ROOF RACK FOR AUTOMOTIVE VEHICLES BACKGROUND OF THE INVENTION

I. Cross-Reference to Related application:

This application claims the benefit of the filing date of US. Provisional Application Serial No. 61/044,320, filed April 11, 2008, the contents of which are hereby incorporated by reference.

II. Field of the Invention:

The current invention generally relates to interconnecting extruded aluminum framework structures, and more particularly to a roof rack for automotive vehicles to be sold in kit form and used to facilitate carrying of materials. This design embodiment is readily adaptable to a variety of vehicle configurations.

III. Background of the Invention:

It is the common practice in the automotive roof rack industry to produce metal vehicle roof racks that comprises a single welded unit. Such units are difficult to ship and handle because of their size and weight. Further, these fixed configuration roof racks are not amenable to adaptation or minor modification during the manufacturing process. Therefore, the traditional rack configuration cannot be adapted to the slight variations from one automobile to the next. This is a great disadvantage to automobile manufactures and aftermarket-users in that they often result in reduced quality and fit in the final product.

The current invention overcomes many of the manufacturing difficulties of the prior art and provides auto manufacturers and aftermarket-users with convenience and reliability that is currently missing in the marketplace.

SUMMARY OF THE INVENTION In providing a strong, yet lightweight, roof rack for an automotive vehicle there is provided an assembly comprising first and second primary side rails and first and second secondary side rails that together form a pair of rack side members where each includes a primary side rail and a secondary side rail that are clamped together. The thus-formed side members are connected together in parallel, spaced relation by a plurality of crossbar members, wherein each of the crossbar members comprises an elongate, metal, tubular extrusion having opposed fastening ridges projecting laterally therefrom. A plurality of fasteners are used to join a first end portion of the crossbar member to the primary side rail of one side member and a second end portion of the

crossbar member to the primary side rail of the opposed side member. A plurality of attachment members are subsequently used to affix the crossbar members to the roof of the vehicle.

The primary and secondary side rails comprise extruded metal tubing, preferably aluminum, and the primary side rails each have integrally formed channels defining a T-shaped slot where the channel projects laterally from a surface of the extruded metal tube comprising the primary side rails. The primary side rails further include a generally T-shaped spine that projects outwardly therefrom. The secondary side rails also each comprise an extruded metal tube with a T-shaped spine projecting outwardly therefrom. The aforementioned clamp members are specially shaped to engage the T-shaped spines on the primary and secondary rail members, thus holding them in generally parallel relationship.

The crossbar members, also comprising extruded metal tubes shaped to have an aerodynamic profile that minimizes wind resistance and noise when the vehicle bearing the rack is being driven at highway speeds.

Because of the adjustability of the components comprising the roof rack of the present invention, the rack assembly is readily adaptable to a wide variety of vehicle makes and models.

The extruded rails and their manner of interconnection provide a very high strength-to-weight ratio in that the width and thickness of the clamping members used to join the primary and secondary rail pairs can be chosen to meet expected load requirements since the spines to which the clamps attach extend the full length of the rails. The use of relatively thin wall tubing for the cross members backed up at attachment points with reinforcing inserts also reduces the overall weight of the finished assembly without sacrificing strength.

Other features and advantages of the invention will become apparent to those skilled in the art from the following detailed description of a preferred embodiment, especially when considered in conjunction with the accompanying drawings in which like numerals in the several views refer to corresponding parts. DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a completely assembled roof rack configuration made in accordance with the present invention;

FIG. 2a is a partial end view of a primary side rail depicting a connection with a crossbar member and with a roof anchor connection to the crossbar;

FIG. 2b is an exploded, partial view of the primary rail and crossbar connection and also showing the crossbar connection with the roof anchor;

FIG. 2c is a cross sectional view of the crossbar connection to the roof anchor, including the crossbar reinforcing element and side rail fastener; FIG. 2d is a partial perspective view of a crossbar incorporating a reinforcing element;

FIG. 2e is an end view of the crossbar with reinforcing element and fastener; FIG. 3 is an end view of a primary side rail depicting a connection by a side rail spacing clamp to a secondary side rail; FIG. 4 is an exploded view showing a primary side rail, a side rail spacing clamp and a secondary side rail;

FIG. 5 is a cut-away perspective view of a front edge end cap for covering the primary and secondary side rails;

FIG. 6 is an exploded perspective view of the side rail spacing clamp and primary and secondary side rails;

FIG. 7 is a perspective view showing the side rail spacing clamp and primary and secondary side rails with the clamp engaged;

FIG. 8 is a perspective view showing the end cap closure for the rear of the roof rack; FIG. 9 is a perspective view of an alternative attachment member used to secure the roof rack to the roof of a vehicle;

FIG. 10 is a drawing showing how the attachment member of FIG. 9 is assembled to a vehicle roof and the roof rack assembly;

FIG. 11 shows a further alternative attachment member for securing a roof rack to the rain gutter of an automotive vehicle; and

FIG. 12 is a perspective view showing the deployment of the attachment member of FIG. 11 in securing a roof rack assembly to a vehicle.

DESCRIPTION OF A PERFERRED EMBODIMENT This description of the preferred embodiments is intended to be read in connection with the accompanying drawings, which are to be considered part of the entire written description of this invention. In the description, relative terms such as "lower", "upper", "horizontal", "vertical", "above", "below", "up", "down", "top" and "bottom" as well as derivatives thereof (e.g., "horizontally", "downwardly", "upwardly", etc.) should be construed to refer to the orientation as then described or

as shown in the drawings under discussion. These relative terms are for convenience of description and do not require that the apparatus be constructed or operated in a particular orientation. Terms such as "connected", "connecting", "attached", "attaching", "join" and "joining" are used interchangeably and refer to one structure or surface being secured to another structure or surface or integrally fabricated in one piece, unless expressively described otherwise.

FIG. 1 provides a general perspective view of one possible embodiment for a roof rack 5 for the current invention. It possess (a) a right 10 and a left 11 primary side rail 110, (b) a right 12 and a left 13 secondary side rail 140, (c) a plurality of side rail spacing clamps 170 that connect the right primary side rail 10 to the right secondary side rail 12 and connect the left primary side rail 11 to the left secondary side rail 13, (d) a plurality of crossbar members 130 that connect the right primary side rail 10 to the left primary side rail 11, and (e) a plurality of roof mounts.

A roof rack embodiment of the current invention can be found in FIGs. 2-8. One general improvement of the current invention over the prior art relates to the application of continuous contact connections to increase the strength and improve the reliability of the fastening joints. Further, this fastening method allows manufacturers to take advantage of receiving roof rack kits as small box components as opposed to large fully welded, solid components. One embodiment of the current invention is described as follows:

Primary Side Rail (See FIGs. 2 a, 2 b, 3, 4, 5, 6, 7, and 8) The pair of primary side rails 110 each comprises a generally hollow, somewhat "D" shaped, extruded tubular element, with a cross sectional design comprising a semi-circular wall 110a with a vertical back member 110b. The component is one of the central inventive configurations that form the system. The configuration provides great strength and stability to the entire rack framework owing to the combination of multiple, parallel, individual channels that add strength against deformitive forces.

Further, the multiple channels provide connection points over the entire length of the side rails. This allows for maximum configuration flexibility for a wide range of manufacturing needs. The wide range of configuration variability allows a manufacturer to adjust for major configuration requirements, i.e., going from one vehicle manufacturer's model to another. The invention also provides for making minor modification to adjust to slight variations observed in manufacturing hundreds

of copies of the same model. The key is the ability to modify the connection points along the entire length of the component.

The primary side rail 110 possesses a cross member attachment channel 116. The channel 116 emanates from and is contiguous with the vertical back member 110b of the D-shaped cross-section. As seen in the figures identified above, the channel 116 is generally rectangular in cross section, possess an upper right flange 116a and an upper left flange 116b. A gap is defined between the right 116a and left 116b flanges of the attachment channel 116. The gap provides a means for accessing the channel 116, and the access runs the entire length of the side rail 110. As will be discussed below, the gap provides the means for a bolt to access the internal chamber of the channel 116 and thus provide leverage against a uniquely configured fastening bar 138b.

As pointed out above, the continuous access is one important aspect of the invention. Channel 116 forms an adjustable attachment point on both ends of a plurality of crossbar members 130. Further, the right and left primary side rails, of a complete roof rack, have identical, but mirror image, configurations when viewed from either the front or back of the assemble rack. No separate manufacturing of right and left pieces is required. The mirror image configuration is achieved simply by rotating the rail end for end. The primary side rail 110 also, possesses a first, approximately T-shaped attachment spine 120 emanating from and contiguous with the outer surface of the semi-circular wall 110a. The attachment spine 120 is configured to reside along a parallel axis that is approximately 90 degrees to the horizontal of the 116 channel. The precise contours of the attachment spine 120 are designed to precisely cooperate with a uniquely configured attachment clamp 170 as discussed below.

Secondary Side Rail (See FIGs. 3, 4, 5, 6, 7)

The next element in the current configuration is a secondary side rail 140. The secondary side rail 140 is a generally hollow tubular extruded element, also preferably of aluminum, with a cross sectional design comprising a circular wall 140a. The side rail 140 also possesses a second approximate T -shaped attachment spine 150. The spine 150 comprises a part of the extrusion 141 and emanates from and is contiguous with the outer surface of the side wall 140a. The contours of the second attachment spine 150 are also precisely designed to cooperate with a uniquely designed attachment clamp 170. The contours of spine 150 may be the same or different

contour from the contour for the first attachment spine 120 even though the present figures use a single configuration shape.

The secondary side rail 140 further possesses a bend or deflection near one end of the rail that ultimately is at the front of the vehicle roof once the rack is mounted. As can be seen in FIG. 1, this is done for both issues of style and aerodynamics. The application of a sloped nose significantly reduces noise from the wind thrown off the windshield. It also helps to blend the rack into the visual lines of the vehicle. Even so, it is understood that any configuration is possible and the invention is not limited to a sloped nose front configuration. Side Rail Spacing Clamps (See FIGs. 3, 4, 6, 7)

The next element is a two-piece side rail spacing clamp system 170. The individual clamps are designed with a unique contact mechanism that takes advantage of a semi-circular cross sectional end 176 configured with a radius slightly smaller that the radius of the element it contacts. The design also possesses a central void 174 defined by the configuration of the clamp shoulders 178 and specifically shaped to accommodate the primary or secondary side rail T-spine, while at the same time the clamp ends 176 forms a concave surface 180 to make contact with the complimentary shaped exterior wall of either the primary side rail 110a or the secondary side rail 140a on either side of the respective T-spine 120, 150. The concavity of the clamp end is designed to have a slightly reduced radius in relation to the curvature of the primary side rail 110a or the secondary side rail 140a. This results in a slight "bite" from the clamp on the outer surface of the primary side rail 110a or the secondary side rail 140a as the clamp 170 is tightened.

As indicated above, the clamp 170 has clamp shoulders 178. As seen in FIG. 6, the shoulders 178 are so configured to define a hole 182 through which a first threaded bolt 172a may pass. The first threaded bolt 172a will accept threaded nut 172b to facilitate tightening the clamp. The shoulder configuration plays an important part in the strength of the connection between the side rails. The thickness of the shoulder is maintained only so much as is necessary to prevent deformation of the clamp ends without adding unnecessary weight. Further, the force applied to the side rails is generated from the cinching of the bolt 172a and the nut 172b. This force must be evenly distributed against the T-spine and exterior walls of the rail to optimally form a wedge function that holds the rails locked firmly in place.

The clamp 170 may be ordered in a number of height dimensions that are modified through configuration of the spacer region 200. Increasing or decreasing the height of this region allows for greater or lesser separation between the primary side rail 110 or the secondary side rail 140. This feature allows for a wide variety of configurations and applications, while limiting the need to modify part configurations to the clamp 170. The clamp can also be produced in varying width dimensions that can be increased or decreased to create a variety of concave channel 180 lengths. An increase in the channel width 180 will increase the strength and stability of the connection between the clamp 170 and side rail 110, 140. The instant embodiment shows one set configuration for the clamp 170, but it is within the scope of the present invention to cover a variety of other clamp sizes and configurations.

Crossbar Member (See FIGs. 2a, 2b, 2c, 2d, 2e, and 5)

The next element of the rack assembly to be considered is a dual channel crossbar 130. The crossbar 130 owes its strength to a duel channel, over/under configuration. In this instance, the crossbar is defined as having a length dimension with "ends", a width dimension with "edges", and a height dimension with "top" and "bottom" in the standard orientation as viewed.

The primary channel of the crossbar member 130a (Fig. 2e) is generally trapezoidal in cross sectional shape. Further, the primary channel 130a is defined by the first crossbar wall 132, with the wall 132 defining an extended trailing edge 134. The trailing edge 134 faces rearward when the rack is vehicle mounted and is configured for aerodynamic advantages (reduced wind resistance and low noise). The wall 132 further defines a rounded leading edge 136.

As shown in FIG. 2d, the primary channel wall 132 of the crossbar member defines a hole member 137a therein. Another hole not visible in FIG. 2d is drilled in register through each end portion of the primary channel 130a, through the top crossbar wall 132 and through the bottom crossbar wall 132. The holes 137a accommodates a second threaded bolt 138a (FIG. 2d) that will removably attach a crossbar 130 to a primary side rail 110. An important aspect of the current invention relates to the applications of a unique threaded fastening bar 138b in place of a standard nut. This threaded fastening bar 138b is generally of an elongated nature and thereby increases the contact surface area in which to cooperate with the internal and external flanges 116a, 116b of the primary side rail cross member attachment

channel 116. This greatly increases the strength of the individual joint connection and adds to the overall stability of the entire framework.

The secondary channel 130b (Fig. 2a) is generally rectangular in cross sectional shape, and defined by a second crossbar wall 133. As seen in FIGs. 2a, 2c, and 2e, the crossbar wall 133 configuration defines a fastening ridge 133a to accommodate attachment of a roof clamp means 250. The secondary channel 130b need not extend the full length of the crossbar member 130, but may end so as to not interfere with the attachment of the crossbar member 130 to the primary side rail member 110. For example, in FIG. 2d the primary channel 130a extends beyond the end of the secondary channel 130b by the width defined from the vertical back member 110b to the external most point of the channel 116. This is the preferred configuration because it provides a snug fit for the primary side rail 110 and the crossbar 130.

Numeral 131 refers to a roller disposed at the rear end of the rack assembly rather than to a crossbar member. The roller facilitates loading longer objects, such as ladders, heavy pipes, etc. onto the vehicle rack.

Reinforcing Element (See FIGs. 2b, 2c, 2d, 2e, and 5)

The next element of the assembly to be considered is the trapezoidal primary channel reinforcing element 160 best seen in FIGS. 2d and 2e. The reinforcing element 160 is inserted at or near the ends of the primary channel 130a, the reinforcing element 160 has a generally rectangular shape that fits within the primary channel 130a. The body of the reinforcing element 160 is configured so as to define a hole 162 that will act cooperatively with aligned holes 137a, formed through the ends of the crossbar member 130 and second threaded bolts 138a. The reinforcing element provides the additional strength needed at the point of attachment without adding unwanted additional weight that a solid member would possess. The element 160 has a pair of leaf spring legs 160a and 160b that serve to retain the reinforcing element in an aligned position with the holes 137a prior to insertion of the fasteners 138a.

Primary Side Rail/Crossbar Fastener (See FIGs. 2a, 2b, 2c, and 2e) Fastener elements 138a/138b for connecting the crossbar 130 to the primary side rail 110 comprises a threaded bolt 138a and a threaded contact member 138b that is configured to reside within the confines of the primary side rail channel 116. The length dimension of this contact member 138b can be increased to increase the contact area with the flanges 116a, 116b. Thus, one can increase the strength of the

connection by increasing the extent of engagement with the flanges 116a, 116b of the channel 116.

End Caps (See FIGs. 5 and 8)

A front end cap 230 and a back end cap 240 are used to provide smooth termination to the opposed ends of the rack rails. The end caps satisfy two needs. They are added for both issues of style and aerodynamics. The application of a generally rounded front end cap 230 significantly reduces noise from the wind thrown off the windshield. The combination front 230 and back end 240 caps help to aesthetically blend the rack into the visual lines of the vehicle. Roof Attachment Members (See FIGs. 2a, 2b, 2c, 9, 10, 11 and 12)

Next to be considered are roof attachment members, a wide variety of configurations of which are available to accommodate any number of vehicle body styles and requirements. A first example is shown in FIGs. 2a and 2b. Here, a fastening mount 300 is fixedly attached to the roof of a vehicle. As depicted in FIG. 2a and 2b, a mounting bracket 250 is fixedly attached to the fastening mount 300 through the application of a standard nut 305 and bolt 310, with a specialized bracket 320 designed to cooperatively engage the fastening mount 300. The mounting bracket 250 possesses a pair of opposed engaging elements 330a and 330b with contact elements 331a and 331b so configured to cooperatively and fixedly contact the fastening ridge 133a of a crossbar 130. The fastening is achieved by cinching the opposed engaging elements 330a/ 330b and corresponding contact elements 331a/331b against the fastening ridge 133a of a crossbar 130 through the use of a standard nut 370, washer 371, and bolt 372 configuration.

The roof rack assembly of FIG. 1 may be attached to the roof of an automotive vehicle in a variety of ways depending upon the vehicle manufacturer and model involved. In each instance, however, an attachment member will include a clamping structure adapted to cooperate with the fastening ridges 133a of the crossbar members 130.

FIGs. 2a and 2b illustrated a mounting structure for a vehicle having a generally flat, horizontal roof, allowing a pair of extruded metal rails having a T- shaped slot extending the length thereof to be bolted or otherwise affixed to the vehicle roof to extend parallel to the side edges thereof and inset a predetermined distance from the vehicle sides.

FIG. 9 shows an alternate mounting arrangement where the vehicle roof may have a somewhat curved contour, such that straight, elongated mounting rails like 300 in FIG. 2a cannot be used. Instead of using a single, continuous, elongated rail, two or more short length extruded rails as at 350 (FIG. 10) are applied to the vehicle roof at longitudinally spaced locations along the roofs length dimension. Then, adjustable mounting brackets indicated generally by numeral 352 in FIG. 9 are joined to the segmented rail members 350. More particularly, the nuts 354 and 356 are especially shaped to mate with ridges 358 on the generally U-shaped mounting rails 350 allowing the mounting assembly 352 to be precisely longitudinally positioned before the bolts 360 are tightened.

The mounting bracket 352 provides for limited adjustment to accommodate level horizontal mounting of the rack assembly. More particularly, the mounting bracket assembly 352 comprises a base member 362 having an integrally formed base flange 364 and a rounded upper hinge portion 366. The flange 364 rests upon the mounting rail 350 as seen in FIG. 10 and an elongated bolt 368 extends through clamp elements 370 and 372 acting as a hinge pin. This arrangement allows the clamp members 370 and 372 to be rotated about the bolt 368 as may be necessary to permit the grooves 374 formed in the upper end portions of the clamping members to engage the fastening ridges 133 on the crossbar members 130. Once the roof rack assembly has been leveled, bolts 368 on the several mounting bracket assemblies employed may be tightened to maintain the set angularity and a nut and bolt combination 376- 378 is cinched to squeeze the grooves 374 into tight engagement with the fastening ridges 133 on the crossbar members.

With certain vehicle models, it is desirable to affix the roof rack assembly to the rain gutters found on many vehicles that run parallel to the roof a slight distance down along the vehicle's side surfaces. To this end, the present invention provides a roof rack attachment assembly as indicated generally by numeral 380 in FIGS. 11 and 12. In FIG. 12, the roof line of the vehicle is identified by numeral 382 and a cross section of the rain gutter is identified by numeral 384. The mounting bracket assembly 380 is seen to comprise a L-shaped arm 386 having a gusset or brace 388 extending diagonally between the upper leg 390 and the lower leg 392of the L-shaped arm.

Joined to the upper leg 390 are clamping jaws 394 and 396 each having a set of parallel grooves as at 398 and 400. The grooves 400 are designed to engage the

sides of the upper leg 390 while the grooves 398 are designed to mate with the attachment ridges 133 on the crossbar members. Clamping of the respective members is achieved using the threaded bolts as at 402 and nuts, 404.

The lower arm 392 has a clamping plate 406 bolted to it and formed along the base of the plate 406 is a groove 408 which is configured to fit within the vehicle's rain gutter 384. One of the bolts used to fasten the plate 406 to the leg 392 of the L- shaped arm also passes through a further clamping bracket 410 that is designed to engage the outer underside of the gutter and the outer surface of the gutter side wall. In order to achieve a snug fit, an eccentric cam 412 mounted on the bolt is turned with a wrench. The cam acts against a shelf-like projection 414 on the clamping bracket 410 to lift this clamping bracket so that the gutter contained within the groove 416 of the clamping bracket will become firmly engaged. To prevent marring of the vehicle's paint, a split vinyl tube 418 may be placed over the gutter prior to the step of camming the clamping bracket 410 and the ultimate tightening of the fastening nut 420.

This invention has been described herein in considerable detail in order to comply with the patent statutes and to provide those skilled in the art with the information needed to apply the novel principles and to construct and use such specialized components as are required. However, it is to be understood that the invention can be carried out by specifically different equipment and devices, and that various modifications, both as to the equipment and operating procedures, can be accomplished without departing from the scope of the invention itself. What is claimed is: