Load Carriers for Vehicles

This invention relates to load carriers for vehicles.

According to one aspect of the present invention there is provided a load carrier for a vehicle wherein a structure for projecting rearwardly from the back of the vehicle in carrying the load has first tie means for suspending the structure from the vehicle-back under tension exerted by second tie means for pulling the structure in to abut the back of the vehicle, and wherein strut means is carried by the structure for bearing on the vehicle in restraining the suspended structure from tipping.

The rearwardly-projecting structure may be a frame for projecting substantially horizontally from the vehicle-back, and may define a platform on which to carry the load, or may support a container for receiving the load.

The first and second tie means may comprise pairs of straps, and the strut means may comprise one or more struts.

According to another aspect of the present invention there is provided a load carrier mounted on a motor vehicle, wherein the load carrier comprises a frame, first and second pairs of straps, and strut means, wherein the two straps of the first pair of straps suspend the frame from respective first locations of the vehicle spaced laterally of the vehicle from one another, the two straps of the second pair extend from the frame to respective second locations of the vehicle spaced laterally from one another to tension the first straps and pull the frame in to abut the back of the vehicle with the frame projecting substantially horizontally from the back of the vehicle, and the strut means abuts the back of the vehicle to restrain the frame from tipping.

The frame may be a substantially-rectangular frame, and the strut means may comprise one or more struts which are attached to the frame and extend from it to abut the back of the vehicle. The attachment of the struts to the frame may be such as to allow them to be locked at any selected angle to the frame or, alternatively at a pre-set angle to it.

The first pair of straps may suspend the frame from the respective first locations on a top rim of the back of the vehicle, whereas the second pair of straps may extend from the frame to the respective second locations on a bottom rim of the back or under a rear bumper (fender) of the vehicle. Where the vehicle has a boot (trunk) however, the first pair of straps may suspend the frame from the respective first locations on a rim of the lid of the boot, and the second pair of straps may extend to the respective second locations on a bottom rim of the lid or under the bumper.

The load carrier of the invention offers an advantageous alternative to the use of a trailer attached to the vehicle, in particular because it can be readily utilised without the need for a tow bar or other fitting on the vehicle. Also, it can avoid the need to provide an extra number-plate (vehicle license plate) and added vehicle-lighting connections, and has the advantages of being lighter, more compact and can be readily arranged to be folded flat for easier storage when not in use. Furthermore, the load carrier of the invention avoids operational difficulties associated with trailers during reversing and their liability to wobble at speed, and also the disadvantages of wheel-maintenance (with the vulnerability to punctures) . Moreover, the load carrier of the invention is not subject to wind resistance to the extent normally experienced with roof-mounted boxes.

A load carrier in accordance with the present invention will now be described, by way of example, with reference to the accompanying drawings, in which:

Figure 1 is a perspective view from the side of the load carrier according to the invention, mounted on the back of a motor vehicle;

Figure 2 is an enlarged perspective view partly from the rear of the load carrier of Figure 1;

Figure 3 is a rear view of the load carrier of Figures 1 and 2, mounted on the back of the vehicle;

Figure 4 is a perspective view corresponding to that of Figure 1, showing the load carrier according to the invention in an alternative mounting-configuration to that used in Figure 1;

Figure 5 is a rear view corresponding to that of Figure 3 showing the load carrier in the alternative mounting- configuration;

Figure 6 is a perspective view illustrative of a modified form of the load carrier according to the invention used in the alternative mounting-configuration corresponding to that of Figure 4 ;

Figure 7 is a perspective view illustrative of the modified form of load carrier when used in the mounting-configuration corresponding to that of Figures 1 to 3;

Figures 8 to 12 are illustrative of techniques that may be utilised in further modification of the load carrier of Figures 1 to 5 and the modified load carrier of Figures 6 and 7;

Figures 12 (a) to 12 (d) are illustrative of alternative configurations of strapping that may be used in the mounting of the load carrier of Figures 1 to 3 ;

Figure 13 shows a form of cam buckle with its attachment strap, that may be used in load carriers of the invention; and

Figure 14 is a cross-sectional view of the attachment strap of the cam buckle of Figure 13, as bolted to a frame of a load carrier of the invention.

The load carrier to be described may be used with motor vehicles of the kind having a generally-flat back, for example vans and other vehicles that are commonly referred to by the terms 'estate', 'hatchback', ^λ three-door' and 'five-door' . Figures 1 to 7 illustrate use of the load carrier and a modified form of the load carrier on a vehicle of this kind, however, the load carriers to be described may also be used with other kinds of motor vehicles, for example of the kind having a rearwardly- protruding boot (trunk) .

Referring to Figures 1 to 3 , the load carrier 1 in this example is shown attached to a motor vehicle 2 to project rearwardly from a substantially-flat back 3 (such as .the tailgate illustrated) of the vehicle 2. The load carrier 1 involves a rectangular space-frame 4 of metal tubing that is shaped by bending to define three sides of the frame 4, namely two laterally-spaced, parallel sides 4a and 4b and an interconnecting transverse side 4c. The free ends of the tubing are turned inwardly towards one another as feet 5 which, by bearing on the back 3 of the vehicle 2, effectively define a fourth, transverse side of the frame 4. The feet 5 are cushioned by individual foam-rubber muffs 6, and in bearing on the back 3 of the vehicle 2 urge the frame 4, as suspended on a pair of laterally-spaced tie-straps 7 of nylon, to project rearwardly from the vehicle 2.

The straps 7 are hooked at their upper ends 8 to laterally- spaced locations of the top rim 9 of the back 3 within a gutter (not shown) between the vehicle-roof 10 and the back 3. At their lower ends the straps 7 are attached via respective length-adjusters 11 to a pair of cleats 12 located at intermediate positions respectively along the opposite sides 4a and 4b of the frame 4. A second pair of tie-straps 13, also of nylon, are correspondingly attached to the cleats 12 via respective length-adjusters 14 (which, like the adjusters 11, may be located in the straps 7 and 13 otherwise than at the cleats 12) , and are hooked at their bottom ends 15 under laterally-spaced locations of the bottom rim 16 of the back 3. The lengths of the straps 13 are adjusted by the adjusters 14 to tension the straps 7 and pull the frame 4 onto the vehicle with the feet 5 abutting the back 3. The frame 4 is maintained extending horizontally from the back 3 without tipping by a tubular U-shape strut 17 that is pivoted at its two ends to the opposite sides 4a and 4b of the frame 4. The pivoted strut 17, is locked at a fixed angle to the frame 4 by selectively- adjustable clamps 18 that retain it sloping downwardly into the corner between the back 3 and the rear bumper (fender) 19 of the vehicle 2. Foam-rubber muffs 20 threaded onto the strut 17 cushion it in its abutment with the back 3 and bumper 19.

The frame 4 can support a significant load, and in this example is fitted with an open-topped rectangular trough or compartment 21 of a fabric (for example canvas or woven plastics) for containing the load. The top edges of the fabric on the four sides of the compartment 21 are folded over and stitched or bonded to form sleeves 22 and the sides 4a, 4b and 4c of the frame 4 are threaded through three of these. A tube 23 that is secured across the frame 4 between the sides 4a and 4b (by locating its two ends in holes in the sides 4a and 4b respectively) is of a length to urge the sides 4a and 4b apart against the inherent resilience of the frame 4. The tube 23 is

threaded through the fourth sleeve 22 so that the compartment 21 is held on all four sides suspended within the frame 4.

A rectangular hard-wood or plastics sheet 24 fits within the compartment 21 to provide a base for retaining the compartment 21 in a generally-rectangular configuration whether empty or loaded. When the compartment 21 is loaded it pulls the sides 4a and 4b of the frame 4 tightly in towards one another hard onto the opposite ends of the tube 23, enhancing the structural strength.

As illustrated in Figures 1 to 3 the support strut 17 is clamped sloping down from the frame 4. It can, however, be clamped sloping upwardly from the frame 4 as illustrated in Figures 4 and 5. In this latter case, the frame 4 with its attached compartment 21 is located lower on the vehicle 2 with the feet 5 abutting the back 3 in the corner between the bumper 19 and the back 3. For this, the tie-straps 7 are lengthened at the adjusters 11, and the straps 13, which in this case are hooked under the bumper 19, are tightened at the adjusters 14 to maintain the frame 4 substantially horizontal.

The load carrier 1 can be readily removed from the vehicle simply by loosening the straps 7 and 13 to allow them to be detached from the vehicle 2. The support strut 17 can then be released for pivoting down flat into the general plane of the frame 4 for convenience of carrying and storage, simply by releasing the clamps 18. The compartment 21 with the inserted sheet 24 folds flat onto the frame 4.

A modification of the load carrier described above with reference to Figures 1 to 5 may be made to afford added support to the frame 4, by adding a further strut 27 corresponding to the strut 17. The load carrier modified in this way is illustrated in Figures 6 and 7 with its straps 7 and 13 and the compartment 21 omitted for clarity. Figure 6 shows the added

strut 27 deployed, and in this condition the modified load carrier has the advantage of combining the support benefits of the two mounting-configurations of Figures 1 to 3 and Figures 4 and 5. Figure 7 shows the added strut 27 when not in use, with the load carrier reverted to the mounting-configuration of Figures 1 to 3.

Referring to Figure 6, the added support strut 27, like the strut 17, is of U-shape tubular form and is pivoted at its two ends to the opposite sides 4a and 4b of the frame 4. It is larger than the strut 17 and, as illustrated, is locked at a fixed angle to the frame 4 by selectively-adjustable clamps 28 that retain it sloping downwardly into the corner between the bumper 19 of the vehicle and the back 3 of the vehicle 2. In this regard, the frame 4 is set with its feet 5 and the strut 17 (and consequently the load carrying frame 4 as a whole) higher up the back 3 of the vehicle. Foam-rubber muffs 29 are threaded onto the strut 27 for cushioning purposes.

As illustrated by Figure 7, reversion to the mounting- configuration illustrated in Figures 1 to 3 , can be achieved by releasing the clamps 28 and 18, folding the strut 27 down into the plane of the frame 4 and the strut 17 down to take its place in the corner between the bumper 19 and the back 3 , and then tightening the clamps 28 and 18 once more. Moreover, with the modified form of load carrier described with reference to Figures 6 and 7, there is the possibility of using the frame 4 reversed with its side 4c abutting the back 3 of the vehicle 2 cushioned by a pair of foam-rubber muffs 30. In these circumstances the strut 27 can be deployed in a role comparable with that of the strut 17, for mounting-configurations corresponding to those of Figures 1 to 3 and Figures 4 and 5. For this the strut 17 is folded down and secured in the plane of the frame 4.

Although the load carrier and its modified form have been described above in the context of a vehicle having a flat back, both can be used where the vehicle has a rearwardly-protruding boot (trunk) . In this case the straps 7 are hooked at their upper ends 8 to the top rim of the boot-lid and the straps 13 are hooked to the bottom rim of the lid, or under the bumper, according to the mounting configuration used. The mounting of the load carrier is otherwise essentially the same as described above with the feet 5 and strut 17, and where provide, the strut 27, abutting the upright face of the boot-lid.

The support strut 17 plays an important part in the mounting of the load carrier in each of the various mounting-configurations, and it is essential that the clamps 18 retain it firmly at the appropriate angle of deployment. The same consideration applies to the support strut 27 and its clamps 28 in the modified load carrier. Yet for flexibility and ease of mounting and demounting the load carrier, each clamp 18, and also in the case of the modified carrier, each clamp 28 too, needs to be easily releasable to allow pivotal movement of the respective strut to the appropriate angle relative to the frame 4, and then to firmly lock it at that angle. In this regard each clamp 18 and 28 may include a knuckle joint that is operative to clamp and release angular movement of the relevant strut 17 or 27 by turning a cam in respectively opposite locking and unlocking directions. However, in normal circumstances, once a choice has been made as to which of the mounting-configurations is to be used (that of Figures 1 to 3 , that of Figures 4 and 5, or, with the modified load carrier, that of Figure 6 or Figure 7), it will be necessary to move the strut 17 angularly between only two positions, namely, between its deployed and folded positions, so that the locking function of the clamps 18 is essential only in a single deployed position. Correspondingly with the modified load carrier, there will be just the one deployed position of the strut 27 in which the clamping action of the clamps 28 is required.

Techniques that may be used for locking the struts 17 and 27 in single deployed positions without the need for the clamps 18 and 28, will now be described and illustrated with reference to Figures 8 to 11.

Figures 8 to 11 illustrate the principle of the techniques in relation to a tubular strut S that is pivoted to a tubular frame-member F and is to be firmly deployed at a predetermined angle to the frame-member F from a folded condition aligned with the frame-member F .

Referring to Figure 8, the strut S and frame-member F are coupled together in a pivot P and at their free ends are interconnected via a cord C. The cord C extends from an anchoring knot K at one end, through the frame-member F and then through the strut S after passing through a rigid tube T. The length of the cord C free between the strut S and the frame- member F is limited by a cleat L secured to the cord C after it has passed through the strut S.

When the cord C is pulled tightly the consequential pulling up of the tube T forces it between the strut S and frame-member F to erect the tube T firmly between them so that the length of the tube T determines the resultant angle of inclination of the strut S to the frame-member F. The location of the cleat L along the cord C is adjusted so that it is secured to the cord C bearing on the strut S. As illustrated in Figure 9, this causes the tube T to be held erect sandwiched tightly between the strut S and the frame-member F locked at the desired angle of deployment .

The strut S can be freed for folding down from the deployed condition simply by releasing the cleat L from its hold on the cord C. This allows the cord C to go slack and the tube T to

move out of obstruction to the pivoting down of the strut S to fold flat onto the frame F.

In an alternative illustrated by Figures 10 and 11, the cord C is replaced by a hollow, woven cord W, and the tube T is replaced by a rod R within the hollow cord W. Tightening of the cord W causes the strut S to adopt the angle of deployment in which the rod R within the cord W holds the strut S against movement towards the frame-member F, as illustrated in Figure 11. Adjustment of the cleat L to be secured to the cord W bearing on the strut S locks the strut S against increase of the angle.

As a modification of the arrangements of Figures 8 to 11, the cleat L may be incorporated in the strut S .

Provision may be made in the load carrier of Figures 1 to 5 and in the modified form described with reference to Figures 6 and 7, for changing the locations along the sides 4a and 4b where the straps 7 and 13 are attached. Similarly, provision may be made for changing the locations along the sides 4a and 4b where the strut 17 and (in the modified form) the strut 27 are pivoted. Also, provision may be made for the straps 13 to be attached to the frame 4 at locations different from those used for attachment of the straps 7.

Examples of different configurations of strapping involving the straps 7 and 13 are illustrated in Figures 12 (a) to 12 (d) .

The pairs of tie-straps 7 and 13 in the case of Figure 12 (a) are attached at different locations of the frame 4, with the strap 13 attached to the same location as the strut 17 in-board of the attachment of the strap 7. In the example of Figure 12 (b) , the pairs of straps 7 and 13 are attached to the same location rearwardly on the frame 4 as the strut 17, whereas in the example of Figure 12 (c), the pair of straps 7 are attached to

the same location as the struts 17, and the pair of straps 13 are attached in-board of that location. The example of Figure 12 (d) is the same as that of Figure 12 (a) but with the addition of another pair of tie-straps 32 in-board of the attachments of the straps 7 and 13 and the strut 17. This latter configuration is applicable especially in the circumstances in which there is no bumper or the bumper projects insufficiently for the strut 17 to provide an adequate component of vertical support for the load, the compensating support in these circumstances being provided by the tie-straps 32.

The straps 7 and 13, and, where provided, the straps 32, may each be attached to the frame 4 by an individual cam buckle. A typical example of such attachment will now be described with reference to Figures 13 and 14.

Referring to Figure 13, the cam buckle 35 for receiving the relevant tie-strap 7, 13 or 32, has an attachment strap 36 of flexible webbing that is threaded through the buckle 35. The two free-ends of the strap 36 are sewn together by stitching 37 that also divides the resultant loop into two loops 36a and 36b that serve respectively for retaining the buckle 35 on the strap 36 and for anchoring it to the frame 4. In this latter respect, the strap 36 is pierced by two holes 38 within the loop 36b, for use in bolting it to the frame 4.

Referring to Figure 14, the strap 36 is secured to the frame 4 by a bolt 39 that is retained by a nut 40. The bolt 39 extends through both holes 38 to clamp the strap 36 tightly to the frame 4 with washers 41 either side of it and a square washer 42 within the loop 36b. There is good clearance between the bolt 39 and the holes 38 so that the load applied to the buckle 35 by the tie-strap 7, 13 or 32 is transmitted from the strap 36 to the bolt 39 via the washer 42 in the loop 36b. The transmission of the load to the bolt 39 from the washer 42, rather than directly from the strap 36 at the holes 38, has the advantage of

distributing the load across the width of the strap 36 rather than concentrating it at the holes 38.