 |
Claims  |
|
|
We claim:
1. An adjustable car top carrier support, operable for use on a gutterless
car top having ledges at opposite sides thereof, comprising:
a. a first horizontal support tube, having an outer and an inner end, and
including a first vertical support leg means proximate said outer end;
b. a second horizontal support tube, having an outer and an inner end, and
including a second vertical support leg means proximate said outer end;
c. crankshaft means interconnecting said support tubes for horizontally
contracting and extending said respective support tubes;
d. clutch means within said crankshaft means for limiting the amount of
torque which may be applied by said crankshaft in contracting said support
tubes; and
e. car top engaging means, extending from the bottom of each of said
vertical support leg means, and operable for engaging a car top proximate
said ledges at opposite sides of said car top, whereby upon contraction of
said support tubes engagement forces are transmitted to said car top only
in the vicinity of said opposite car top ledges and said clutch means is
operable to limit the amount of the engagement force which may be exerted
between said car top carrier and a car top.
2. An adjustable car top support according to claim 1, wherein said car top
engaging means further comprises a foot pad assembly further comprising a
pivotable foot, having a downwardly disposed foot pad, and a car top hook,
outwardly and downwardly disposed from said foot pad and thereby operable
for engaging the ledge at either opposite side of a gutterless car top.
3. An adjustable car top support according to claim 2, wherein said
crankshaft means further comprises a crank handle, proximate said outer
end of said first horizontal support tube, and connected to said clutch
means through a horizontally disposed crankshaft.
4. An adjustable car top support according to claim 3, wherein said clutch
means includes a first clutch jaw, rigidly connected said crankshaft, and
a second clutch jaw adjustably rotatable with respect to said first clutch
jaw.
5. An adjustable car top support according to claim 4, wherein said
crankshaft means further includes a clutch shaft means, rigidly mounted to
said second clutch jaw, and rotatably mounted with respect to said first
clutch jaw, said clutch shaft means being rigidly mounted to a screw means
within said second support tube and further being operable for
transmitting a torque from said first to said second clutch jaws.
6. An adjustable car top support according to claim 2, wherein each of said
vertical support legs comprises an inwardly opening channel member, and
said pivotable foot is mounted around a mounting bolt extending between
opposite sides of said open channel, wherein said car top hook is
suspended from a D-ring hooked around a flange of said pivotable foot that
extends upwardly within, and proximate the bottom, of said channel,
wherein the flange is outward of said mounting bolt.
7. An adjustable car top support according to claim 1, wherein said
crankshaft means further comprises a crank handle, proximate said outer
end of said first horizontal support tube, and connected to said clutch
means through a horizontally disposed crankshaft.
8. An adjustable car top carrier according to claim 7, wherein said clutch
means includes a first clutch jaw, rigidly connected to said crankshaft,
and a second clutch jaw adjustably rotatable with respect to said first
clutch jaw.
9. An adjustable car top support according to claim 8 wherein said crank
shaft means further includes a clutch shaft means which is rigidly mounted
to said second clutch jaw and rotatably mounted with respect to said first
clutch jaw, said clutch shaft means being rigidly mounted to a screw means
within said second support tube and further being operable for
transmitting a torque from said first to said second clutch jaws.
10. An adjustable car top support according to claim 9 wherein said screw
means comprises a horizontally disposed, threaded screw shaft engaging a
screw shaft nut proximate, and fixed within, the inner end of said second
support tube.
11. An adjustable car top support according to claim 10, wherein said
crankshaft is rotatably supported within said first support tube and said
clutch means is disposed between the respective inner ends of said first
and second support tubes.
12. An adjustable car top support according to claim 7 wherein said
crankshaft is rotatably supported within said first support tube and said
clutch means is disposed between the respective inner ends of said first
and second support tubes.
13. An adjustable car top support according to claim 12, wherein said first
clutch jaw comprises a horizontally disposed cylindrical member having a
vertically disposed spiral clutch surface at its inner end, and said
second clutch jaw comprises a horizontally disposed spiral clutch surface
at its inner end, said clutch surfaces being urged together by a clutch
torque adjustment means which is operable to allow said first clutch jaw
to transmit only a pre-determined level of torque to said second clutch
jaw when said crankshaft is rotated to contract said support tubes.
14. An adjustable car top support according to claim 13 wherein said clutch
torque adjustment means comprises a nut for adjustably urging a
compression spring around said clutch shaft, against the outer end of said
second clutch jaw, and a thrust bearing and nut on said clutch shaft
within said first clutch jaw.
15. An adjustable car top support according to claim 7, wherein said first
vertical support leg includes a vertical outer surface with an aperture
therein, between said support tube and said car top engaging means, said
aperture further including spring means, wherein further said crank handle
is pivotably mounted, at a proximate end, upon said crankshaft and
includes, at its distal end, a normally extending hand grip portion that
includes a detent, whereby upon exerting the maximum amount of torque
through said clutch means said crank handle can be further rotated, while
slipping said clutch, and pivoted about said crankshaft for insertion of
said detent and past said spring means.
16. An adjustable car top support according to claim 1, wherein said first
and second support tubes are mounted, in a horizontally slideable fashion,
within a carrier track, said carrier track having an upper surface adapted
for support of the bottom surface of a superposed load.
17. An adjustable car top support according to claim 16, further including
a pair of parallel carrier tracks, in combination with a pair of first and
second support tubes, whereby said each pair of support tubes are
individually operable for mounting and supporting a superposed load upon a
car top.
18. An adjustable car top carrier, operable for use on a car top having
ledges at opposite sides thereof, comprising:
A. a carrier container having a bottom surface attached to the top surface
of at least one horizontally disposed carrier track;
B. a pair of support members slideably positioned within said track, each
support member having an outer end and an inner end;
C. vertical support legs extending downwardly from each of said respective
support members, and including car top engaging means, at the bottom of
said each support legs, operable for engaging a car top proximate said
ledges at opposite sides of said car top; and
D. means to contract and extend the opposed inner ends of said support
members, said means further including torque limiting means to limit the
amount of contractive engagement force which may be exerted by said car
top engaging means against a car top.
19. An adjustable car top carrier according to claim 18, wherein said means
to contract said support members comprises a crankshaft freely rotatable
and extending within a first support member from a crank handle, at the
outer and of said first support to a clutch inwardly from the inner end of
said first support, and a threaded screw extending from said clutch to a
mating nut fixed within the second support member.
20. An adjustable car top carrier according to claim 19 wherein said clutch
means includes a first clutch jaw, rigidly connected at its outer end to
said crankshaft and including a vertically disposed spiral clutch surface
at its inner end, a second clutch jaw, rigidly connected to said threaded
screw at its outer end, and including a vertically disposed mating spiral
clutch surface at its inner end, said clutch surfaces being urged together
by a clutch torque adjustment means operable to allow said first clutch
jaw to transmit only a pre-determined level of torque to said second
clutch jaw when said crank handle is rotated to contract said support
members.
21. An adjustable car top carrier support, operable for use on a gutterless
car top having ledges at opposite sides thereof, comprising:
A. a first horizontal support tube, having an outer and an inner end, and
including a first vertical leg means proximate said outer end;
B. a second horizontal support tube, having an outer and an inner end, and
including a second vertical support leg means proximate said outer end;
C. crankshaft means interconnecting said support tubes for horizontally
contracting and extending said respective support tubes;
D. a carrier track, within which said first and second support tubes are
mounted, in a horizontally slideable fashion, with their respective inner
ends horizontally opposed, said carrier track having an upper surface
adapted for support of the bottom surface of a superposed load;
E. car top engaging means, extending from the bottom of each of said
vertical support leg means, and operable for respective engagements with
said opposite car top ledges, whereby upon contraction of said support
tubes in a telescoping fashion into said carrier track, engagement forces
will be transmitted to said car top only in the vicinity of said opposite
car top ledges.
22. An adjustable car top support according to claim 21 wherein said
carrier track comprises a rectangular tube, wherein each of said support
tubes further comprise a rectangular outer configuration substantially
mating with the inner configuration of said rectangular carrier track.
23. An adjustable car top support according to claim 22, further including
a pair of parallel carrier tracks, in combination with a pair of first and
second support tubes, whereby said each pair of support tubes are
individually operable for mounting and supporting a superposed load upon a
car top.
24. An adjustable car top support according to claim 22, wherein said each
car top engaging means further comprises a foot pad assembly further
comprising a pivotable foot, having a downwardly disposed foot pad, and a
car top hook, outwardly and downwardly disposed from said foot pad and
thereby operable for engaging the ledge at either opposite side of a
gutterless car top.
25. An adjustable car top support according to claim 24, wherein each of
said vertical support legs comprises an inwardly opening channel member,
and said pivotable foot is mounted around a mounting belt extending
between opposite sides of said open channel, wherein said car top hook is
suspended from a D-ring hooked around a flange extending from the bottom
of said vertical support leg wherein said flange is outward of said
mounting belt.
26. An adjustable car top support according to claim 22, wherein said
crankshaft means further comprises a crank handle, proximate said outer
end of said first horizontal support tube, and connected to said second
support tube through a crankshaft horizontally disposed within said first
support tube, said crankshaft being rigidly engaged at its innermost end
to a screw means, horizontally disposed within said second support tube,
and adapted to expand and contract said support tubes.
27. An adjustable car top carrier support according to claim 26 wherein
said screw means comprises a horizontally disposed, threaded screw shaft
engaging a screw shaft nut proximate, and fixed within, the inner end of
said second support tube.
28. An adjustable car top support according to claim 27, wherein said
crankshaft is rotatably supported within said first support tube, and said
screw shaft includes a rotatable end support about its end which is
proximate the outer end of said second support tube, said rotatable end
support being adapted for horizontal movement within said rectangular
second support tube.
29. An adjustable car top support according to claim 27 wherein said
rotatable crankshaft support further comprises a bearing block proximate
the inner end of said first support tube, and a thrust bushing and thrust
collar at the outer end of first support tube, adjacent said crank handle.
30. An adjustable car top support according to claim 26, wherein said first
vertical support leg includes a vertical outer surface with an aperture
therein, between said support tube and said car top engaging means, said
aperture further including spring means, wherein further said crank handle
is pivotably mounted, at a proximate end, upon said crankshaft and
includes, at its distal end, a normally extending hand grip portion that
includes a detent, whereby said crank handle can be pivoted about said
crankshaft for insertion of said detent past said spring means.
31. An adjustable car top support according to claim 22 wherein said
carrier track comprises an aluminum extrusion, and said support tubes are
comprised of aluminum, wherein said substantial mating configuration is
sufficiently tight so that upon the application of a load upon said
carrier track said support tubes will slightly buckle and become cammed
within said carrier track. |
|
 |
|
 |
Claims |
|
|
|
Description |
|
|
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates to a car top carrier, and particularly one
that is automatically adjustable to apply a predetermined level of
contractive force for mounting on any car top. The preferred embodiment of
the support includes a torque limiting device in combination with the
crankshaft means, so that only a pre-determined contractive force may be
exerted by the carrier, upon the car top. The present invention may be
used as a mounting for any form of car top carrier, including a superposed
container adapted for additional carrying space. The present support is
further useful as an auxillary carrying rack, for supporting any number of
articles necessarily carried external to a vehicle.
2. Description of the Prior Art
Numerous car top constructions are known in the prior art, but none which
allow for an automatic pre-selection of the contractive forces exerted by
the engaging means onto the car top. Additionally, there is not found a
car top carrier support characterized by support tubes telescoping within
a carrier track, wherein the car top engaging means are fixed upon
vertical support legs located proximate the outer ends of each tube.
Representative of the prior art are the following U.S. Pat. Nos.: BINDING,
3,899,111; READ, 3,897,895; CARSON, 3,877,624; OLIVEIRA, 3,495,750; OLSON,
2,888,178; BARRECA, 2,833,453; GALLAGHER, 2,788,929; STRAUSS, 2,222,636.
The patent to Binding illustrates a car top carrier which is usable with a
gutterless car top, and includes a spring mounted clamping linkage having
a hook to engage a ledge on either side of the gutterless car top. As
such, the patent to Binding shows a car top carrier tensioned upon an
automobile roof, but without provision for automatically controlling the
amount of tension between the carrier and the vehicle roof, or locating
the support legs at the roof edge.
The patent to Read illustrates a car top carrier wherein tensioning of the
carrier on the roof is accomplished by separately engaging a jamming
mechanism. Read does not illustrate automatic positioning of the feet of
the carrier proximate the strongest part of the vehicle roof, and further
does not provide for an automatic limiting of applied tension. The patent
to Carson illustrates a conventionally mounted car top carrier, with a
clamping assembly for holding various objects onto the rack. As such,
Carson does not provide for telescoping support tubes for tensioning with
respect to the vehicle roof. The patent to Oliveira illustrates a
collapsible luggage rack wherein the support feet are manually positioned
on the vehicle roof. The amount of tension exerted by the mounting pads on
the roof is controlled by the tension of a separate spring, passing
through the interior of the main support. Oliveira teaches another
collapsible luggage rack that is without provision for supplying a
pre-selected mounting force through a telescoping, car top edge engaging
means.
The patent to Olson employs a support bar of constant length, with only the
tension of the roof mounting hooks controllable through the provision of a
wind-up reel, together with a pawl. Olson has no provision for maintaining
the support feet adjacent the edges of the vehicle roof and, additionally,
there is no provision for automatically controlling the maximum tension
between the rack and the vehicle roof.
The patent to Barreca illustrates a form of constant length support bar
wherein the relative tensioning between the rack and the roof is simply
adjusted by a crank assembly. Barreca's device does not provide for a
support mechanism of varying lengths so that the support feet are
maintained adjacent the edge of the vehicle roof, with the additional
provision of an automatic tensioning means to absolutely limit the maximum
tension which may be applied upon the vehicle roof itself.
The patent to Gallagher employs a constant length support bar which is
conventionally attached to a vehicle roof, through straps. Gallagher
includes a cranking means for engaging a load superposed upon the support,
but is without provision for automatically tensioning the car top carrier
onto the roof itself. Finally the patent to Strauss illustrates a
turnbuckle arrangement for tensioning a roof mounted accessory onto a
vehicle roof. Straus does not provide a pair of telescoping support tubes
within one continuous load support, nor does he have the additional
feature of automatic means to limit contractive forces exerted upon the
vehicle roof.
BRIEF SUMMARY OF THE INVENTION
The present invention is an adjustable car top carrier support device,
which is operable for use on either a gutterless or a conventionally
guttered car top, requiring only that the roof conventionally has ledges
on opposite sides thereof.
According to both embodiments, there is a first horizontal support tube
having an outer end and an inner end, and including a first vertical
support leg means proximate the outer end. In like fashion there is a
second horizontal support tube, having an outer and an inner end, which
also includes a second vertical support leg means proximate its outer end.
Interconnecting the support tube is a crankshaft means which is operable
for horizontally contracting and extending the respective support tubes,
to thereby telescope the respective vertical support legs, with respect to
a horizontal carrier track.
Significantly, the present invention may include a clutch means in the
crankshaft structure, in order to limit the amount of torque which may be
applied by the crankshaft in contracting the respective support tubes. The
clutch means ensures that only a pre-determined limit of force may be
applied between the carrier and the vehicle roof, thus ensuring secure
mounting on a vehicle roof, without danger of buckling the sheet metal
forming the roof.
In order to ensure that the vertical support legs engage the strongest part
of the vehicle roof, the invention critically includes car top engaging
means, extending from the bottom of end-mounted vertical support legs. The
car top engaging means allows for contractive force application both by
mounting hooks and car top engaging pads in the vicinity of the opposite
car top ledges. Upon contraction of the support tubes, through turning the
crankshaft, the amount of engagement force which is exerted between the
foot pads and the associated hooks which extend downwardly, and outwardly,
to engage the opposite ledges of the car top, may also be limited by a
clutch means.
Because the car top engaging means includes a pivotable foot which is
itself contracted by the operation of the crankshaft, the force applied by
the pivotable foot pads will be shared between the pad and the car top
ledge hook, since both are connected to a contracting vertical leg. The
car top hook may directly be connected to the pivotable foot pad, or the
car top hook may be fixed upon the vertical leg itself.
According to the preferred embodiments the present invention provides for
the contractible support tubes to be slidable within an encompassing
horizontal carrier track. The carrier track functions to allow a mounting
surface for any form of superposed devices, such as a carrier container,
and also completely encloses the crank mechanism against environmental
hazards. A clutch mechanism itself is illustrated, in a preferred
embodiment, to include a first clutch jaw which is rigidly connected at
its outer end to a crankshaft which extends within the first support tube.
At the outer end of one support tube is a crank handle, and proximate its
inner end the first clutch member is attached to the handle via the
crankshaft. At the inner end of the first clutch jaw is a preferred form
of clutch surface, which is illustrated to be a spiral clutch face
vertically disposed on the inner end of the first clutch jaw. A mating,
and corresponding vertically disposed spiral clutch surface is then taught
to be rigidly connected at its outer end with a screw shaft that extends
within the second support tube, through an associated mating female nut
affixed to the second support tube.
According to the preferred embodiment, the spiral clutch surfaces are urged
together by a novel clutch torque adjusting means, so that the amount of
torque which may be transmitted from the first to the second clutch jaw
can be pre-determined to thusly limit the amount of contractive force
exerted by the car top engaging means when the support tubes are
contracted.
A further advantage of the present invention is the provision of a crank
handle which is itself pivotable around the crankshaft extending through
the outer end of a first support tube. On the first vertical support leg,
extending downwardly from the outer end of the first support tube, may
further be provided an aperture including a spring means to allow the
secure lodgement of the crank handle, when not in use.
An object of the present invention is the provision for a car top carrier
support mechanism which will ensure accurate and secure mounting, without
requiring involved adjustments by the user.
A further object of the present invention is a car top carrier support
mechanism which will ensure positioning of the car top engaging means
proximate the strongest part of the car top, to wit, the vicinity of the
opposite edges of the vehicle roof.
A still further object and advantage of the present invention is a car top
carrier which is adjustable for a pre-selected contraction, and is
thereafter enclosed against tampering by an encompassing carrier track.
A still further object and advantage of the present invention is a car top
carrier and support which is particularly easy to apply, even by the most
inexperienced persons, and one which will be automatically mounted against
dislodgement by simply turning a crankshaft handle.
Other advantages of the present invention will become more apparent from
the detailed description which follows, wherein reference is made to the
accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a plan view of a preferred embodiment of the present invention,
illustrating structural components in partial cross-section;
FIG. 2 is a section view showing a preferred clutch mechanism in the
preferred embodiment;
FIG. 3 is a partial section view illustrating the details of a preferred
clutch and adjustment mechanism;
FIGS. 4 and 5 are section views of FIG. 3;
FIG. 6 is a detailed drawing of a crankshaft interconnection with part of
the preferred clutch mechanism;
FIG. 7 is an exploded view showing a preferred clutch adjustment mechanism;
FIG. 8 is a bottom view of a preferred carrier track;
FIG. 9 is a section view showing a carrier interconnected with the carrier
track;
FIG. 10 illustrates details of the engagement means and handle locking;
FIGS. 11 and 12 illustrate details of one support leg, according to a
preferred embodiment.
FIG. 13 is a plan view of a second embodiment of the present invention,
illustrating structural components in a partial cross-section;
FIG. 14 is sectional view of the embodiment of FIG. 13;
FIG. 15 is a sectional view on the support tube of the embodiment of FIG.
13;
FIGS. 16-18 illustrate details of one support leg, according to a second
embodiment.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
A preferred embodiment of an adjustable car top carrier support according
to the present invention is illustrated in plan view at FIG. 1. With
reference to FIG. 1, the car top carrier support is illustrated to be
operable for mounting upon a gutterless car top, for illustrative purposes
only. The preferred embodiment essentially comprises a first horizontal
support tube 6 and a second horizontal support tube 8. At the outer end of
the first horizontal support tube 6 is a first support leg 2 which extends
substantially vertically downward, and is rigidly affixed to the first
support tube 6. Similarly, at the outer end of the second support tube 8
is a second support leg 4, also rigidly affixed to the outer end of the
second support tube.
In the preferred embodiment of FIG. 1, horizontally adjustable support
tubes 6 and 8 are operably contracted by a crankshaft means which
interconnects the support tubes in a fashion which will now be more
particularly described. The crankshaft means comprises a crankshaft 18
which is horizontally disposed within the first support tube 6. Proximate
the outer end of the first support tube is a crank handle 22 which is
rigidly connected to a first clutch jaw 14 through the rotatably disposed
crankshaft 18. At the inner end of the first support tube is held a
crankshaft support 28, which may comprise any form of bearing, for example
a plastic bushing. The first clutch jaw 14 includes, in a preferred
embodiment, a vertically disposed spiral clutch face that is operable for
mating engagement with a corresponding spiral clutch face on a second
cluth jaw member, 16. The second clutch jaw is adjustably rotatable with
respect to the first clutch jaw 14, and the second clutch jaw 16 is
rigidly connected to a longitudinally threaded screw 20 for transmitting
contractive, and expansive, relative motion between the respective first
and second supports, 6 and 8. The longitudinally threaded screw 20 may be
of the acme type, and is inserted into the screw shaft nut 30, which is
rigidly affixed within the second support tube 8.
Each of the vertical support legs, 2 and 4, are symmetrical, and the
operation of the left support leg 2 will now be discussed, with the
understanding that the symmetrical operation is intended for the right
support leg 4. The first support leg 2 includes a car top engaging means,
extending from the bottom of the vertical support leg. The car top
engaging means is a composite structure, and consists of a pivotable foot
36 secured between opposite sides of a channel formed within the support
leg 2. The pivotable foot 36 is held within the channel structure of the
support leg 2 by a bolt 38 so that the car top hook 32 will be outwardly
and downwardly disposed from the foot pad 34. The car top hook 32 is
connected, through a D-ring 40, to apply a counterclockwise moment about
the pivot bolt 38 as the foot pad 34 is contracted inwardly upon the car
top 42.
The automatically adjustable clutch mechanism is shown in position 12 at
FIG. 1, and position 12 represents the application of a torque, from
handle 22, that is less than a pre-determined level. As shown in FIG. 2,
the application of a torque, directly to first clutch member 14, has
exceeded a pre-determined level so that the spiral clutch surface 50 has
begun to move relative to the spiral clutch surface 52 of the second jaw
clutch member 16. The pre-selection of this automatic level of maximum
torque is controlled by a compression spring, which is shown in its
uncompressed position at 44, in FIG. 1, and in a compressed position at 46
at FIG. 2. The pre-load on the compression spring 44 is controlled by an
adjustment nut 48 to any desired value. For a further understanding of the
novel clutch mechanism taught according to a preferred embodiment, further
reference may be made to FIG. 3. As shown in FIG. 3, the first support
tube 6 includes the inwardly disposed crankshaft 18 being supported by the
crankshaft bearing 28 at the inward end of the first horizontal support
tube 6. The crankshaft 18 extends inwardly from the inner end of the first
support tube and is pinned, or otherwise secured, at 54, within the first
cylindrical clutch jaw 14. According to the preferred embodiment of FIG.
3, the first and the second clutch jaws are horizontally disposed, right
circular cylinders, and there is a hollow within first clutch jaw 14 to
accommodate a clutch shaft lock nut 62. The preferred embodiment for a
torque limiting means thereby comprises a pair of cylindrical clutch jaws,
14 and 16, that are adjustable for any pre-selected level of torque
transmission from the first clutch jaw 14, to the second clutch jaw 16.
For this purpose there is provided a clutch shaft 60 that includes a
threaded portion 64 applicable for mating with adjustable compression nut
48. The compression spring 44 engages against the relatively outer surface
of the second clutch jaw 16, with the amount of compression simply
controlled by adjusting the compression nut 48 upon the threaded portion
64 of the clutch shaft 60. Within a first clutch jaw 14, the preferred
embodiment includes a crankshaft mounting collar 56 for locating the
fixation of the crankshaft 18 by, for example, a pin at 54. Within the
hollow first clutch jaw 14, the inner end of the clutch shaft 60 is held
by a clutch shaft lock nut 62, that is spaced from the inner surface of
the first clutch jaw 14 by a thrust bearing 58. The centerline illustrated
in FIG. 3 represents the centerline of rotation of the entire crankshaft
means, and the section line 4'--4' within the first clutch jaw 14 is
further illustrated in FIG. 4. The clutch shaft 60 is of a semi-circular
configuration at section 5'--5', so that the clutch shaft 60 is fixed
within a corresponding D-shaped female configuration, as shown in FIG. 5.
The clutch shaft 60, at its relatively outer end, is rigidly held within
the screw 20 by inserting a sub-shaft portion 66 within the screw 20, and
rigidly affixing the assemblies, such as by a pin at 68.
FIG. 6 illustrates, in explosion view, the functional interconnection
between the crank handle 22 and the first clutch member 14. The crankshaft
18 is rotatably held within a thrust bushing 26, with the thrust bushing
26 being positioned as shown in FIG. 1. Outwardly adjacent the thrust
bushing 26 is a thrust collar 24, having an aperture at 85 which will be
in registration with a corresponding aperture 87 at the outer end of the
crankshaft 18. The crank handle 22 is slipped over the aperture 85 in the
thrust collar 24 so that a pin may be extended through the aperture 86 and
into the registration of apertures 85 and 87. Consequently, the crank
handle 22 is operable to impart a rotative torque on the crankshaft 18,
while also being pivotable about the pivot pin at 86. As further
illustrated in FIG. 6, the inner end of the first clutch jaw 14 includes
an access passage, or clearance hole, 72, which will not engage the
semi-circular section of the clutch shaft 60, as further shown in FIG. 4.
The cylindrical first clutch jaw 14 includes an inner step surface 70
which provides for an annular bearing surface against which the thrust
bearing 58 is positioned.
Details of the adjustable clutch mechanism according to a preferred
embodiment are further illustrated in FIG. 7. The clutch shaft 60 includes
a threaded portion 76 that extends around the semi-circular portion of the
clutch shaft. As shown in FIG. 7 the semi-circular configuration is
defined with a flat surface 74, shown upwardly disposed. The second clutch
jaw member 16 will be keyed onto the clutch shaft 60 by the engagement
illustrated in FIG. 5, while the flat surface 74 will be free to rotate
within the clearance hole 72 of the first clutch jaw 14. It can be
appreciated that the assembly of the novel clutch means herein is
particularly facilitated by the arrangement shown in FIG. 7, simply
requiring that the shaft end 76 be inserted through the clearance hole 72,
with the thrust bearing 58 held against the shoulder 70 by the clutch
shaft lock nut 62. With reference to FIG. 7, spring 44 is slipped over the
right end of the clutch shaft 60, and the compression adjustment nut 48
threaded inwardly upon the threaded portion at 64. Thus assembled, the
clutch may be pinned, at its left end, to the crankshaft 18. The sub shaft
66 may then be pinned into screw 20, as by pin 68.
FIG. 8 illustrates, in bottom view, a rectangular carrier track which is
particularly advantageous according to the preferred embodiment. As shown
in FIG. 9, the carrier track is a rectangular tube having a bottom surface
at 80 and an upper flange at 83. FIG. 9, is a section view, along line
9--9 in FIG. 1, and illustrates the support tube 8 in the carrier track.
The outer configuration of the support tube 8 is slideable within the
inner rectangular configuration of the carrier track 10, so that the
superposed carrier may be freely moved in a relative horizontal direction.
According to the preferred embodiment, the carrier track is a one-piece
extrusion of aluminum, for example, and has vertical legs 78 and a flange
surface at 83. Within the flange 83 may be provided a fastener, shown at
84, for securing a superposed carrier, as indicated at 82, onto the upper
flange surface of the carrier track. The clearance between the outer
configuration of the support tube 8, and the inner configuration of the
carrier track 10, is sufficient only to allow a horizontal sliding of the
carrier track on the support tubes. However, when the carrier, such as 82,
is loaded in use there will be a slight curvature imposed to the support
tubes 6 and 8. Since the support tubes 6 and 8 are supported only at their
outer ends, an evenly distributed load upon this end-supported horizontal
span will tend to impart a slight sag to the center portions of the
respective support tubes 6 and 8. Consequently, free movement of the
carrier track 10, relative to support tubes 6, 8, will be resisted when
the carrier is actually loaded and in operation. Therefore, while the
carrier track 10 may be slid horizontally when empty, when the superposed
carrier 82 is loaded, by any form of externally carried articles, there
will be a camming effect between the carrier track and the support tubes
to preclude further horizontal movement of the carrier relative to the
support tube. It should be appreciated that the slight buckle of the
support tubes allows for the superposed carrier 82 to be positioned at any
desired horizontal position on the car top, and it will remain in that
position after the user has loaded the carrier.
FIG. 12 illustrates the rigid interconnection between the outer end of the
left support tube and the channel member comprising the first vertical
support leg. The vertical leg 2 may be fastened to support tube 6 by
fasteners 96, to supply a rigid assembly. The inwardly opening channel
member 2, according to the preferred embodiment, is further illustrated at
FIG. 11 to include an aperture 88, together with two spring clips, 90,
that are oppositely spaced inside the inwardly open channel. The spring
clips 90 function to allow the nesting of a detent on a normally extending
hand grip portion of the handle 22. Since the handle 22 is pivotable
around the pivot pin 86, the normally extending hand grip portion of the
handle 22 may be finally pivoted around 86 so that the detent 89 engages
between the spring clips 90. In operation, the handle 22 is turned to
contract the second support tube 8, relative to the first support tube 6.
After exerting the maximum amount of torque which may be transmitted
through the clutch means 12, the crank handle 22 can still be further
rotated, while slipping the clutch, until the normally extending hand grip
portion is vertically upwards. Since the pivot pin 86 is at the proximate
end of the handle, and the detent is part of a normally extending hand
grip portion at the distal end of the crank handle 22, the crank handle 22
can then be pivoted downwardly about pivot 86 and easily lodged between
the springs, 90. If, for example, the contractive force exerted by the
crankshaft means is applied upon a clockwise motion of crank handle 22,
the user will be freely able to further rotate the handle in further
clockwise motion after the maximum amount of torque has been transmitted
through the clutch means 12. A reassuring click will be heard by the user,
and no further contractive forces will be applied by the car top engaging
means after the maximum pre-selected torque has been exceeded between the
first and second clutch jaws.
As further shown in FIG. 10, the foot assembly 36 may include a foot pad
mounting plate 94 to allow for simple replacement of the resilient foot
pad 34. The pivotable foot 36 further includes, according to this
preferred embodiment, a flange 92 which extends upwardly within, and
proximate the bottom, of the channel which comprises each vertical support
leg. With the D-ring 40 thusly slipped over the extending flange 92, the
foot 36 will be limited, in its counterclockwise rotation, by the contact
of the flange 92 against the inner wall of the vertical support leg
channel.
As each vertical support leg is contracted against a car top, as shown in
FIG. 1, the engaging means tensions both hook 32 and mounting pad 34 in a
force distributing manner. As further contractive force is applied between
a foot pad 34 and a car top, the car top hook 32 will ensure that the
outer portion of the foot pad 34 also is maintained in contact with the
car top. Additionally, the present invention provides that the pad 34 may
not be mounted outside the vicinity of the ledges, commonly found on
opposite sides of any car top, so that the strongest part of the car top
is used for supporting the contractive force, and the load, of the
carrier.
Hence, the present invention provides a car top carrier support which
ensures utmost ease of installation, and maximum security for the entire
assembly. The user cannot apply more than a predetermined compressive
force between the carrier and the roof top, since continuous contractive
rotation of the handle 22, will immediately extend the respective support
tubes, thus facilitating quick removal of the device. The user will
further be unable to improperly position the car top engaging means on a
weakened portion of the sheet metal comprising the car top, since the car
top ledge hook 32 is maintained proximate the bottom of the support leg 2
by only a D-ring connection, shown at 40. A further advantage of the
preferred embodiment is the provision of the pivotable crank handle 22
which may be continually rotated, in the compressive direction, while only
slipping the clutch, and finally pivoted about the crank shaft 18 so that
the detents 89 are held firmly by the spring clip 90.
With the present invention used as a support for a superposed carrier, it
has been found that two horizontally disposed assemblies conveniently
supply adequate rigidity upon any car top configuration. It should be
understood that the nature of the superposed article carrier, shown at 82
in FIG. 9, forms no part of the present invention and the present carrier
support is useful in any number of automotive applications.
A second embodiment of an adjustable car top carrier support according to
the present invention is illustrated in plan view at FIG. 13. With
reference to FIG. 13, a car top carrier support is illustrated to be
operable for mounting upon a gutterless car top, for illustrative purposes
only. This second embodiment also essentially comprises a first horizontal
support tube 106 and a second horizontal support tube 108. At the outer
end of the first horizontal support tube 106 is a first support leg 102
which extends substantially vertically downward, and is rigidly affixed to
the first support tube 106. Similarly, at the outer end of the second
support tube 108 is a second support leg 104, also rigidly affixed to the
outer end of the second support tube.
In the embodiment of FIG. 13, the horizontally adjustable support tubes 106
and 108 are operably contracted by a crankshaft means which interconnects
the support tubes in a fashion which will now be more particularly
described. The crankshaft means comprises a crankshaft 118 which is
horizontally disposed within the first support tube 106. Proximate the
outer end of the first support tube is a crank handle 122 which is rigidly
connected to a horizontally disposed screw shaft, 120. At the inner end of
the first support tube 106 is held a crankshaft support 128, which may
comprise any form of bearing, for example a bushing formed of a plastic
such as polyethylene, as shown in FIG. 14. Hence, rotation of the
longitudinally threaded screw 120 transmits contractive, and expansive
relative motion between the respective first and second supports, 106 and
108. The longitudinally threaded screw 120 may be of the acme type, and is
inserted into the screw shaft nut 130 which is rigidly affixed within the
second support tube, as by pan-head machine screws, 131, as shown in FIG.
15.
The vertical support legs 102 and 104 are symmetrical, and the operation of
the left support leg 102 will now be discussed, with the understanding
that the symmetrical operation is intended for the right support leg. The
first support leg 102 includes a car top engaging means, extending from
the bottom of the vertical support leg. The second embodiment for a car
top engaging means is also a composite structure, and consists of a
pivotable foot secured between opposite sides of a channel formed within
the support leg 102 by a bolt 138, and car top hook 142 is also mounted on
leg 102 so as to be outwardly and downwardly disposed from the foot pad
134. The car top hook 142 is connected, th | | |
