Abstract:
The present invention relates to a roof rack that provides side rails which extend along the vehicle&#39;s roof panel. The roof rack has cross rails that extend between the side rails, but the cross rails can change positions so that when they are not in use they are at a lower height then when they are in use. The cross rails are connected to a stanchion which is then connected to the side rails by a connector. The stanchion pivots about this connection point in order to alter the height of the cross rails. The side rails have a stanchion stopper which is positioned adjacent to the stanchion in order to prevent over rotation of the stanchion.

Description:
FIELD OF THE INVENTION  
       [0001]     The present invention relates to a low profile roof rack that has a rotating cross rail.  
       BACKGROUND OF THE INVENTION  
       [0002]     Many vehicles, especially sport utility vehicles and mini vans, have roof racks so that items can be stored on the roof of the vehicle. Vehicles can have standard roof racks which are installed on all the vehicles of a particular model during production or add-on roof racks which are custom to the vehicle and are usually installed after the vehicle has been manufactured. Whether a vehicle has a standard roof rack or an add-on roof rack, the roof racks normally extend several inches above a vehicle&#39;s roof panel. A roof rack that extends several inches above the roof panel is undesirable because the roof rack results in additional wind resistance which can affect the fuel efficiency of the vehicle. Also, the air flow over the roof rack, especially the cross rails, can cause additional noise due to the wind stream over the vehicle, which can be heard in the passenger compartment of the vehicle. Another undesirable effect of having a roof rack extending several inches above the vehicle&#39;s roof panel is the poor aesthetic effect that the roof rack has on the vehicle&#39;s design.  
         [0003]     Therefore, it would be ideal to have a roof rack that would have cross rails that could be positioned closer to the vehicle&#39;s roof panel when the roof rack is not in use, but where the distance separating the cross rails and the roof panel could be increased when the roof rack is in use. If the height of the cross rails could be reduced when the roof rack is not in use the wind resistance caused by the roof rack would be reduced which would increase the fuel efficiency of the vehicle. Also, the noise caused by the air flow around the roof rack would be reduced. Moreover, the aesthetics of the overall vehicle design would be improved because the roof rack would not be as noticeable. Furthermore, it would be ideal that when the roof rack is in use the cross rails could be positioned with enough separation between the cross rails and the roof panel to accommodate items where a portion of the stored item hangs below the cross rails, such as ski brakes on downhill skies.  
       SUMMARY OF THE INVENTION  
       [0004]     The present invention relates to a roof rack that has side rails that extend along vehicle&#39;s roof panel. The roof rack has cross rails that extend between the side rails, but the cross rails can change positions so that when they are not in use they are at a lower height then when they are in use. The cross rails are connected to a stanchion which is then connected to the side rails by a connector. The stanchion pivots about this connection point in order to alter the height of the cross rails. The side rails have a stanchion stopper which is positioned adjacent to the stanchion in order to prevent over rotation of the stanchion. For example, if the vehicle is required to make a sudden stop the momentum of the items being stored on the roof rack may apply a force to the stanchion that would result in over rotation of the stanchion. Over rotation of the stanchion could cause damage to the vehicle&#39;s roof panel and possibly to other parts of the vehicle and the items being stored on the roof rack. Therefore, the stanchion stopper prevents stanchion from rotating in an undesirable direction at undesirable times.  
         [0005]     The side rails have angled exterior surfaces so that the side rails blend with the vehicle&#39;s roof line in order for the roof rack to be less conspicuous. In addition, the roof rack has front and rear air dams which have angled surfaces that face opposite each other. Thus, the front air dam&#39;s angled surface faces the front of the vehicle and the rear air dam&#39;s angled surface faces the rear of the vehicle. However, both the front and rear air dams decrease the amount of wind resistance caused by the roof rack which increases the fuel efficiency of the vehicle and reduces the noise caused by the vehicle&#39;s wind stream over the roof panel. In addition, the angled surfaces of the front and rear air dams have an aesthetic function. Since the bases of the angled surfaces start at the roof panel and the tops of the angled surfaces extend to the tops of the side rails the angled surfaces disguise the roof rack. Thus, the aesthetic design of the vehicle is improved as well.  
         [0006]     Further areas of applicability of the present invention will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description and specific examples, while indicating the preferred embodiment of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention. 
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0007]     The present invention will become more fully understood from the detailed description and the accompanying drawings, wherein:  
         [0008]      FIG. 1  is a prospective view of the roof rack in the resting position;  
         [0009]      FIG. 2  is a prospective view of the roof rack in the deployed position;  
         [0010]      FIG. 3  is an exploded prospective view of the roof rack;  
         [0011]      FIG. 4  is a cross-sectional view along the line A-A of  FIG. 3 ; and,  
         [0012]      FIG. 5  is a cross-sectional view along the line B-B of  FIG. 3 . 
     
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS  
       [0013]     The following description of the preferred embodiment(s) is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses.  
         [0014]     Referring to  FIGS. 1 and 2  a roof rack  10  is shown.  FIG. 1  depicts the roof rack  10  in its first position, or resting position, and  FIG. 2  depicts the roof rack  10  in its second position, or deployed position. The roof rack  10  has side rails  12  which extend along the vehicle&#39;s roof panel  14 . It is preferred that the roof rack  10  has two side rails  12  that extend parallel to the vehicle&#39;s sides  16 . A gasket  18  can be placed between the roof panel  14  and the side rails  12 . A gasket  18  is used in order to provide a mounting surface for the side rails  12  so that the base  20  of the side rails  12  will not damage the roof panel&#39;s  14  paint or cause structural damage to the roof panel  14 . However, using a gasket  18  is optional. One factor of consideration when determining if a gasket  18  should be used is the material used to mold the side rails  12 . For example, if the side rail  12  is unfilled then a gasket  18  is unnecessary. One example for attaching the gasket  18  to the side rail  12  is by having one end of a snap (not shown) molded into the side rail  12 , and having the opposite end of the snap (not shown) molded into the gasket  18 . Thus, when the ends of the snaps are aligned the gasket  18  is mechanically attached to the side rail  12 . Another example for connecting the gasket  18  to the side rail  12  is where the gasket  18  and the side rail  12  are connected to the roof panel  14  by a screw  22  that extends through the base  20 , the gasket  18 , and the roof panel  14 . On the opposite side of the roof panel  14  as the side rails  12  a lock nut  24  is used to secure the screw  22 , thus securing the side rails  12  and the gasket  18  to the roof panel  14 .  
         [0015]     Referring to  FIGS. 1, 3 , and  4 , the roof panel  14  has a gutter  26  that extends in the same direction as the side rail  12 . However, the roof gutter  26  is not as wide as the side rail  12  and gasket  18 , such that a portion of the side rail  12  and the gasket  18  are placed in the gutter  26 . The gasket  18  has an angled surface  28  that remains flush with the roof panel&#39;s first slope  30  which forms one end of the roof gutter  26 . The gasket  18  can extend across the entire roof gutter  26 , but it is preferred that the gasket  18  does not extend onto the roof panel&#39;s second slope  32  which forms the second end of the roof gutter  26 . In an alternate embodiment, the gasket  18  can extend along the roof panel&#39;s second slope  32 ; thus, the gasket  18  would extend along the entire width of the roof gutter  26 . The side rail  12  has an exterior angled surface  34 , which forms the exterior side of the side rail  12 . The exterior angled surface  34  extends from a top  36  of the side rail  12  to the end of the gasket  18  in the roof gutter  26 . Thus, the exterior angled surface  34  extending out of the roof gutter  26  creates an appearance that the side rail  12  is an extension of the roof panel  14 . The exterior angled surface  34  also prevents many of the other components of the roof rack  10  from being seen.  
         [0016]     Each side rail  12  has at least one stanchion stopper  36  which is used in combination with a stanchion  38  in order to alter the position of the cross rails  40 . The stanchion stopper  36  has a shape of a quarter circle, such that the stanchion stopper  36  has an angled front surface  42  and a flat rear surface  44 . The angled front surface  42  is on the side of the stanchion stopper  36  that faces a front end  46  of the roof panel  14 . The angle of the angled front surface  42  can vary, but the purpose of the angle is to reduce the wind resistance of the roof rack  10 . The flat rear surface  44  faces a rear end  48  of the roof panel  14 . The flat rear surface  44  is flat so that the stanchion  38  has the maximum surface area possible to contact the stanchion stopper  36 . It is preferred that the stanchion stopper  36  be molded into the side rail  12 , but the stanchion stopper  36  could be pre-manufactured and attached to the side rail  12  by mechanical means or an adhesive.  
         [0017]     Referring to  FIGS. 1-5 , the stanchion  38  has a resting base  50  and a deployed base  52 . When the roof rack  10  is in the resting position, the resting base  50  contacts the base  20 , and the deployed base  52  is facing the flat rear surface  44 . When the roof rack  10  is in the deployed position, the deployed base  52  contacts the base  20 , and the resting base  50  faces towards the rear end  48 . The stanchion  38  is attached to a flat side wall  54  of the side rail  12  by a connector  56 . The connector  56  extends through the side wall  54  and extends to an attachment wall  58  that is in between the side wall  54  and the exterior angled surface  34 . The connector  56  can be further secured by placing a lock nut  60  in between the side wall  54  and the attachment wall  58 , so that the connector  56  extends through the lock nut  60 . The lock nut  60  can be press fitted in between the side wall  54  and the attachment wall  58  so that the stanchion  38  can be more securely connected and for easier installation. Thus, the stanchion  38  can pivot with respect to the connector  56  in order to move the roof rack  10  from the resting position to the deployed position or vice versa. It is preferred that the connector  56  be a shoulder screw so that the portion of the connector  56  that enters the flat side wall  54  and extends through the lock nut  60  and to the attachment wall  58  is threaded so that a secure connection can be made, and the portion of the connector  56  extending through the stanchion  38  can be a smooth surface. By having a smooth surface extending through the stanchion  38 , the stanchion  38  can rotate about the connector  56  more easily.  
         [0018]     It is also preferred that the stanchion  38  have an L-shape so that when the roof rack  10  is in the resting position the cross bars  40  are at a lower height than when the roof rack  10  is in the deployed position. By having an L-shape the stanchion  38  will position the cross bars  40  so that they not contacting the roof panel  14  when the roof rack  10  is in the resting position. The cross bar connection end  62  of the stanchion  38  has an extension  64  that is received by the end of the cross bar  40 . Thus, it is preferred that the cross bar  40  be hollow in order to receive the extension  64  in addition to the reducing the weight of the roof rack  10 . It is also preferred that the extension  64  be hollow so that a locking mechanism can be used to secure the cross bar  40  to the extension  64 . For example, a pin (not shown) could extend through two ends of the cross bar  40  and extension  64  and a key (not shown) could be used to secure the pin.  
         [0019]     The side of the stanchion  38  that is opposite the resting base  50  has a locking mechanism that consists of a lock pin  66 , a lever  68 , and a spring  70 . When the roof rack  10  is in the resting position the lock pin  66  extends through the stanchion  38  and into a detent recess  72 . In order to move the roof rack  10  from the resting position to the deployed position, the stanchion needs to be rotated so that the lock pin  66  will be received by an indexing hole  74  in the base  20 . The spring  70  puts sufficient force on the lever  68 , which is connected to the lock pin  66 , so that when the lock pin  66  is aligned with the indexing hole  74  the lock pin  66  will enter the indexing hole  74 . In addition, a bumper pad  75  is attached to the stanchion stopper  36  in order to fill the gap between the stanchion stopper  36  and the stanchion  38  when the roof rack  10  is in the deployed position. Therefore, the bumper pad  75  reduces the noise and vibrations that may be caused between the stanchion stopper  36  and the stanchion  38 . It is preferred that the bumper pad  75  is positioned on the stanchion stopper  36  so that it does not occupy the portion of the detent recess  72  that is aligned with the lock pin  66  when the roof rack  10  is in the resting position.  
         [0020]     When the roof rack  10  is being moved from the deployed position to the resting position the force of the spring  70  must be removed from the lock pin  66  by using the lever  68 . The lever  68  can be raised by applying a sufficient amount of force to overcome the force of the spring  70  so that the lock pin  66  will exit the indexing hole  74 . Thus, the stanchion  38  is capable of rotation about the connecter  56 . Any type of locking mechanism could be used in order to secure the stanchion  38  when it is in the resting position and the deployed position. Another example of an acceptable locking mechanism would be the use of a slide button mechanism (not shown). In this mechanism a pin is connected to a lever, and the lever is connected to a slide button. Thus, slide button is replacing the spring  70 , and when the slide button moves so does the pin. Therefore, when the slide button is down the pin would be engaged and when the slide button is up the pin would be disengaged.  
         [0021]     The front end  46  has a front air dam  76  that extends between the side rails  12 . It is preferred that the front air dam  76  be molded onto the side rails  12 , but the front air dam  76  could be pre-manufactured and attached by mechanical means or adhesive. The front air dam  76  has an angled surface  78  such that a base  80  of the angled surface  78  is at a height that is approximately the same as the base  20 . Also, the front air dam  76  has a top  82 , which is positioned closer to the rear end  48  than the base  80 , that is at a height that is approximately the same as the side rail  12 . Therefore, the front air dam  76  reduces the wind resistance of the roof rack  10 , and reduces the amount of the roof rack&#39;s  10  components that are visible. Similarly, the rear end  48  has a rear air dam  84  that extends between the side rails  12 . It is preferred that the rear air dam  84  be molded onto the side rails  12 , but the rear air dam  84  could be pre-manufactured and attached by mechanical means or adhesive. The rear air dam  84  also has an angled surface  86  with a base  88  and a top  90 . The base  88  and top  90  are also at approximately the same heights as the base  20  and the side rails  12  respectfully. However, the rear air dam  84  differs from the front air dam  76  because the top  90  is closer to the front end  46  than the base  88 .  
         [0022]     It is also possible for the side rails  12  to have other features molded into them or pre-manufactured and attached. For example, tie down loops (not shown) could be molded into the side rails  12  which allow for the objects being stored on the roof rack  10  to be tied down to a strong anchor. Another example would be lights  92  on the side rails  12 . The lights  92  (not shown) could be placed anywhere on the side rail  12  with the electrical wiring be covered by the components of the roof rack  10 . Thus, the lights  92  could be used for decorations or have a functional purpose such as additional turn signals.  
         [0023]     The description of the invention is merely exemplary in nature and, thus, variations that do not depart from the gist of the invention are intended to be within the scope of the invention. Such variations are not to be regarded as a departure from the spirit and scope of the invention.