Abstract:
A rack for securing cargo to a vehicle including first and second base rails attached to the vehicle; first and second collapsible post having first and second hinge ends and first and second slide ends, wherein the first and second hinge ends are rotatably attached to the first base rail by first and second hinge joints, respectively; a first support rail slidably connected to the first and second slide ends of the first and second collapsible posts by first and second slide joints, respectively, whereby rotation of the first and second collapsible posts about the first and second hinge joints moves the first support rail between support and collapse positions; third and fourth collapsible post having third and fourth hinge ends and third and fourth slide ends, wherein the third and fourth hinge ends are rotatably attached to the second base rail by third and fourth hinge joints, respectively; a second support rail slidably connected to the third and fourth slide ends of the third and fourth collapsible posts by third and fourth slide joints, respectively, whereby rotation of the third and fourth collapsible posts about the third and fourth hinge joints moves the second support rail between support and collapse positions.

Description:
BACKGROUND OF THE INVENTION  
         [0001]    This application is a continuation-in-part of my co-pending application Ser. No. 09/262,582, COLLAPSIBLE CARGO SUPPORT SYSTEM, filed Mar. 4, 1999 and currently pending.  
           [0002]    The pickup truck has grown into an all-around, all-purpose vehicle for basic transportation; part-time truck, full-time work truck and recreational vehicle. In order to improve the cargo carrying function of pick-up trucks, various truck cargo racks have been proposed. For example, as shown in U.S. Pat. No. 5,692,791, incorporated herein by reference, a rack for a bed of a pick-up truck is disclosed. The rack includes a plurality of vertical support poles for projecting within stake apertures within the sides of the bed of the pick-up truck. A pair of the elongated members removably secure the support poles to one another and a plurality of transverse members removably secure the pair of elongate members. A plurality of extended members secure orthogonally to each inner member projected downward and have a horizontal slot and an L-member removably projecting within the slot. Threaded shafts threadably engage the L-members substantially parallel to the support poles. Therefore, this device is comprised of several support rails and posts which are assembled to the pick-up truck to provide the cargo carrying function. However, if the rack is no longer desired, the entire rack must be disassembled and removed from the pick-up truck.  
           [0003]    As shown in U.S. Design Pat. No. 318,447, incorporated herein by reference, a pick-up truck rack comprising support rails that extend above the sides and front portions of a pick-up truck. The rack further comprises base rails for securing the cargo rack to the sides of the pick-up truck. The support rails and posts comprise one uniform cargo rack which may be secured to or removed from the pick-up truck.  
           [0004]    A pick-up truck rack with means for facilitating loading, is shown in U.S. Pat. No. 4,152,020, incorporated herein by reference. The rack for a pick-up truck has four corner posts supported on steel angle bed rails that extend the full length of the truck box. The rails protect the top edges of the truck box. Corner posts are attached to the ends of the bed rails. Side rails extend between front and rear corner posts are lower than front and rear cross rails to facilitate loading, and the rear cross rail is removable to enable tall objects to be loaded onto the truck bed. When the cargo carrying function of the truck rack is no longer desirable, the entire truck rack must be disassembled and removed from the pick-up truck.  
           [0005]    A pick-up truck rack is shown in U.S. Design Pat. No. 244,268, incorporated herein by reference. The rack comprises four upside down U-shaped members that are bolted together at the vertical members of the U-shaped sections. The bolted together vertical members create posts that support the horizontal flat portions of the upside-down U-shaped members. Once assembled, the entire truck rack is bolted to a pick-up truck body to provide the cargo carrying function. Once this function is no longer desirable, the entire rack must be disassembled and removed from the pick-up truck.  
           [0006]    Additionally, prior art pick-up truck rack systems have been disclosed which are collapsible to secure the rack out of the way when the cargo carrying function is no longer desired. This enables the rack to remain with the pick-up truck at all times so that the rack may be unfolded to its cargo carrying position when the cargo carrying function is desired. For example, U.S. Pat. No. 4,906,038, incorporated herein by reference, discloses a livestock enclosure for a pick-up truck with two foldable rack structures. One foldable rack structure is provided for each sidewall of the truck body. These foldable rack structures terminate at the rear of the truck. The racks are collapsible against a vertical headboard at the front of the truck body. Blocking pins are provided to secure the rack to the wall of the truck. The rear gates may be swung open and if the truck is too close to a cattle chute or other structure, the gates may be opened by lateral movement. A bar holds the rack structure in position at the rear of the truck and also is employed to retain the rack in its collapsed position against the cab.  
           [0007]    An alternative collapsible truck rack is described in U.S. Pat. No. 3,460,864, incorporated herein by reference. This collapsible truck rack includes: a series of sets of parallel bars, connected together by a parallel motion mechanism in the form of pivotable links and mounted in a series of vertical posts which are hinged so that in a collapsed condition the post folds longitudinally over the collapsed set of parallel bars.  
           [0008]    In all of these prior art systems, when the cargo carrying function is no longer desirable, the rack must either be completely removed from the pick-up truck or collapsed to a position which does not allow full use of the pick-up truck without interference. In particular, the previously disclosed collapsible truck racks do not allow normal use of the pick-up truck when the racks are in their collapsed positions. Therefore, there is a need for a collapsible pick-up truck rack that collapses to a position that allows full use of the pick-up truck.  
         SUMMARY OF THE INVENTION  
         [0009]    The cargo rack system of the present invention is installed on the body rail or rails of a pick-up truck to provide an eye pleasing, functional accessory that folds and stores within itself when not in use and a strong rigid cargo rack that can be raised into a cargo carrying position within seconds, without hand tools.  
           [0010]    According to one aspect of the invention, there is provided a rack for securing cargo to a vehicle, the rack comprising: a first base brace attached to the vehicle; a first collapsible post having a first hinge end and a first slide end, wherein the first hinge end is rotatably attached to the first base brace by a first hinge joint; and a first support rail connected to the first slide end of the first collapsible post by a first slide joint, whereby rotation of the first collapsible post about the first hinge joint moves the first support rail between support and collapse positions.  
           [0011]    According to a further aspect of the invention, there is provided a rack for securing cargo to a vehicle, the rack comprising: first and second base rails attached to the vehicle; first and second collapsible post having first and second hinge ends and first and second slide ends, wherein the first and second hinge ends are rotatably attached to the first base rail by first and second hinge joints, respectively; a first support rail slidably connected to the first and second slide ends of the first and second collapsible posts by first and second slide joints, respectively, whereby rotation of the first and second collapsible posts about the first and second hinge joints moves the first support rail between support and collapse positions; third and fourth collapsible post having third and fourth hinge ends and third and fourth slide ends, wherein the third and fourth hinge ends are rotatably attached to the second base rail by third and fourth hinge joints, respectively; a second support rail slidably connected to the third and fourth slide ends of the third and fourth collapsible posts by third and fourth slide joints, respectively, whereby rotation of the third and fourth collapsible posts about the third and fourth hinge joints moves the second support rail between support and collapse positions.  
           [0012]    A further aspect of the invention provides a method for carrying cargo in a vehicle, the method comprising: attaching a first base brace to the vehicle; rotating a first collapsible post, having a first hinge end and a first slide end, about a first hinge joint between the first base brace and the first hinge end of the first collapsible post; sliding the first slide end of the first collapsible post relative to a support rail through a first slide joint; locking the first slide joint in place relative to the support rail; attaching a second base brace to the vehicle; rotating a second collapsible post, having a second hinge end and a second slide end, about a second hinge joint between the second base brace and the second hinge end of the second collapsible post; sliding the second slide end of the second collapsible post relative to the support rail through a second slide joint; and locking the second slide joint in place relative to the support rail.  
           [0013]    Several benefits flow from the device of the present invention. For example, cargo may be secured to one or both sides of the cargo rack with cargo straps that eliminate cargo damage and bind the cargo mass together to provide greater stability and resistance against centrifugal force exerted under adverse driving conditions.  
           [0014]    Pick-up or flat bed truck types may be equipped with this invention to provide easy loading and use of the entire interior truck cargo space including that which extends over the cab, for long cartons, ladders, tubing, etc.  
           [0015]    The system can be installed on either or both rails. Of course, greater utility is afforded with two racks. Further, cross beam members and a waterproof cover accessory to protect cargo during inclement weather conditions are also possible.  
           [0016]    The system provides quick deploying with secure locking at all four corners in the cargo support position. One side of the cargo rack may be deployed to its cargo support position to support materials within the truck that will not stand unsupported during loading. When the cargo rack is locked in place and the cargo is securely bound to the cargo rack members, it creates a mass that will not blow out of the truck and will sustain centrifugal forces created in transit. Loading and unloading of cargo are facilitated by the ability to lower one side of the cargo rack and the tailgate for removal of part of the cargo and then quickly re-securing the remainder of the cargo when making multiple deliveries.  
           [0017]    The cargo rack of the present invention may also be used to support a waterproof cover accessory to convert the pick-up truck into a recreational camper. 
       
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0018]    The present invention is better understood by reading the following description of several non-limiting embodiments with reference to the attached drawings, wherein like parts in each of the several figures are identified by the same reference characters, and which are briefly described as follows.  
         [0019]    [0019]FIG. 1 is a perspective view of an embodiment of the invention shown relative to a truck body.  
         [0020]    [0020]FIG. 2A is a side view of a cargo rack embodiment of the invention in a support position.  
         [0021]    [0021]FIG. 2B is a side view of an embodiment of the invention in a partially collapsed position.  
         [0022]    [0022]FIG. 2C is a side view of an embodiment of the invention in a fully collapsed position and locked down to the top surface of the truck body.  
         [0023]    [0023]FIGS. 3A, 3B and  3 C are end views of alternative embodiments for attaching the base rail of the cargo rack to a side of a truck body.  
         [0024]    [0024]FIG. 4A is a side view of a pivotal joint of a cargo rack having a post offset, wherein the collapsible post is shown in a collapsed position.  
         [0025]    [0025]FIG. 4B is a side view of the pivotal joint of the cargo rack shown in FIG. 4A having a post offset, wherein the collapsible post is shown in a support position.  
         [0026]    [0026]FIG. 5A is a side view of a pivotal joint of a cargo rack wherein the base rail is attached below a height of the top surface of the truck body side, and wherein a post offset comprises a notch. The collapsible post is shown in a collapsed position.  
         [0027]    [0027]FIG. 5B shows a side view of the pivotal joint shown in FIG. 5B, wherein the collapsible post is in a support position.  
         [0028]    [0028]FIG. 6 is an exploded view of a pivotal joint between a base rail and a collapsible post.  
         [0029]    [0029]FIG. 7 is an exploded view of a slide joint between a collapsible post and a support rail.  
         [0030]    [0030]FIG. 8 is a top view of a support rail, two collapsible posts, two slide joints, and two locking mechanisms which lock the slide joints in place relative to the support rail.  
         [0031]    [0031]FIG. 9A is a top view of a locking mechanism.  
         [0032]    [0032]FIG. 9B is an end view of the locking mechanism shown in FIG. 9A.  
         [0033]    [0033]FIG. 9C is an exploded side view of the locking mechanism shown in FIGS. 9A and 9B and a collapsible post.  
         [0034]    [0034]FIG. 10 is a side view of a collapse/extend device which moves the cargo rack from a collapsed position to a support position. The embodiment of the device shown is a drive wheel and tension line or shaft set up.  
         [0035]    [0035]FIG. 11 is a side view of an embodiment of a collapse/extend device having a piston driven by a pump.  
         [0036]    [0036]FIG. 12A is a side view of an embodiment of a collapse/extend device having a spur gear driven by a drive gear and motor.  
         [0037]    [0037]FIG. 12B is an end view of the collapse/extend device shown in FIG. 12A.  
         [0038]    [0038]FIG. 13 is a side view of an embodiment of a collapse/extend device having spur gears driven by worm gears on a single drive shaft.  
         [0039]    [0039]FIG. 13A is a perspective, exploded view of a second embodiment of a collapse/extend device comprising a rack gear on a drive shaft.  
         [0040]    [0040]FIG. 14 is a perspective view of a cargo rack of the present invention having cross beams attached to the support rails on either side of the truck body.  
         [0041]    [0041]FIG. 15A is a side view of an embodiment of the invention having a raincoat draped over the cargo rack.  
         [0042]    [0042]FIG. 15B is an end view of the raincoat embodiment of the invention shown in FIG. 15A.  
         [0043]    [0043]FIG. 16A is a side view of an embodiment of the invention having swivel lock shafts for locking the rack in a partially extended, angled position.  
         [0044]    [0044]FIG. 16B is a side view of an embodiment of the invention having swivel lock shafts for locking the rack in a partially extended, horizontal position.  
         [0045]    [0045]FIG. 16C is a side view of a swivel lock shaft for securing a collapsible post in a partially extended position.  
         [0046]    [0046]FIG. 17A is a perspective view of a truck body having a body cover in a collapsed position.  
         [0047]    [0047]FIG. 17B is a perspective view of a truck body having a body cover in an extended position.  
         [0048]    [0048]FIG. 18 is an exploded, perspective view of a cargo stabilizer. 
     
    
       [0049]    It is to be noted, however, that the appended drawings illustrate only typical embodiments of this invention and are therefore not to be considered limiting of its scope, as the invention may admit to other equally effective embodiments.  
       DETAILED DESCRIPTION OF THE INVENTION  
       [0050]    Referring to FIG. 1, a perspective view of one embodiment of the cargo rack of the present invention is shown. The illustrative embodiment has two side racks, one on each side  2  of a truck body  1 . The side rack on the left side  2  is shown in a collapsed position, while the side rack on the right side  2  of the truck body  1  is shown in a support position. On top of the sides  2  of the ordinary truck body  1 , a base rail  3  is attached. A base rail  3  extends from the front of the truck body  1  all the way to the end of the truck bed near the tailgate of the truck (not shown). A base rail  3  is attached to each of the truck body sides  2  so that the base rails  3  are positioned parallel to each other down opposite sides  2  of the truck body  1 .  
         [0051]    Near opposite ends of the base rail  3 , each of the collapsible posts  4  are pivotally attached to the base rail  3  through pivotal joints  6 . The collapsible posts  4  pivot relative to the base rail  3  through the pivotal joints  6  in the plane defined by the side  2  of the truck body  1 . Opposite from the pivotal joints  6 , the collapsible posts  4  are attached to a support rail  5  through a slide joint  8 . The support rail  5  comprises carrier slots  7  that extend through an interior portion of the support rail  5  in the longitudinal direction. One carrier slot  7  is positioned at one side of the support rail  5  to receive one of the collapsible posts  4  while a second carrier slot  7  is positioned at the other side to receive the other collapsible post  4 . Through the slidable joints  8 , the collapsible posts  4  move relative to support rail  5  to change the position of attachment of the collapsible posts  4  relative to support rail  5 .  
         [0052]    As shown in FIG. 1, in the collapsed position, the support rail  5  rests directly on top of the base rail  3  with the two collapsible posts  4  between the support rail  5  and the base rail  3 . The non-movable pivotal joints are located at the ends of the base rail  3  where the collapsible posts  4  are attached to the base rail  3 . Further, with the cargo rack in the collapsed position, the movable slide joints  8  rest in the slots  7  and are located near the middle of the support rail  5 .  
         [0053]    In preferred embodiments, the base rails, collapsible posts and support rails comprise extruded structural aluminum. Aluminum is lightweight and easily machinable with conventional machines. Laser machining is a preferred machining method. Aluminum may be anodized, painted or spray coated. The later provides the preferred finish because of its hardness, available colors and its ability to be repaired. Also, because aluminum is lightweight, the material makes the collapsible cargo carrier easier to deploy and collapse for manually deployed embodiments. In alternative embodiments, stainless steel is used for the base rails, collapsible posts and support rails. Stainless steel is a strong material with good finish, longevity and weathering characteristics. While stainless steel is heavier then aluminum, it is easy to machine and does not require additional finishing. Further, any material known to persons of skill in the art may also be used.  
         [0054]    With reference to FIGS. 2A, 2B and  2 C, movement of a side cargo rack constructed in accordance with the teachings of the present invention from a first, collapsed position to a second, support position is illustrated. FIG. 2A shows a side view of the cargo rack with the collapsible posts  4  fully extended so that the rack is in a cargo carrying support position. FIG. 2B shows a side view of the cargo rack with the collapsible posts  4  partially extended so that the cargo rack is between the collapsed and support positions. FIG. 2C shows a side view of the cargo rack with the support rail  5  resting on the base rail  3  in a collapsed position. The base rail  3  comprises a rest slot  92  in an upper edge for receiving the slide joints  8  when the rack is in a closed position. As the cargo rack is moved from a collapsed position to a support position, the collapsible posts  4  rotate away from each other in the direction of arrows  9  (see FIG. 2B) about the pivotal joints  6  as the support rail  5  is raised vertically away from the base rail  3 . Throughout this motion, the support rail  5  and the base rail  3  remain substantially parallel to each other. As these movements continue, the slide joints  8  move within the carrier slots  7  from positions near the middle of the support rail  5  to positions near the ends of the support rail  5 . Once the support position is achieved, the support posts  4  form approximately right angles with the support rail  5  and the base rail  3 . A lock mechanism  15  is attached to each of the collapsible posts  4  and engages lock holes  16  to lock the collapsible posts  4  in position relative to the support rail  5 . The lock mechanism  15  is described in greater detail below with reference to FIGS. 9A through 9C.  
         [0055]    As the cargo support system is collapsed from a support position to a collapsed position, the slide joints  8  move from positions near the ends toward the middle of the support rail  5 . As the slide joints  8  move through the carrier slots  7  toward each other near the center of the support rail  5 , the support rail  5  descends toward the base rail  3 . During this collapsing motion, the support and base rails  5  and  3  remain parallel to each other. In its first, collapsed position, the support rail  5  rests on top of the base rail  3 .  
         [0056]    The cargo rack is flexible in that the front and back collapsible posts may be operated independently of each other. For example, if it is desirable only to provide a cargo rack for supporting cargo located in the front of the truck body, the front collapsible post is extended to a support position. The back collapsible post remains in a collapsed position so that the support rail is in an inclined support position. Therefore, the cargo rack is conformable to the particular cargo to be supported.  
         [0057]    The cargo support system of the present invention may be firmly fixed in the collapsed position with tie down bolts  14 . These tie down bolts  14  extend from the truck body surface  10  (or an angle frame  67  described below that is affixed to the truck body surface  10 ) upwardly toward and through the support rail  5 . Wing nuts  99  are affixed to the end of the tie down bolt  14  to securely attach the support rail  5  to the truck body surface  10  (or the angle frame  67 ). This configuration pulls the support rail  5  down on the base rail  3  to hold the entire cargo rack in the collapsed position. To raise the support rail  5  of the collapsible cargo support system, the tie down bolts  14  are removed by unscrewing the wing nuts  99  to free the support rail  5  from the truck body surface  10 . In alternative embodiments, the support rail  5  is secured by any fastening means known in the art such as nylon straps, ropes, springs, fasteners, etc.  
         [0058]    Still referring to FIGS. 2A and 2B, the base rail  3  is attached to an upper horizontal truck body surface  10  by support bars  11 . The support bars  11  are placed within an interior of the side  2  of the truck body  1  so that the surface  10  is sandwiched between the support bars  11  and the base rail  3 . Leveling screws  12  extend from the support bars  11  into the base rail  3 . The leveling screws  12  are used to orient the positions of the base rail  3  and the support bars  11 . Once the proper positions are obtained, the support bars  5  are securely fastened to the base rail  3  by anchor bolts  13 .  
         [0059]    In alternative embodiments, the base rail  3  of the cargo rack is not attached directly to the top surface  10  of a side  2  of the truck body  1 . Since truck bodies differ in design, alternative methods of attachment are used to advantage. Early pick-up truck bodies are relatively consistent, without contoured inner sheaths to support the outer skin. There is considerable space between the rim of the upper rail and the outer skin on the inside of the truck body. The advent of the step-side type body and other sport designs with contoured inner sheaths provide many late model pick-up trucks with interference points between the inside of the truck body top surface  10  and the deck of the truck body  1 . This is particularly true in the pocket areas at the ends of the truck bed such that it is advantageous to attach the cargo support system of the present invention to structure that is shaped and/or sized so as to fit into such truck beds.  
         [0060]    Such alternative embodiments for attaching the base rail  3  to the truck body  1  are described with reference to FIGS.  3 A- 3 C. In FIG. 3A, an angle frame  67  is attached to a vertical interior surface of the truck body side  2  so that the angle frame  67  extends up and over the truck body top surface  10 . The base rail  3  is then attached to a horizontal portion of the angle frame  67  in a manner similar to that described above for attaching the base rail  3  directly to the truck body top surface  10 . As shown in FIG. 3B, a vertical portion of the angle frame  67  is attached to a vertical interior surface of the truck body side  2  so that a horizontal portion of the angle frame  67  extends toward the middle of the truck body  1  away from the truck body side  2 . The angle frame  67  is positioned so the horizontal portion is above the vertical portion. The base rail  3  is attached to the horizontal portion of the angle frame  67 . This allows the base rail  3  to be attached at a height equal to or greater than the height of the truck body top surface  10 . In FIG. 3C an embodiment is shown similar to that shown in FIG. 3B. A vertical portion of the angle frame  67  is attached to a vertical interior surface of the truck body side  2  as before, except in this embodiment, the horizontal portion of the angle frame  67  is positioned below the vertical portion. The base rail  3  is attached to the horizontal portion of the angle frame  67 . In this embodiment, the base rail  3  is mounted below the height of the truck body top surface  10 . In all embodiments, the angle frame  67  is attached to the truck body side  2  with screws, rivets, cement and all other fastening devices known to persons of skill in the art. Depending on the particular embodiment, the angle frame  67  is made of aluminum, stainless steel or any other suitable material known to persons of skill in the art.  
         [0061]    With the collapsible posts  4  positioned in the corners of the truck body  1 , the cargo rack provides improved stability and further serves as a structure over which a raincoat may be attached in a water tight manner. The raincoat will be discussed more fully below. However, as noted above, some truck body configurations do not allow the base rail  3  to extend the full length of the truck body  1 . For that reason, and as shown in FIGS. 4A and 4B, an alternative embodiment of the invention is shown which comprises a post offset  71 . The post offset  71  is a section of post set at a right angle to the main section of the collapsible post  4 . The post offset extends between the main section of the collapsible post  4  and the pivotal joint  6 . In FIG. 4A, the cargo rack is shown in a first, collapsed position so that the collapsible post  4  is folded over the base rail  3 . The base rail  3  does not extend to the end of the truck body side  2 . In this collapsed position, the post offset  71  is oriented vertically between the pivotal joint  6  and the collapsible post  4 . In FIG. 4B, the cargo rack is shown in a second, support position with the collapsible post  4  vertically oriented. The post offset  71  is parallel with the base rail  3  and rests on top of the top truck body surface  10 . The embodiment shown in FIG. 4B enables the corner stake hole found in the corners of most truck bodies to be exposed while the cargo rack is in a collapsed position, but still enables the collapsible post to be positioned directly over the corner of the truck body  1  when the cargo rack is in a support position. Of course, this applies to embodiments of the invention where the base rails  3  are attached directly to a truck body surface  10  or to an angle frame  67  as shown in FIG. 3A.  
         [0062]    Other truck body configurations require the base rail  3  to be attached below the height of the truck body side top surface  10  as shown in FIG. 3C. As shown in FIGS. 5A and 5B, an offset  71  facilitates placement of the collapsible post  4  over the truck body front  72 . In FIG. 5A, the collapsible post  4  is folded over the base rail  3  so that the cargo rack is in a collapsed position. The post offset  71  extends between the pivotal joint  6  and the collapsible post  4 . From the pivotal joint  6 , the post offset  71  extends vertically, horizontally, and then vertically to connect with the collapsible post  4 . The bends in the post offset  71  form a post notch  89 . As shown in FIG. 5B, the post notch  89  enables the post offset to rest firmly on the truck body front  72  when the cargo rack is in a support position.  
         [0063]    Referring now to FIG. 6, the pivotal joint  6  for attaching a collapsible post  4  to the base rail  3  is shown. While only the pivotal joint  6  for the right collapsible post  4  is shown, it is to be understood that a similar pivotal joint  6  is also used for the left collapsible post  4 . The base rail  3  is a channel configuration with a base rail bottom  17  and two base rail sides  18 . In each of the sides  18 , an axle shaft bore  19  is cut. Similarly, the collapsible post  4  is a channel member having support sides  20  and a transverse support portion  21 . The collapsible post  4  further comprises anchor holes  22  cut through the support sides  20 . The pivotal joint  6  is made by positioning the collapsible post  4  within the channel-shaped base rail  3  so that the axle shaft bores  19  are aligned with the anchor holes  22 . Once aligned, a hinge shaft  23  is inserted into the holes  22  and bores  19 .  
         [0064]    In a preferred embodiment, hinge bearings  24  are inserted into the anchor holes  22  to improve the function of the pivotal joint  6 . At each end of the hinge shaft  23 , a ring groove  25  is cut to receive snap ring  26 . This embodiment of the invention is assembled by pressing the hinge bearings  24  in the anchor holes  22  prior to positioning the collapsible post  3  within the sides  18  of the base rail  3 . Next, a first snap ring  26  is placed in a ring groove  25  of the hinge shaft  23 . Then, with the anchor holes  22  and the axle shaft bores  19  aligned, the end of the hinge shaft  23 , without a snap ring  26 , is inserted through a first axle shaft bore  19  and into the center of a first hinge bearing  24  which resides within a first anchor hole  22 . Before the end of the hinge shaft  23  is allowed to extend beyond the first hinge bearing  24  into an area between the two hinge bearings  24 , a hinge bearing spacer  27  is positioned between the hinge bearings  24 . With the hinge bearing spacer  27  in position, the hinge shaft  23  is fully inserted through the hinge bearing spacer  27 , the second hinge bearing  24 , and the second axle shaft bore  19 . Once the hinge shaft  23  is inserted to the point where the first assembled snap ring  26  rests against the side  18  of the base rail  3 , a second snap ring  26  is placed in the second exposed ring groove  25  in the hinge shaft  23 . To prevent the hinge shaft  23  from rotating in the axle shaft bores  19 , set screws  28  are inserted through screw holes  29  to engage the hinge shaft  23 .  
         [0065]    To stabilize the collapsible post  4  when it rotates into a vertical position, a vertical hinge stop  31  is located at the bottom edge of the collapsible post  4  for resting against a base hinge stop  30 . Basically, these hinge stops comprise the transverse sections of the channel shaped base rail  3  and support post  4 . Further, the base rail  3  comprises buttress slots  32  which are cut in the base rail bottom  17  near the sides  18  of the channel shaped base rail  3 . As the collapsible post  4  is rotated from a collapsed horizontal position into an extended vertical position, the support sides  20  of the collapsible post  4  slide into the buttress slots  32 . Of course, the buttress slots  32  are only slightly wider than the support sides  20 . In a preferred embodiment, the rail edges  97  are chamfered to provide a smooth transition of the support sides  20  into the buttress slots  32 .  
         [0066]    Referring to FIG. 7, an embodiment of the slide joint  8  between the collapsible post  4  and the support rail  5  is shown in an exploded view. The support rail  5  is a channel shaped member with support rail sides  35  connected by a support rail top  36 . Carrier slots  7  are cut in the longitudinal direction in both of the support rail sides  35 . The slide joint  8  is made by snapping a first snap ring  26  into a first ring groove  25  in the joint shaft  37 . With the first snap ring  26  in position, a bearing retainer  33  is slipped over a second end of the joint shaft  37  opposite from the first snap ring  26 . The bearing retainer  33  is slid all the way across the joint shaft  37  until it rests firmly against the first snap ring  26 . With the first bearing retainer  33  in position, a first joint bearing  34  is slipped over the second end of the joint shaft  37  and slid all the way across the shaft  37  until it rests firmly against the assembled bearing retainer  33 . Next, with shaft bores  19  drilled in the sides  20  of the collapsible post  4 , the collapsible post  4  is positioned between the support rail sides  35  of the support rail  5 . In particular, the collapsible post  4  is positioned so that the shaft bores  19  in the collapsible post  4  are aligned with the carrier slots  7  in the support rail  5 . The joint shaft  37 , with its assembled snap ring  26 , bearing retainer  33  and joint bearing  34 , is inserted through a first carrier slot  7 , through both shaft bores  19  and through the second carrier slot  7 . In this embodiment, the diameters of the shaft bores  19  are only slightly larger than the diameter of the joint shaft  37 . Also, the outside diameters of the joint bearings  34  are only slightly smaller than the inside diameters of the carrier slots  7 . With these dimensions, the joint shaft  37  is fully inserted through both shaft bores  19  so that the assembled first joint bearing  34  is received within the first carrier slot  7  and the assembled first bearing retainer  33  fits flatly against the side  35  of the support rail  5 .  
         [0067]    The second side of the slide joint  8  is completed by slipping a second joint bearing  34  over the second end of the joint shaft  37  until it fits within the second carrier slot  7  of the support rail  5  and against the support side  20  of the collapsible post  4 . Next, the second bearing retainer  33  is slipped over the second end of the joint shaft  37  until it is flat against the support rail side  35  of the support rail  5 . The second snap ring  26  is then inserted into the second ring groove  25 . Finally, to keep the joint shaft  37  from rotating within the axle shaft bores  19 , set screws  28  are screwed into set screw holes  29  to engage the joint shaft  37 .  
         [0068]    In an alternative embodiment of the slide joint  8 , the diameters of the carrier slot  7  are only slightly larger than the outside diameter of the joint shaft  37 . Further, the inside diameters of the axle shaft bores  19  are slightly larger than the outside diameters of the joint bearings  34 . Therefore, in this embodiment the bearings  34  reside inside the shaft bores  19  and the ends of the joint shaft  37  slide in the carrier slot  7 . This embodiment further comprises a bearing spacer  27  that is inserted around the joint shaft  37  between the joint bearings  34 . The remaining parts of the slide joint  8  are assembled as noted above with the previously described embodiment.  
         [0069]    In both of these embodiments, the slide joint  8  further comprises a handle  38  that is attached to an end of a joint shaft  37  by a hinge pin  39 . The handle  38  enables a user of the cargo rack to manually operate the slide joint  8  to move the cargo rack from a first, collapsed position to a second, support position as shown and described above.  
         [0070]    Referring to FIG. 8, a top view of a support rail  5  and two assembled slide joints  8  are shown. In this embodiment, the joint bearings  34  are positioned within the carrier slot  7 . Further, locking mechanisms  15  are attached to the edges of the support sides  20  of the collapsible post  4 . Locking mechanisms are discussed more fully below.  
         [0071]    Referring now to FIGS. 9A, 9B and  9 C, top, end and side views, respectively, of the locking mechanism  15  are shown. The purpose of the lock mechanism  15  is to form a positive connection between the collapsible post  4  and the support rail  5 . The locking mechanism  15  minimizes movement between the collapsible post  4  and the support rail  5  to form a rigid structure that will withstand forces created under transit load conditions.  
         [0072]    The locking mechanism  15  comprises a lock body  40  that is attached to the support sides  20  of the collapsible post  4  by lock body screws  41 . Lock body screws  41  extend through the lock body holes  42  and into threaded holes  43  in the support sides  20  of the collapsible post  4 . In a direction parallel to the collapsible post  4 , the lock body  40  comprises two shafts  44 . The shafts  44  are of substantially constant diameter from the bottom  45  of the lock body  40  to almost the top  46 , but near the tops of the shafts  44 , the diameters reduce in size to form shaft flanges  47 . The lock body  40  also comprises slots  48  that are cut in the flat end face of the lock body  40  which is opposite from the flat end face which lies flat against the support sides  20  of the collapsible post  4 . These slots  48  extend from the shafts  44  to the exterior of the lock body  40  to provide access to the shafts  44 .  
         [0073]    The lock body  40  comprises a slide plate  49  that is positioned adjacent to the flat end face of the lock body  40  over the slots  48 . A lock handle  50  is screwed into the slide plate  40  at a central location. The lock mechanism  15  further comprises two lock rods  51  that are positioned within the shafts  44 . The lock rods  51  are each provided with a central portion having an outside diameter that is slightly smaller than the inside diameters of the shafts  44 . Each of the lock rods  51  are further provided with a cone-shaped end  52 , the diameters of which are slightly smaller than the inside diameter of the shaft flange  47 . The smaller diameter enables the cone shaped end  52  to extend through the shaft flange  47  and out through the top  46  of the lock body  40 . Each of the lock rods  51  are also provided with a spring slide portion  53  which has an outside diameter smaller at the bottom end than the diameter of the central portion of lock rod  51 . Therefore, a spring flange  54  is formed between the central portion of the lock rod  51  and the spring slide portion  53 . Finally, the lock mechanism  15  comprises bias springs  55  that are inserted onto shafts  44 .  
         [0074]    The lock mechanism  15  is assembled by inserting the lock rods  51  into the shafts  44  from the bottom  45  of the lock body  40 . Once the lock rods  51  are inserted until the cone shaped ends  52  extend through the shaft flange  47 , the bias springs  15  are then inserted onto the shafts  44  at the bottom  45  of the lock body  40 . The bias springs  55  are locked onto the shafts  44  by spring pins  56  which are inserted through holes in the lock body  40 . The slide plate  49  is attached to the lock rods  41  by slide screws  57 . The slide screws  57  extend through the slide plate  49 , through slots  48  and into the lock rods  51 .  
         [0075]    Referring again to FIGS. 7, 8,  9 A,  9 B and  9 C, the slide joint  8  is locked relative to the support rail  5  when the cargo rack is in the support position by extending the cone shaped ends  52  of the lock rods  51  into lock holes  58 .  
         [0076]    Depending on the particular embodiment of the invention, the cargo rack may be moved between support and collapse positions either manually or automatically. To manually operate the cargo rack, a user of the rack simply pushes the handles  38  (see FIG. 7) to slide the slide joints  8  through the carrier slots  7 . The collapsible posts  4  extend and the slide joints move from the center of the support rail  5  toward the ends. The user continues to push the handles  38  until the slide joints are locked by the lock mechanisms  15  at the ends of the support rail  5 . Of course easier manual operation consists of only pushing upward and outward on one handle  38  at a time. Once one collapsible post  4  is fully extended and the slide joint  8  locked in position by the lock mechanism  15 , the opposite handle  38  is pushed by the user to move the opposite collapsible post  4  into position.  
         [0077]    Referring to FIG. 10, a first embodiment of an automatic collapse/extend device  59  is illustrated. In this first embodiment, the collapse/extend device  59  comprises a drive wheel  60  that is located within a truck body side  2 . Collapsible posts  4  are positioned on top of the truck body side  2  as previously described. Lever  61  is connected to the collapsible posts  4  for rotating the collapsible posts  4  about pivotable joint  6 . The levers  61  are connected to the drive wheel  60  by tension line  62 . The collapse/extend device  59  operates to extend the collapsible posts  4  by rotating the drive wheel  60 . As the drive wheel  60  rotates, tension line  62  is pulled toward the drive wheel  60 . As the tension lines  62  are pulled, the levers  61  are also pulled toward the drive wheel  60  to rotate the collapsible post  4  about the pivotal joint  6 . Depending on the particular embodiment, the tension lines  62  may be cables which are adjusted with a turnbuckle to maintain tension and compensate for stretching, or they may be stiff shafts, tubes, or rods.  
         [0078]    Referring to FIG. 11, a second embodiment of a collapse/extend device  59  is illustrated. In this second embodiment, levers  61  are attached to a piston  63  that is powered by a pump  64 . When the pump  64  drives the piston  63 , the levers  61  are pulled toward each other to rotate the collapsible posts  4  about the pivotal joint  6 . In this manner, the cargo rack (not shown) of the present invention is moved from a collapsed position to a support position. Similarly, the piston may also be operated to move the levers  61  away from each other. This operation is done to move the cargo rack (not shown) from a support position to a collapsed position. As the levers  61  are moved away from each other, collapsible posts  4  rotate toward each other about the pivotal joint  6  to rest on top of the truck body side  2 .  
         [0079]    Referring to FIGS. 12A and 12B, side and end views of a third embodiment of the collapse/extend device  59  are shown. In this third embodiment, a spur gear  66  is attached to the collapsible post near the pivotal joint  6 . The spur gear  66  is made to rotate with the collapsible post  4  around the pivotal joint  6  and rides on the hinge shaft  23 . The teeth of the spur gear  66  are engaged by a drive gear  65 . The drive gear  65  is powered by motor  69 . Any type of motor or linkage may be used to power the drive gear  65 . As the drive gear  65  turns, the spur gear  66  is driven to rotate the spur gear  66  around the hinge shaft  23 , The spur gear  66  is anchored to the collapsible post  4  by anchor pin  73 . Of course, a similar spur gear  66  and drive gear  65  (not shown) are used on the other pivotal joint  6  and collapsible post  4  located at the opposite end of the base rail  3 . Depending on the particular embodiment of the invention, a single motor may be used to power both the drive gears  65  or independent motors may be used to power the drive gears  65  separately. While it may be placed anywhere in the system, a switch control  70  for the motor  69  is shown attached to the support plate  68 . In particular, the switch control  70  may be a 3-P on/off key placed in the body side.  
         [0080]    Opposite the spur gear  66 , a support plate  68  is positioned which serves as the foundation for the cargo rack in the truck body  1 . While only one support plate is shown in FIGS. 12A and 12B, two support plates  68  are described with further reference to FIG. 13. The support plates  68  are attached to an inside of a truck body side  2  below the truck body side top surface  10 . The base rail  3  is attached at the ends to the support plates  68 . The hinge shafts  23  extend through the spur gears  66 , the base rail  3 , the collapsible post  4  and the support plate  68 . The hinge shafts  23  comprise shaft support flanges  91  and shaft retainers  90  to hold the pivotal joints  6  together similar to the embodiment described above. This configuration strengthens the pivotal joints  6  so that cargo rack is more rigid when in the support position.  
         [0081]    In the fourth embodiment shown in FIG. 13, a drive shaft  74  with worm gears  75  is used to drive the spur gears  66 . The threads of the worm gears are opposite so that as the drive shaft  75  turns, the worm gears  75  drive the spur gears  66  in opposite directions. The motor  69  is attached at one end of the drive shaft  74  to power the system bearing  76 . The drive shaft is supported in a central location by drive bearing  76 .  
         [0082]    Referring to FIG. 13A, a fifth embodiment of the collapse/extend device  59  of the present invention is shown. In this fifth embodiment, a spur gear  126  is pinned in place relative to shaft  23  by locating a lock pin  129  in the hole  130  in spur gear  126 , the shaft  23  being journaled in the flanges of post  4 . The spur gear  126  interacts with the teeth of the rack gear  127  located in the location slot  128  on the underside of support rail  5 , thereby driving the spur gear  126 .  
         [0083]    Referring to FIG. 14, an embodiment of the invention comprising cross beams  88  is shown. The cross beams  88  are attached to the top sides of the support rails  5  and extend from one side of the truck body  1  to the other. While the cross beams  88  are attached by any means known to persons of skill in the art, it is particularly advantageous to attach them to the top surface of the support rails  5 . In particular, the cross beams  88  are attached to the support rails  5  by bolts and wing nuts. In some embodiments, the cross beams  88  are telescoping to accommodate the width difference of the truck bodies and installation location of the cargo racks. This allows the slide joints  8  to slide through the carrier slots  7  in the support rail  5 . Depending on the particular application, any number of cross beams  88  may be employed. For 4-6 foot racks, three cross beams  88  are sufficient. For 8 foot racks, four cross beams  88  are optimal. The cross beams  88  are attached to the support. The cross beams  88  are particularly useful in securing tall cargo to the cargo rack. Further, the cross beams  88  may be moved and re-attached to the support rails  5  while cargo is loaded and unloaded. Thus, the cross beams  88  may be used to tailor the cargo rack to the configuration of each item of cargo. The cross beams  88  may be removed from or remain attached to the support rails  5  in all positions of the cargo rack. In an alternative embodiment, additional cross beam  88  are attached to the base rails to provide additional cargo support.  
         [0084]    Referring to FIGS. 15A and 15B, side and end views of a collapsible raincoat embodiment of the invention are shown. In this embodiment of the invention, the cargo rack, which is made up of two side cargo racks previously described, serve as a frame for a raincoat  77 . Anti-rubbing bars  78  are attached to the support rails  5  to reduce wear on the raincoat  77  ends and corners during transit. The anti-rubbing bars  78  fit the end of the upper ends of the support rails  5  and strengthen the support rails  5  to resist wind or centrifugal forces created during transit. The cargo rack is also equipped with cross beams  88 , as noted above, which are also fitted with anti-rubbing bars  78 . The raincoat  77  drapes over the anti-rubbing bars  78 . In FIG. 14A, a rear flap  79  is shown in an opened position, enabling access to the interior for loading or unloading cargo. With pole supports (not shown) at either end, the rear flap is also used as a camper awning. Tie down straps  80  are attached to a stiffener  81 . The stiffener  81  is preferably sewn into the raincoat  77  to spread the tie-down strap affects over a wider area to prevent the raincoat from ripping. The tie down straps  80  are secured with strap tension locks  82 . The loose ends of the tie down straps  80  are secured to the truck body I with rings  83 . The straps  80  are plastic and the rings  83  are plastic coated “S” clips to secure the raincoat  77  to the lower surfaces of the truck body  1 .  
         [0085]    Stretch straps  84  secure the raincoat  77  over corner tail lights without obscuring their illumination or signals. Side flaps  85  are sewn in both sides of the raincoat  77 . Zipper closures are used for the side and rear flaps  85  and  79 . Ballast pockets  86  are sewn into the raincoat  77  between the truck body  1  and a cab  87  to hold the raincoat  77  in place. As wind blows between the cab  87  and the truck body  1 , the ballast pockets  86  prevent the raincoat  77  from being blown out.  
         [0086]    The raincoat material is rain resistant 20% stretch material. This material is sometimes referred to as parachute material. Rain resistant zippers on the side and end access flaps have a soft material liner for the lower section that is in contact with the truck body, to eliminate scratching.  
         [0087]    Referring to FIGS.  16 A- 16 B, a further aspect of the invention comprises a swivel lock shaft  93  for locking the collapsible post in a partially deployed position. As shown in FIG. 16A, each of the swivel lock shafts  93  is attached to a collapsible post  4  by a swivel lock pin  92 . When not in use, the swivel lock shaft  93  is temporarily fixed to the collapsible post by storage clamp  96 .  
         [0088]    To deploy either end of the carrier, the handle  50  at the selected end is used to raise the support rail  5  at that end until the swivel lock assembly can be freed from the swivel spring steel storage clamp  96  located between the legs of the collapsible post  4  until the lock hex nut  94  may be lowered onto the threaded post  95 . The swivel lock shaft  93  is released from the storage clamp  96  and rotated about the lock pin  92  so that the swivel lock shaft  93  is vertically positioned over a threaded post  95 . The threaded post  95  is attached to the base rail  3 . As shown in FIG. 16C, the swivel lock shaft  93  comprises a flange  114  at the distal. end. A lock hex nut  94  is positioned around the swivel lock shaft  93 . The lock hex nut  94  has an inside diameter slightly greater than the outside diameter of the swivel lock shaft  93 . A second portion of the lock hex nut  94  has an inside diameter slightly greater than the outside diameter of the flange  114 . This second portion is also threaded for engaging the threaded post  95 . The swivel lock shaft  93  is attached to the threaded post  95  by positioning the swivel lock shaft  93  directly over the threaded post  95 . The lock hex nut  94  is then slid across the length of the shaft  93  toward the flange  114  that rests on top of threaded post  95 . The lock hex nut  94  is then rotated to engage its threads with those of the threaded post  95  until the lock contacts the top of the threaded post  95  to form a substantially rigid connection that will withstand pressures during transit. Once the lock hex nut  94  is firmly screwed to the threaded post  95 , the flange  114  and lock shaft  93  are firmly held in place.  
         [0089]    In alternative embodiments, one or more of the collapsible posts  4  comprise swivel lock shafts  93 . In some of these embodiments, it is necessary to lock one or more of the collapsible posts  4  in a partially deployed position. If the particular embodiment does not require a collapsible post  4  to be locked in a partially deployed position, the swivel lock shaft  93  is not necessary. If both ends are to be located at this lowered position, the same procedure is followed at the other end; one end of the rack is deployed as described for  16 A and the other end is raised and the same procedure followed to complete deployment.  
         [0090]    Referring to FIGS. 17A and 17B, a body cover embodiment of the invention is illustrated. The body cover  98  is a substantially flat structure that extends across the entire truck body  1 . The body cover  98  is attached to the support rails  5  of the above described cargo rack. Thus, when the support rails are collapsed to a collapsed position, the body cover  98  rests firmly on the truck body sides  2  to securely enclose the interior of the truck body  1 . The body cover  98  is raised to expose the interior of the truck body  1  by extending the collapsible posts  4  to extended positions. A switch control  70  for the collapse/extend device (not shown) is located in the exterior of the truck body side  2 . This location allows easy access by the operator to open and close the body cover  98  with a key access.  
         [0091]    Depending on the particular embodiment, the body cover  98  comprises metal, plastic, fiberglass, or any other material known to those of skill in the art. As described above, if it is only necessary for the operator to obtain access to the front or back of the truck body  1 , only one side of the truck body cover needs to be elevated to provide the necessary access. For example, if the rear of the truck body cover  98  is to be lifted, the collapsible post  4  at the rear of the truck body  1  is extended while the collapsible post  4  at the front of the truck body  1  remain collapsed. The particular mechanisms for performing these functions are those previously described.  
         [0092]    The cover  98  may be attached to support rails  5  and or cross beam  88  with screws, bolts, special purpose fasteners, or by other attachment methods known to persons of skill in the art. The top  98  fits snugly over the truck body surface  10 , front sides and the upper surface of the tailgate, when closed, to provide a waterproof seal and a secure compartment for stored material during transit and for burglar resistant storage when parked. A low durometer (sponge rubber) material is affixed to the top  98  to match and contact the truck body surfaces  10  to provide a water tight seal in the closed position.  
         [0093]    Referring to FIG. 18, a cargo stabilizer  115  is illustrated. The purpose of the cargo stabilizer  115  is to secure cargo to either the base rail  3  or support rail  5  of the cargo rack previously described. In modern truck bodies  1 , a wheel housing  113  is positioned in the interior of a truck body  1 . These wheel housings  113  prevent cargo from being positioned directly adjacent to the truck body side  2 . The cargo stabilizer assembly is designed to compensate for the intrusion of wheel housings into the cargo area of the pickup truck body. The wheel housings vary in size from manufacturer to manufacturer and even in the different models produced by the same manufacturer. The cargo stabilizer  115  acts as a spacer and stabilizer between the base rail  3  and a point at which the wheel housing  113  extends into the truck body  1 . For tall items of cargo, it is therefore necessary to secure upper portions of the cargo to the base rail  3  and support rail  5 . However, the distance between the cargo (not shown) and the base rail  3  is defined by the wheel housing  113 . To overcome this problem, the cargo stabilizer  115  is positioned between the cargo (not shown) and the base rail  3 .  
         [0094]    In an illustrative embodiment, the cargo stabilizer  115  comprises a cargo stabilizer shaft  101  that is attached to a stabilizer post  100 . The stabilizer post  100  is fixed to the base rail  3 . Extension holes  104  are drilled in the stabilizer shaft  101  for receiving the stabilizer post  100 . Once the stabilizer post  100  is inserted into the extension holes  100 , a wing nut  99  is screwed onto the stabilizer post  100  to secure the stabilizer shaft  101 . At the distal end of the cargo stabilizer shaft  101 , there is a swivel pin hole  111 . A buttress support bar  105  comprises a buttress swivel pin hole  107  having approximately the same diameter as that of the swivel pin hole  111 . The buttress support bar  105  is attached to the distal end of the cargo stabilizer shaft  101  by aligning the buttress swivel pin hole  107  with the shaft swivel pin hole  111  and inserting swivel pin  102 . With the swivel pin  102  pushed through the holes, a swivel pin snap ring  103  is secured to the swivel pin  102  to lock it in place. Opposite the cargo stabilizer shaft  101 , a buttress  106  is attached to the buttress support bar  105 . Connecting holes  109  and  108  are drilled in the buttress  106  and buttress support bar  105 , respectively. With the holes aligned, buttress attaching bolts  110  are inserted through the holes to securely attach the buttress  106  to the buttress support bar  105 .  
         [0095]    In a particular embodiment, the extension shaft  101 , a square tube slightly smaller than the slot in the base rail  3  is placed on the threaded stabilizer post  100  and secured with the wing nut  99 . The extension shaft  101  has multiple aligned holes drilled through both sides of the extension shaft  101  so the stabilizer may be adjusted to match the width of the wheel housing so as to permit vertical cargo loading. Because the extension shaft  101  is drilled through both planes of the square tube, it may be rotated 90 degrees to support different cargo shapes and sizes. The extension shaft  101  is inserted between the legs of the buttress support bar  105  and secured by inserting the lock pin  102  through the swivel pin hole  107  and the matching extension shaft pin hole in the extension shaft  101  and secured with the snap ring  103 . The buttress  106  is attached to the buttress support bar  105  with the threaded bolts  110 . The buttress size may be adjusted (increased or decreased) for specific cargo. Those skilled in the art would use various covers such as rubber, carpet, etc. for the buttress  106 .  
         [0096]    While the particular embodiments for pick-up truck racks as herein shown and disclosed in detail are fully capable of obtaining the objects and advantages hereinbefore stated, it is to be understood that they are merely illustrative of the preferred embodiments of the invention and that no limitations are intended by the details of construction or design herein shown other than as described in the appended claims.