carrier foot. When such force component acts on the load carrier foot in a particular direction, the first body member will be displaced with respect to the second body member due to the inertia of the weight of the individual components involved and especially from the load on the load carrying bar. As a result, the clamping force on the surface of the vehicle, such as a car roof, will increase. An increased clamping force will counteract the force component and thus retain the load carrier foot to the vehicle. The present invention is useful for counteracting a force component imparted to the load carrier foot when a vehicle is subjected to a front, side or rear collision, a sharp diversion action such as diverting for an animal or the like. The invention can be used in most types of clamping racks or products/parts that are influenced by a force acting in a particular direction and which needs counteraction. According to an aspect of the invention, the first and second body members each comprise a contact surface adapted to be in direct contact with each other. This permits a wide variety of functional abilities. By manipulating the contact surfaces of either one of the first and second body members, a stepwise increase or a continuous increase of the clamping force can be achieved for example. The first and second body members can be adapted to permit a continuous increase or a step wise increase of the clamping force between the support surface of the second body member and the grip portion of the grip member, upon displacement for example. A combination of a continuous increase and a step wise increase of the clamping force is also possible. For example a first step wise increase could be advantageously followed by a continuous increase of the clamping force or vice versa.
Optionally, or additionally, there can be at least one intermediate member between the first and the second body members. Such an intermediate member could be a friction reducing material, or a material, e.g. adhesive or a material layer with adhesive, adapted to shear, or disengage, at a predetermined imparted force component. Such intermediate member could extend across the whole surface of either the contact surface of the first and/or the second body member. Optionally it could cover parts of the contact surface of the first and/or the second body member. The intermediate member could be a distinct component such as a sheet of metal or it could be a selected number of components.
According to an aspect of the invention, the first and second contact surfaces of the first and second body members can each comprise at least one ledge. The ledges enable a distinct step wise distance increase between the first and second body members upon being displaced with respect to each other. The at least one ledge could be a distinct ledge, i.e. with a wall like character or a transition between a first and a second level.
According to an aspect of the invention the load carrying bar receiving surface is adapted to carry the load carrying bar so that the load carrying bar extends in a second direction and the first direction is different from the second direction. The first body ember can be displaced with respect to the second body member in any direction. Advantageously the direction is in the Z-X plane, i.e. the horizontal plane. This could counteract a sudden retardation or acceleration of the vehicle in any direction, e.g. during a frontal, side or rear collision. However, it has been found that during a frontal collision or a rear collision, the load carrier foot can operate more efficiently to enhance the safety by an increased coupling to the vehicle. The mentioned first direction is thus advantageously substantially perpendicular to the mentioned second direction.
According to an aspect of the invention the first body member is adapted to be displaced with respect to the second body member upon being subjected to a first force component. The force component which is required to initiate the displacement should advantageously be 4G or more. This would remove the possibility of having the first body member being displaced with respect to the second body member by accident, e.g. when the vehicle is breaking. According to an aspect of the invention, the load carrier foot comprises retaining means which permits a relative displacement between the first and second body member while preventing the first body member from fully disengaging from the second body member. This can simplify the handling of the load carrier foot and a vehicle rack arrangement having a first and a second load carrier foot as there will be no loose parts when the load carrier foot is in the dismounted state. Further, a maximum displacement is provided. This assists when counteracting an imparted force component in terms of not jeopardizing that any load, or parts of the load carrier foot specifically the first body member, is imparted with too much kinetic energy clue to the displacement. Instead, just enough displacement will increase the clamping force.
The load carrying foot can comprise displacement retardation means, such as a dampening material having a dampening function to dampen, and then stop, the displacement of the first body member. Such dampening material could be a rubber or rubber like material.
According to an aspect of the invention, the invention relates to a load carrier foot for a load vehicle rack arrangement. The load carrier foot comprises a body which comprises at least a first and a second body member adapted to be displaced with respect to each other in a first direction after being mounted on a vehicle and after being subjected to a predetermined force component, advantageously a threshold force component, i.e. a force component whose magnitude exceeds a predetermined threshold. A grip member is arranged on the first body member and a support surface is arranged on the second body member. The support surface is adapted to be positioned adjacent a surface of a vehicle. The present invention provides for a load carrier foot which can be coupled to the vehicle using a low clamping force while imparting a high clamping force after being subjected to a predetermined force component.
According to an aspect of the invention, the load carrier foot is symmetric so as to enable the load carrier foot to be applied on either side of the vehicle. According to an aspect of the invention, the load carrier foot is symmetric so as to enable the load carrier foot to counteract an imparted force component by the displacement of the first body member independently of the direction of the force component. According to an aspect of the invention, the load carrier foot is symmetric so as to enable the load carrier foot to counteract an imparted force component by the displacement of the first body member in the X and Z directions. According to an aspect of the invention, the load carrier foot is symmetric so as to enable the load carrier foot to counteract an imparted force component by the displacement of the first body member in the X direction. According to an aspect of the invention, the load carrier foot is symmetric so as to enable the load carrier foot to counteract an imparted force component by the displacement of the first body member in the Z direction.
According to an aspect of the invention the load carrier foot can be connected to a load carrying bar, the load carrying bar is further connected to a second load carrying foot, so as to form a vehicle load rack arrangement. The vehicle load rack arrangement is advantageously a vehicle roof rack arrangement.
BRIEF DESCRIPTION OF THE DRAWINGS
The present invention will be described in greater detail with reference to the
accompanying figures in which;
figure 1 shows a vehicle in the form of a car with a vehicle load roof rack arrangement connected to the automobile via four load carrier feet according to the present invention; figure 2 shows a clamp rack load carrier foot according to an embodiment of the present invention seen from the side;
figures 3a-3b show in cross section the first and the second body members of the load carrying foot as seen in figure 2 before displacement and after displacement respectively and;
figure 4 shows in cross section a first and a second body member of a load carrying foot according to an alternative embodiment before displacement. DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
Figure 1 shows a vehicle 1 having a roof 2 to which two vehicle rack arrangements 10 are connected. The vehicle rack arrangements 10 are adapted to receive and carry a load such as; a cargo load such as bricks, pallets, timber, boards, pipes or the like; sports gear such as skis, snowboards, bicycles, canoes, kayaks, bags, suit cases or the like; vehicle accessories such as roof boxes, secondary load carrying related equipment such as load stops, load securing arrangements or the like. Hereafter only one vehicle rack
arrangement 10 will be described. A vehicle rack arrangement can be connected directly to the roof as shown in figure 1 or be connected to rails on the vehicle if such are present on the vehicle. Any such rails if present are thus included in the term vehicle.
The vehicle rack arrangements 10 comprise a load carrying bar 20, also referred to as a load carrier bar 20, and a first and a second load carrier foot 30, 31 . Only the first load carrier foot 30 of the vehicle rack arrangements 30 is shown in figure 1 . Hereafter only one of the vehicle rack arrangements will be described.
Figure 1 further defines the X, Y and Z directions used herein. The X direction extends in the same direction as the width of the load carrying bar 20, and the forward and rearward directions of the vehicle after the vehicle top rack arrangement 10 has been assembled thereto. The Z direction extends in the same direction as the longitudinal direction of the load carrying bar 20, and the transverse direction of the vehicle 1 after assembly thereto. The Y direction extends in the same direction as the height, or the vertical direction of the load carrying bar 20 or the vehicle 1 . The Z-X directions form a horizontal plane, when the vehicle is parked or travelling on flat ground. In the shown embodiment, the load carrying bar 20 is a straight bar with no accessories attached thereto and extending across the vehicle's 1 roof. The load carrier bar 20 can be manufactured from any suitable material but steel, aluminium, and/or carbon fibre based materials are preferred. Figure 2 shows the load carrier foot 30 and the load carrying bar 20 from the side. The load carrier foot 30 comprises a body 40 comprising a load carrying bar receiving surface 41 on which the load carrying bar 20 rests and is retained by retaining means 42.
Retaining means 42 is a bolt in this case but could optionally be a screw, a snap on coupling or any other suitable retaining means. The load carrier foot 30 has a dismounted state and a mounted state. In the mounted state, the load carrier foot 30 is coupled to the vehicle to enable load to be transported using the vehicle. In the dismounted state, the load carrier foot 30 can easily be removed from the vehicle and placed e.g. in a garage for storage.
The body 40 comprises a first and a second body member 60, 80. The second body member 80 comprises a support surface 43 adapted to be positioned on the roof 2 of the vehicle 1 . The support surface 43 could be formed by a flexible support pad comprising a flexible and friction increasing material such as natural- or synthetic rubber, or any rubber like material. The purpose of such flexible and friction increasing material is to protect the roof 2 of the vehicle 1 from deformation and wear during use. The support surface 43 can be integrally formed with the second body member 80 or be as a separate component, e.g. arranged as a support pad as mentioned above. The body 40 can advantageously be made from a polymeric material such as plastic e.g. polypropylene, polyurethane, PVC, polyethylene, or mixtures thereof, carbon fibre, carbon fibre reinforced material, metals such as aluminium, steel, stainless steel, carbon steel, although other materials are possible.
A grip member 50 is arranged in working cooperation with the body 40 and the support surface 43 via an attachment arrangement 51. Specifically, the grip member 50 is arranged on the first body member 60 via attachment arrangement 51 . The attachment arrangement 51 is, in this embodiment, a screw which is threaded into a threaded screw hole in the first body member 60. The grip member 50 is advantageously a metal bracket having an aperture (not shown), functioning as a working point, through which the attachment arrangement 51 cooperates with the first body member 60.
The grip member 50 comprises a grip portion 52 adapted to grip a second surface 3 of the vehicle 1 . The grip member 50 has a substantially elongated body 53 having a first and a
¾euui lu Li di la vci »e cnu on ini ici ¾iuc uu, l oun iy u ισ uuuy tu u i u ic luau αι ι ιυυι 30, and an outer side 57 facing away from the body 40 of the load carrier foot 30; after assembly on the vehicle 1. The second end 55 of the grip member 50 comprises the grip portion 52. The grip portion 52 comprises a grip surface formed by a fold in the proximity of the second end 55. The first and the second body members 60, 80 can be displaced with respect to each other. Specifically, the first and the second body members 60, 80 can be displaced with respect to each other when the load carrier foot 30 is in its mounted state as shown in figure 1 . The function and purpose of this will be described in greater detail herein. The displacement function provided by the load carrier foot of the present invention can tighten the grip to the vehicle 1 , e.g. if the vehicle collides with an object. During such sudden retardation, the first body member 60 is arranged to be displaced with respect to the second body member 80. Figures 3a-3b show the interaction between the first and the second body members 60, 80 in greater detail. As is noted, the first body member 60 comprises a contact surface 61 adapted to lie adjacent a contact surface 81 of the second body member 80. Figure 3a shows parts of the first and the second body members 60, 80 with a cross section. The first body member 60 comprises a first contact surface 61 comprising protrusions 62 cooperating with grooves 63 on the contact surface 81 of the second body member 80. Optionally the first body member 60 can have grooves and the second body member 80 can have cooperating protrusions.
The main purpose of the protrusions 62 and grooves 63 is to enable a relative displacement and thereby vary the distance between the first and the second body members 60, 80 as a function of an imparted acceleration or retardation force acting on the vehicle rack arrangement 10. The grip of the load carrier foot 30 to the vehicle 1 is thereby tightened and improved. The first and the second body member 60, 80 thus comprises means for enable a controlled displacement of the first body member 60 with respect to the second body member 80 as a function of an imparted force component acting on the load carrier foot, when the load carrier foot is in the mounted state.
As a measure of the relative displacement between the first and the second body point or area at which the attachment arrangement 50 is arranged on the first body member 60. A second reference point if defined by the point or area at which the grip portion 52 of the grip member 50 is arranged on the vehicle 1 . The distance between the first reference point 51 A and the second reference point 52 A is referred to as the clamping distance CD A .
Due to the displaceable first body member 60, which can be displaced with respect to the second body member 80, the distance CD A can be increased to CD B as shown in figure 3b. e.g. upon a sudden retardation or sudden acceleration of the vehicle 1. As the distance between the references points is increased, the clamping force between the grip portion 52 of the member 50 and the support surface 43 of the body 40 is increased. The load carrier foot 30 is thereby retained more strongly on the vehicle 1 .
The load carrier foot 30 can be arranged with a stop arrangement 90. In the shown embodiment in figures 2, 3a-3b, the stop arrangement 90 is formed by a circumferential flange 91 arranged on the second body member 80. The circumferential flange 91 extends around the periphery of the first body member 60 so as to provide for a maximum displacement distance in the Z-X plane. It is of course well within the boundaries of the present invention that the stop arrangement 90 comprises a plurality of individual stop members for providing a maximum displacement distance in the Z-X plane for the first body member 60. As is noted, the stop arrangement 90 is arranged to stop the first member 60 in any direction in the Z-X plane, i.e. to provide for a maximum displacement distance in the Z-X plane for the first body member 60.
Independently of embodiment; the first body member can be displaced 1 -40 mm, advantageously 2-30 mm, more advantageously 2-20 mm in any direction in the Z-X plane and with respect to the second body member. Optionally; the first body member can be displaced 1 -40 mm, advantageously 1 -30 mm, more advantageously 1-20 mm in the X direction with respect to the second body member and/or; the first body member can be displaced 1 -20 mm, advantageously 1-15 mm, more advantageously 1 -10 mm in the Z direction with respect to the second body member. The maximum displacement distance can be set due to a stop arrangement, such as the one described above, or due to the increased clamping force enforcing the stop of the displacement.
zero displacement in a first direction while permitting a displacement in a second direction. The stop arrangement 90 can advantageously be arranged to permit substantially zero, or zero displacement in the Z direction while permitting displacement in the X direction, as defined herein. The cooperative protrusions and grooves, or the cooperative protrusion and groove if only one of each is used, can have different forms. For example the protrusions can be in the form of hemispheres, or have hemisphere like forms, polygonal forms, rectangular or squared forms and the grooves can have corresponding forms. In figure 4, a conical form is used. The relative displacement and the imparted increase in clamping force as a function thereof can thus be made in different ways. For example, the contact surface 61 of the first body member 60 and the contact surface 81 of the second body member 80 can comprise corresponding sloped surfaces or crests, such as ledges 64, 65, instead of actual protrusions and grooves as shown in figures 3a-3b. The corresponding crests can be formed to provide a distinct step wise increase of the clamping force upon the displacement of the first body member 60, such as illustrated in figures 3a-3b.
A crest can have the form of a ledge. A ledge is defined as the apex between a first surface and a second surface, in which the first surface is arranged with an angle with respect to the second surface, a radius curvature is thus not a ledge but can still have a crest.
The embodiment shown in figure 4 however utilizes a continuous increase of the clamping force between the support surface and the grip member. The contact surface 61 of the first body member 60 is in the form of a cone having an apex 65. The contact surface 81 of the second body member 80 is in the form of a corresponding cone formed cavity with a bottom apex 85.
A continuous increase of the clamping force between the support surface and the grip member can also be achieved when having a substantially horizontal surface, i.e. parallel with the Z-X plane between the first and the second members. It is however
advantageous to have some crest, ledge, or any angled surface between the first and the second body member so as to provide a sloped surface on the first and/or the second contact surface of the first and/or second body member (s). Hereafter the function will be described in greater detail. After mounting vehicle rack arrangement 10 to the vehicle 1 by coupling each of the load carrier feet 30, 31 to the roof 2 of the vehicle 1 , the vehicle 1 is operational to apply and secure a load to the load carrying bar 20 and thereafter transport the load. If the vehicle 1 is travelling in the X 5 direction, e.g. in the forward direction of the vehicle 1 , as shown in figure 1 , and the vehicle 1 is subjected to a sudden retardation such as a frontal collision with another vehicle or object, the load carrier feet will provide for a responsive action as a function of the sudden retardation of the vehicle 1 . The responsive action is in this case a relative displacement of the first body member 60 with respect to the second body member 80, as
10 illustrated with the arrow A in figure 3b, due to the inherent inertia of the load on the load carrying bar 20. The relative displacement enables an increased clamping force between the grip member 50 and the support surface 43 of the load carrier foot 30 as the clamping distance CD B is increased. During the sudden increase in clamping force, the roof 2 of the vehicle 1 can be deformed. This is however of less importance because in the moment of
15 collision, safety is the highest priority, safety in terms of retaining the load carrier foot 30, 31 on the vehicle 1 at all costs.
It should be noted that the relative displacement of the first body member 60 with respect to the second body member 80 can be made in any direction. Advantageously the 20 displacement can be done in any direction of the Z-X plane, for example the Z direction and/or in the X direction.
The first and the second body members 60, 80 can be connected with retaining means which permits a relative displacement between them but prevents the first body member 25 60 to fully disengage from the second body member 80. Such retaining means can be a sliding pin in a channel or the like.
The first and the second body members 60, 80 are advantageously made from steel, such as plate steel.