Patent Publication Number: US-8528799-B2

Title: System and method for vehicle article carrier having stowable cross bars

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation-in-part of U.S. patent application Ser. No. 12/755,044, filed Apr. 6, 2010 and issued as U.S. Pat. No. 8,348,111 on Jan. 8, 2013, which is a continuation-in-part of U.S. patent application Ser No. 12/637,907, filed Dec. 15, 2009 and issued as U.S. Pat. No. 8,235,264 on Aug. 7, 2012, which is a continuation-in-part of U.S. patent application Ser. No. 12/243,260, filed Oct. 1, 2008 and issued as U.S. Pat. No. 8,096,454 on Jan. 7, 2012. The entire disclosure of each of the above applications is incorporated herein by reference. 
    
    
     FIELD 
     The present disclosure relates to vehicle article carrier systems, and more particularly to a vehicle article carrier system and method having cross bars that can be secured in operative positions by a rotatable locking knob that provides a locking assist feature, and further by a vehicle article carrier system that includes an elongated mounting rail that can be attached exclusively at its opposing ends to external structure associated with a vehicle roof. 
     BACKGROUND 
     The statements in this section merely provide background information related to the present disclosure and may not constitute prior art. 
     Vehicle article carrier systems are used on a wide variety of motor vehicles to transport objects above an outer surface of a vehicle. Typically such vehicle article carriers are secured on an outer body surface of a vehicle, for example such as on a roof of the vehicle. A vehicle article carrier often includes one, but more typically two, cross bars that are supported on support rails, where the support rails are fixedly secured to the roof of the vehicle. The cross bars are supported on the support rails so that they extend laterally (i.e., width-wise) above the outer body surface of the vehicle between the two support rails. The cross bars are thus supported above the outer body surface and used to support articles thereon, typically with the assistance of cargo straps such as bungee cords, rubber cords or nylon cords. 
     While such vehicle article carriers are highly useful for transporting articles thereon, the cross bars do typically add a small degree of wind resistance as the vehicle travels. With the present day emphasis on maximizing fuel economy of vehicles of all types, there is an increased interest in providing a vehicle article carrier construction which can eliminate the wind resistance of the cross bars when the cross bars are not needed. To this end many vehicle article carriers incorporate cross bars that can be removed, although removal can sometimes require special tools and somewhat time consuming procedures. If removed, then the cross bars need to be stored somewhere. Since the cross bars typically have a length which is close to the overall width of the outer body surface of the vehicle (i.e., the roof portion), the cross bars are not always easily stored inside the vehicle. Even if they are able to be stored inside the vehicle, they may use up a considerable amount of otherwise available cargo space inside the vehicle or otherwise interfere with the full use of the available cargo space within the vehicle. Storing the cross bars off of the vehicle, such as in one&#39;s garage, is an option, but then that gives rise to the possibility that an unanticipated need may arise to use the vehicle article carrier, and the user may not have the cross bars with him/her in the vehicle. 
     Another limitation with present day vehicle article carrier systems can be the amount of rotational force that needs to be applied to a rotatable locking member that locks an end support to its respective support rail. Such locking members are used to tighten a clamping member, for example a tap plate, within its respective support rail. However, some individuals may have limited hand strength, either because of an injury or simply because of being small in stature, and may have difficulty applying the needed tightening force to a rotatable locking member. Sometimes such individuals are able to apply a force that meets only a minimum required force to securely lock the locking member onto its respective support rail. When only the minimum required force is applied, there may exist the possibility of the locking member loosening during use, and because the initial tightening was made only to a minimum required force, the loosening that occurs may be sufficient to allow the cross bar being supported by the end support to wobble. Therefore, any mechanism that could be easily implemented on the end support to assist in preventing loosening of its associated rotatable locking member would be highly desirable. 
     Still another limitation with many present day vehicle article carrier systems is the need to provide mounting fasteners in the vehicle roof at specific locations that approximate where the cross bars of the article carrier system are to be located. The mounting fasteners are then secured to metallic structure associated with the support rails of the article carrier system. This can present a drawback from the standpoint that the mounting fasteners must be located in the vehicle roof at locations approximating where the outer ends of the cross bars will lay when the cross bars are positioned on the support rails. As will be appreciated, this can necessitate the vehicle manufacturer having to redesign the roof of the vehicle so that the mounting fasteners are located at the appropriate locations. This can add significant additional cost that the vehicle manufacturer may have to absorb. 
     SUMMARY 
     In one aspect the present disclosure relates to a vehicle article carrier system for use on an outer body roof surface of a vehicle to removably support articles above the outer body roof surface. The system may comprise a pair of support rails secured to the outer body surface generally parallel to one another, and extending along a major longitudinal axis of the vehicle. The system may also include at least one cross bar having dimensions sufficient to extend between the support rails when the support rails are secured to the outer body surface of the vehicle. The cross bar may have a central portion and a pair of end supports at opposite ends of the central portion. Each support rail may include a decorative cover and metallic support element, with the decorative cover being positioned over the metallic support element to at least substantially cover the metallic support element. The metallic support element may include at least one aperture at each opposing longitudinal end thereof. The at least one aperture is adapted to receive therethrough at least one fastening element fixedly associated with the outer body roof surface and projecting therefrom, such that the metallic support element is secured to the outer body roof surface only at the opposing longitudinal ends thereof. At least one key-shaped opening is provided at a position intermediate the opposing longitudinal ends. Each end support further may include a tap plate sized to fit through the key-shaped opening in the metallic support element, and a rotatable locking component adapted to engage the tap plate and to clamp the end support, using the tap plate, to the metallic support element. 
     In another aspect the present disclosure relates to a vehicle article carrier system for use on an outer body roof surface of a vehicle to removably support articles above the outer body roof surface. The system may comprise a pair of support rails secured to the outer body surface generally parallel to one another, and extending along a major longitudinal axis of the vehicle. At least one cross bar may be included that has dimensions sufficient to extend between the support rails when the support rails are secured to the outer body surface of the vehicle. The cross bar may have a central portion and a pair of end supports at opposite ends of the central portion. Each support rail may include a decorative cover and metallic support element, the decorative cover being positioned over the metallic support element to at least substantially cover the metallic support element. The metallic support element may include a C-shaped track portion located at an intermediate point along a longitudinal length of the metallic support element, and a flattened portion at each opposing longitudinal end of the metallic support element. Each one of the flattened portions may include at least one aperture. The at least one aperture may be adapted to receive therethrough at least one fastening element fixedly associated with the outer body roof surface and projecting from the outer body roof surface. In this manner the metallic support element may be secured to the outer body roof surface only at the opposing longitudinal ends thereof. The decorative cover may include a pair of removable panels to provide access to the apertures at the opposing longitudinal ends of the metallic support member. Each end support may include a tap plate adapted to be inserted into an interior area of the C-shaped track portion. Each end support may further include a rotatable locking component adapted to engage the tap plate and to clamp the end support, using the tap plate, to the C-shaped metallic support element. 
     In still another aspect the present disclosure relates to a vehicle article carrier system for use on an outer body roof surface of a vehicle to removably support articles above the outer body roof surface. The system may comprise a pair of support rails secured to the outer body surface generally parallel to one another and extending along a major longitudinal axis of the vehicle, and at least one cross bar. The at least one cross bar may have dimensions sufficient to extend between the support rails when the support rails are secured to the outer body surface of the vehicle. The cross bar may have a central portion and a pair of end supports at opposite ends of the central portion. Each support rail may include a decorative cover and a metallic support element. The decorative cover may be positioned over the metallic support element to at least substantially cover the metallic support element. The metallic support element may include at least one key-shaped opening and a flattened portion at each opposing longitudinal end of the metallic support element. Each one of the flattened portions may include a pair of apertures, with the pairs of apertures each adapted to receive therethrough a corresponding pair of fastening elements fixedly associated with the outer body roof surface and projecting from the outer body roof surface. In this manner the metallic support element may be secured to the outer body roof surface only at the opposing longitudinal ends thereof. The decorative cover may include portions thereof permitting access to the apertures at the opposing longitudinal ends of the metallic support member. Each end support may include a tap plate adapted to be inserted through the key-shaped opening. Each end support may further include a rotatable locking component adapted to engage the tap plate and to clamp the end support, using the tap plate, to the C-shaped metallic support element. 
     Further areas of applicability will become apparent from the description provided herein. It should be understood that the description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way. 
         FIG. 1  is a perspective view of a portion of a vehicle illustrating one embodiment of a vehicle article carrier of the present disclosure mounted on an outer body surface of the vehicle, with the cross bars of the vehicle article carrier each being mounted in an operative position; 
         FIG. 2  is an enlarged perspective view of a portion of the vehicle article carrier of  FIG. 1 , with ones of the first and second attachment points being visible; 
         FIGS. 3 and 4  are partial cross sectional side views of one of the end supports illustrating the internal shoulder portion and internal wall portion that limit pivoting movement of the neck portion to a predetermined degree; 
         FIG. 5  is a view of the system of  FIG. 1  but with both cross bars positioned in their stowed configurations; 
         FIG. 6  is an exploded perspective view of another embodiment of the present disclosure illustrating another embodiment of the end support that may be used with the system and method of the present disclosure; 
         FIG. 6A  is a perspective view of just the locking block of the end support; 
         FIG. 6B  is a plan view of the locking block of  FIG. 6A ; 
         FIG. 6C  is an end view of the locking block of  FIG. 6A  taken in accordance with directional line  6 C in  FIG. 6A ; 
         FIG. 7  is a simplified cross-sectional side view in accordance with section line  7 - 7  in  FIG. 8  illustrating the end support locked in an operative position, with a locking block of the system preventing any pivoting movement between the neck and base portions of the end support; 
         FIG. 8  is a partial plan view of the end support of  FIG. 7  further illustrating the locking block in its stowed position; 
         FIG. 9  is a partial cross-sectional side view of the neck portion and base portion, similar to that shown in  FIG. 7 , but with the neck portion in its operative position; 
         FIG. 10  is a simplified cross-sectional side view of the end support of  FIG. 7  taken along section line  10 - 10  in  FIG. 11 , showing the orientation of the locking block when it is pressed into a position permitting rotational motion between the neck and base portions; 
         FIG. 11  is a partial plan view of the end support of  FIG. 9  further illustrating the orientation of the locking block when it is pressed into the base portion to allow rotational movement between the neck and base portions; 
         FIG. 12  is a perspective view of another embodiment of the present disclosure which includes a pod integrally formed with the support rail, and where the end supports of the cross bar include a securing mechanism adapted to couple a portion of the end support to the pod to provide even further enhanced structural rigidity to the cross bar when it is in its operative position; 
         FIG. 13  is a perspective view of a portion of just the support rail of the system shown in  FIG. 12 ; 
         FIG. 14  is a cross sectional view of the end support shown in  FIG. 12  attached to the support rail, taken in accordance with section line  14 - 14  in  FIG. 12 ; 
         FIG. 15  is perspective view of an end support in accordance with another aspect of the present disclosure; 
         FIG. 16  is a bottom perspective view of just the rotatable locking component shown in  FIG. 15 ; 
         FIG. 17  is a perspective view of just the ball plunger assembly used in the end support of  FIG. 15 ; 
         FIG. 18  is a perspective view of the end support of  FIG. 15  but without the rotatable locking component secured thereto; 
         FIG. 19  is a side cross sectional view of the ball of the ball plunger assembly engaged in one of the radial grooves of the end support housing; and 
         FIG. 20  is a side cross sectional view of the ball of the ball plunger assembly positioned between two adjacent grooves in the end support housing; 
         FIG. 21  is an exploded perspective illustration of a portion of support rail showing a metallic support element positioned over a roof ditch area of a vehicle roof, a decorative plastic cover that fits over the metallic support element, and a pair of removable panels that allow access to areas of the metallic support element where the metallic support element is secured at its opposing ends to fasteners projecting from the roof ditch of the vehicle roof; 
         FIG. 22  is a plan view of just the metallic support element; 
         FIG. 23  is a side view of just the metallic support element; 
         FIG. 24  is an end view of the metallic support element resting within the roof ditch in the roof of the vehicle with the decorative plastic cover indicated in phantom; 
         FIG. 25  is a perspective view of an alternative preferred form of the metallic support element which incorporates an independent section of a metallic track, such that a degree of adjustable positioning is provided to at least one of the end supports secured to the metallic support element; 
         FIG. 26  is another embodiment of a metallic support element that is formed along a major portion of its length with an integral channel, such that the integral channel provides a degree of adjustability to a pair of end supports secured to the metallic support rail; 
         FIG. 27  is another embodiment of the system that makes use of a linearly moveable locking pin to engage the metallic support element; and 
         FIG. 28  is a still another embodiment of the system that makes use of a pivotally moveable actuating lever that linearly moves a bracket member, such as a tap plate, into and out of clamping engagement with the metallic support element. 
     
    
    
     DETAILED DESCRIPTION 
     The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features. 
     Referring to  FIG. 1 , there is vehicle article carrier system  10  supported on an outer body surface  14  of a vehicle  12 . The vehicle  12  may comprise a car or sports utility vehicle (SUV), van, minivan or any other form of vehicle where it is desired to be able to support articles above its outer body surface. The system  10  may include a pair of support rails  16  that are fixedly secured to the outer body surface  14  generally parallel to one another, and extending generally parallel to a major longitudinal axis of the vehicle outer body surface  14 . At least one, and more preferably a pair, of cross bars  18  are secured to the support rails  16 . As will be explained more fully in the following paragraphs, it is a principal advantage of the system  10  that the cross bars  18  may be supported (or “stowed”) in a substantially hidden, highly aerodynamic manner when not in use, but are able to be positioned above the support rails  16  quickly and easily when needed for use. Also, any type of track or track-like structure could potentially be used to form the support rails  16 . 
     Referring further to  FIG. 1 , the support rails  16  each include a raised shoulder portion  20  and a recessed portion  22  extending along substantially a full length thereof. In  FIG. 2  each support rail  16  has at least one first attachment point  24  and a pair of second attachment points  26 . If two cross bars  18  are used with the system  10 , then preferably a pair of first attachment points  24  will be incorporated. For the purpose of discussion it will be understood that a pair of cross bars  18  is used with the system  10 . One pair of first attachment points  24  is arranged at opposite ends of each support rail  16 . Similarly, one pair of second attachment points  26  is provided at the opposite ends of each of the support rails  16 . Optionally but preferably, a plurality of additional first attachment points  24  are formed along each said support rail  16  that also enable each of the cross bars  18  to be secured at a plurality of different operative positions along the support rails  16  to better support variously sized and shaped articles thereon. The attachment points  24  are aligned so that at whatever longitudinal position along the support rails  16  the cross bars  18  are installed at for operation, the cross bars  18  will be extending generally perpendicularly between the support rails  16 . 
     Referring to further to  FIG. 2 , one of the first attachment points  24  can be seen in greater detail. Each first attachment point  24  forms a threaded female bore that is aligned with an associated threaded fastening component  24   a , such as a RIVNUT® fastener, fixedly secured in the outer body surface  14 . Each second attachment point  26  forms a female threaded bore that is integrally formed in the support rail  16 . Of course the second attachment point  26  could be formed by a metallic, press fit component having an internal threaded surface. Each first attachment point  26  will include an associated fastening component  24   a  aligned therewith and fixedly secured to the outer body surface  14 . Thus, when the end supports  32  are attached at any pair of first attachments points  24 , the cross bar  18  will be securely fastened to not only the support rails  16  but also to the outer body surface  14 . This provides an extremely strong attachment arrangement for the cross bars  18 . 
     In  FIG. 2  the construction of one of the cross bars  18  can also be seen in greater detail. The cross bars  18  may be identical in construction, but they need not be. For convenience, it will be assumed that the cross bars  18  are identical in construction. The cross bar  18  shown in  FIG. 2  includes a central portion  30  having an end support  32  at each opposite end thereof. The central portion  30  may form a tubular component made from a suitably strong material, for example aluminum or steel. The overall length of the cross bar  18  is sufficient to span the distance between the support rails  16  and is thus typically only slightly less than the overall width of the outer body surface  14  of the vehicle  12 . 
     Each end support  32  includes a neck portion  34  that is hingedly secured to a base portion  36  via a pivot pin  38 . This enables the neck portions  34  to hold the central portion  30  above the support rails  16  when the cross bar  18  is in its operative position shown in  FIGS. 1 and 2 . To accomplish this the neck portion  34  extends at an angle between about 20 degrees and 90 degrees relative to the outer body surface  14  of the vehicle  12 , and more preferably between about 45 degrees and 75 degrees. The pivot pin  38  may be a splined pin that is press fit into the base portion  36  of the end support  32 . The neck portion  34  may be secured to the central portion  30  of the cross bar  18  in conventional fashion by being inserted into a tubular end of the central portion  18  and being fastened thereto by threaded fasteners  39 . 
     With further reference to  FIGS. 3 and 4 , the neck portion  34  can be seen to include an internal shoulder portion  40  that abuts an internal wall portion  41  of the base portion  36 . This limits the pivoting motion of the neck portion  34  to a predetermined range and thus helps to provide rigidity to the cross bar  18  when the cross bar is in its operative position and supporting articles thereon. 
     With further reference to  FIGS. 2 ,  3  and  4  the neck portion  34  also includes an attachment component in the form of a threaded male fastening element  42 . The fastening element  42  extends through an opening  44  in a notched area  46  of the neck portion  34 . The fastening element  42  can be secured in any one of the attachment points  24  or  26  to secure the end support  32  to a respective one of the support rails  16  in a stowed position or in an operative position.  FIG. 2  shows the threaded fastening element  42  secured to one of the first attachment points  24 . The threaded fastening element  42  may include a manually graspable wheel  48  that can be manually tightened and loosened by the fingers of one hand of the user, so that no external tools are required to remove and reposition the cross bar  18 . Alternatively, the fastening element  42  may simply have a head portion with a slotted, Phillips, torx, etc. configuration that is loosened and tightened with a suitable tool. 
     Referring to  FIG. 5  the cross bars  18  can be seen in their non-operative or “stowed” position. In the stowed position the threaded fastening element  42  is threadably engaged with the second pair of attachment points  26  at the opposite ends of the cross bar  18 . In this configuration the cross bar  18  is essentially not visible from the side of the vehicle  12  and has an upper surface  50  that is substantially co-planar with the raised shoulder portion  20 . This is because the neck portions  34  are able to pivot into position substantially in line with the central portion  30 . Thus, when in its stowed position, the cross bar  18  provides no tangible aerodynamic drag during operation on the vehicle  12 . The support rail  16  and the cross bar  18  essentially form a single, integrated and aesthetically pleasing assembly. 
     A particular feature that enables the neck portions  34  to lay flat and co-linear with the central portion  30  of the cross bar  18  is that the bores of the second attachment points  26  are formed at an angle to the outer body surface  14 , as is visible in  FIG. 2 . In one embodiment this angle is between about 20-90 degrees, and more preferably between about 30 and 75 degrees. 
     Referring to  FIG. 6 , another embodiment of the end support  100  is shown. The end support  100  includes a neck portion  102  and a base portion  104  that may be pivotally coupled via a knurled pivot pin  106 . The base portion  104  includes a recessed portion  108  having aligned bores  110  and  112 . The pivot pin  106  is of dimensions enabling it to be inserted through the bores  110  and  112  and maintained therein via a friction fit. The neck portion  102  may include a rotatable, threaded fastening element  103  having a threaded shaft  103   a  that may be positioned in a bore  102   a  of the neck portion  102  and threadably secured with any one of the attachment points  24  or  26 . 
     The base portion  104  further includes a locking block bore  114  adapted to receive a locking block  116  therein. The locking block  116  is received in a rear area  118  of the recessed portion  108  that forms an angular surface generally complimentary to a portion of the locking block  116 . A wall portion  120  limits rotational movement of the neck portion  102  so that the neck portion cannot be moved past a point where it is co-linear with the base portion  104  when the end support  100  is in its stowed position. This will be described in greater detail in the following paragraphs. A coil spring  122  or any other like, suitable biasing element is disposed in the rear area  118  and provides a biasing force against the locking block  116 , as will be described in further detail in the following paragraphs. 
     With further reference to  FIGS. 6 ,  6 A,  6 B and  6 C, the locking block  116  can be seen to include a pair of spaced apart cutouts  124  that help to define teeth  125 . Each of the teeth  125  include an upper angled surface  126  and a lower angled surface  128  that converge to a point. The overall cross sectional shape of the locking block  116  approximately matches that of the locking block bore  114  so that when the locking block  116  is inserted into the bore  114 , the locking block  116  cannot rotate, but can only slide laterally within the bore  114  a short, predetermined distance. The locking block  116  also includes a notched edge portion  130 , visible in  FIGS. 6B ,  8  and  10 , which prevents the locking block from falling out of the locking block bore  114  once the end support  100  is assembled. Essentially, notched edge portion  130  enables the locking block  116  to be captured in the base portion  104  when the neck portion  102  is assembled to the base portion  104 . This feature will be described in further detail in the following paragraphs. A blind hole  131 , visible in  FIG. 6A , houses end  122   a  (visible in  FIG. 6 ) of the spring  122 , while the opposite end of the spring  122   b  abuts wall portion  108   a  in  FIG. 6  when the locking block  116  is assembled in the base portion  104 . The length of the spring  116 , the depth of the blind hole  131  and the length of the locking block  116  are selected to allow a predetermined amount of lateral travel of the locking block  116 , which in the embodiment shown is between about 0.125 inch and 0.75 inch, and more preferably about 0.5 inch. However, it will be appreciated that this length of travel is merely exemplary and can be varied considerably to meet personal preferences or specific application constraints or requirements. 
     Continuing to refer to  FIGS. 6 ,  7  and  8 , the neck portion  102  can be seen to include a projecting portion  132  having a pair of arms  134   a . The overall width of the projecting portion  132  is such that it fits within the recessed portion  108  of the base portion  104 . The width of each arm  134   a  is such that each may fit within the cutouts  124  in the locking block  116  when the locking block is fully depressed in the base portion  104  by a finger of a user. The projecting portion  132  also includes a bore  136  that receives the knurled pin  106  to maintain the neck portion  102  secured to the base portion, and to allow pivoting movement of the neck portion  102  relative to the base portion  104 . 
     Referring to  FIGS. 6 ,  7  and  8 , the projecting portion  132  can be seen to include surfaces  138  (only one being visible) that engage with lower surfaces  128  of the teeth  125  of the locking block  116  when the neck portion  102  is in its stowed position ( FIG. 7 ), and the locking block  116  is in its undepressed condition (as seen in  FIG. 8 ). This prevents counter clockwise rotation of the neck portion  102 . In this position a surface  140  of the projecting portion  132  also engages with a recess  141  of wall portion  120  to prevent clockwise rotational movement of the neck portion  102 , as viewed in  FIG. 7 . Thus, the neck portion  102  is held against both clockwise and counterclockwise rotation, and is thus maintained in a substantially co-linear orientation with the base portion  104 . This substantially or entirely eliminates any vibration or play between the neck portion  102  and base portion  104  when the vehicle on which the end support  100  is being used is moving, but while the system  10  is in not in use (i.e., in its stowed or inoperative position). 
     Referring further to  FIGS. 6 , and  9 , the neck portion  102  is shown in its operative position. In this position a notched area  142  of the projecting portion  132  engages with a lip portion  144  of the wall portion  120  to prevent counterclockwise rotation of the base portion  102 . The surface  140  now engages with the upper surfaces  126  of the teeth  125  of the locking block  116  when the locking block is in the position shown in  FIG. 8  (i.e., undepressed), which prevents clockwise rotation of the neck portion  102 . Thus, the neck portion  102  is also held against both clockwise and counterclockwise rotation when the locking block  116  is in the undepressed position shown in  FIG. 8  and the neck portion  102  is in its operative position as shown in  FIG. 9 . This eliminates any significant wobble or play between the neck portion  102  and the base portion  104  while the end support  100  is being used to support articles above the outer body surface  14  (i.e., in its operative position). 
     When the locking block  116  is moved to its depressed position against the biasing force of the spring  122 , as shown in  FIG. 11 , and held in this position by the user, the arm portions  134   a  of the projecting portion  132  of the neck portion  102  are aligned with the cutouts  124  of the locking block  116 . Thus, the neck portion  102  is free to rotate along a limited arcuate path between its operative and stowed positions. Thus, to position the end support  100  in the desired position, the user simply depresses the locking block  116 , positions and holds the neck portion  102  in the desired orientation (i.e., either operative or stowed), and then releases the locking block  116 . Thereafter, the biasing force of the spring  122  pushes the locking block  116  back into its undepressed condition. This places the teeth  125  of the locking block  116  in lateral alignment (i.e., interfering alignment) with the arm portions  134   a  of the neck portion  102 , and the teeth  125  of the locking block  116  will hold the neck portion  102  stationary relative to the base portion  104 . 
     To assemble the end support  100  the spring  122  is first inserted in the locking block bore  114  and then the locking block  116  is inserted in the blind hole  131  of the locking block  116 , and the locking block  116  is then slid through the bore  114  until the end  122   b  of spring  122  contacts the wall portion  108   a . Further pressure is then applied to the locking block  116  so that the locking block is pushed into, and held, completely within the base portion  104 , as shown in  FIG. 11 . Then while the locking block  116  is held fully depressed within the locking block bore  114 , the projecting portion  132  of the neck portion  102  is inserted into the recess  108  of the base portion  104 . The locking block  116  may then be released, and the biasing force of the spring  122  will push the locking block  116  out to the position shown in  FIG. 8 , with the projection  130  on the locking block  116  abutting a side surface of the one of the arm portions  134   a  of the projecting portion  132 , as shown in  FIG. 8 . This prevents the locking block  116  from being pushed completely out of the bore  114  by the spring  122 . At this point the neck portion  102  may be further articulated clockwise or counterclockwise slightly to align the bore  136  with the bores  110  and  112  of the base portion  104 . While the neck portion  102  is held with the bores  136 ,  110  and  112  aligned, the pivot pin  106  may be press fit into the bore  110  and blind hole  112 . 
     Referring now to  FIGS. 12 through 14 , another embodiment of a vehicle article carrier system  200  in accordance with the present disclosure is shown. The system  200  is somewhat similar to system  10  in that a support rail  202  is provided that may support a cross bar  204  thereon in either a stowed orientation, as described in connection with system  10 , or in an operative position. In the stowed position the cross bar  204  may be secured to a second attachment point (not shown) on the support rail  202 , such as described and shown for system  10 , so that it rests on the support rail  202  along the longitudinal axis of the support rail, as described above for support rails  16  and cross bars  18  shown in  FIG. 1 . In the operative position the cross bar  204  may be used to support articles or widely varying sizes and shapes above the outer body surface  14  of the vehicle  12 . It will also be appreciated that while only a single support rail  202  and a single cross bar  204  have been shown, that the system  200  may employ a pair of identical support rails  202  and a pair of cross bars  204 , which may be identical or even slightly different in construction. The support rails  202  may be secured to the outer body surface  14  by RIVNUT® style fasteners or any other suitable fastening means. 
     With continuing reference to  FIG. 12 , the support rail  202  can be seen include a pocket  206  adjacent a protruding pod  208 . The cross bar  204  may include an end support  205  having a neck portion  210  and a base portion  212  that are pivotally coupled to one another by a pivot pin  214 . The base portion  212  is fixedly secured to a central portion  216 . The central portion  216  of the cross bar  204  is elevated above the outer body surface  14  and supports articles thereon when the cross bar  204  is in use. 
     The neck portion  210  includes a user graspable fastening component  218  that may be rotated by the user grasping it with two or more fingers and rotating it, in this example clockwise. When the cross bar  204  is positioned in its stowed orientation, this allows the cross bar  204  to be securing retained to its associated support rail  202 . When the cross bar  204  is in its operative orientation, with the neck portion  210  resting in the pocket  206  and leaning against the pod  208 , the neck portion may be secured to the pod  208 . The pod  208  provides the advantage of even further stabilizing the end support  205  against movement in both a longitudinal direction, that is, a direction parallel to the longitudinal axis of the support rail  202 , as well as stabilizing the end support  205  against lateral movement (i.e., movement perpendicular to the longitudinal axis of the support rail  202 ). 
     Referring to  FIGS. 12 and 13 , the pocket  206  and the pod  208  can be seen in greater detail. The pod  208  is integrally formed with the support rail  202  and includes a recessed portion  220  having an opening (not visible). The opening allows a stud secured to the vehicle outer body surface  14  to project through a portion of the support rail  202  so that the support rail can be fixedly secured to the outer body surface  14 . The recessed portion  220  allows room for a threaded nut or other form of retaining element to be positioned therein so as not to be visible when the support rail  202  is secured to the outer body surface  14 . The pod  208  also includes a threaded insert  222  adapted to receive a threaded portion of the user engageable fastening component  218 . The threaded insert  222  thus forms the first attachment point for the cross bar  204 . 
     Referring to  FIG. 14 , a cross sectional view of the cross bar  204  secured in its operative position to the support rail  202  is shown. The user engageable actuating member  218  includes a dial-like element  218   a  that the user may grasp, as well as a threaded shaft  218   b  that extends through a bore  210   a  in the neck portion  210 . The threaded shaft  218   b  may be retained in the neck portion  210  in any conventional manner, so that it cannot be removed from the neck portion  210 . The threaded shaft  218   b  engages with the threaded insert in the pod  222  to hold the neck portion  210  securely to the pod  208 . 
     Referring now to  FIGS. 15-19 , an end support  300  is illustrated that may be used with the vehicle article carrier system  10  in place of the threaded fastening element  42 , or alternatively in place of the threaded fastening element  103 . Referring initially to  FIG. 15 , the end support  300  may include a housing  302  having a bore  304  formed within a neck portion  306  of the housing. The bore  304  may be used with a conventional fastening element or pivot pin-like element  308  for attaching the end support  300  to an end of the cross bar  18 . However, it will be appreciated immediately that the end support  300 , while especially well adapted to be pivotally coupled to a cross bar, is not restricted to use as a pivotally coupled end support. Thus, the end support  300  may be fixedly secured to a cross bar (i.e., non-pivotally coupled), and such an implementation is fully intended to fall within the scope of the present application and the appended claims. 
     The housing  302  may include an opening  310  formed therein for receiving an external fastening cord or like implement, for example a bungee cord or a nylon strap, that assists in holding articles to the vehicle article carrier  10 . The housing  302  also has secured to it a rotatable locking component  312  that forms an assembly for fixedly securing the end support  300  to its respective support rail  16 . Referring to  FIGS. 15 and 16 , the rotatable locking component  312  can be seen to include a body portion  314  having an integrally formed, manually graspable, raised portion  316  that forms a knob. The graspable raised portion  316  may include serrations or a textured surface  318  to aid an individual in grasping the portion  316  with a thumb and two or more fingers to better enable the individual to apply a rotational locking or unlocking torque to the locking component  312 . 
     With further reference to  FIG. 16 , the body portion  314  can be seen to include a lower surface  320  and a central bore  324  within which is fixedly mounted a locking post  326 . The locking post  326  may be insert molded with the body portion  314 . The locking post  326  may include a shoulder portion  328  and a threaded end portion  330 . The shoulder portion  328  provides a positive surface for retaining the locking post  326  to the body portion  314 . The shoulder portion  328  may form an integral portion of the locking post  326  or it may be a separate, washer-like component that is fixedly secured to a shaft portion  332  of the locking post  326  via a set screw, or otherwise bonded to the shaft portion  332 , after the shaft portion  332  is inserted through the bore  324 . 
     With further reference to  FIG. 16 , the housing  302  includes an additional bore  334  within which is disposed a biased implement in the form of a conventional ball plunger assembly  336 . The ball plunger assembly  336  is typically held within the bore  334  by a friction fit, and is seated in the bore  334  before the rotatable locking member  312  is secured to the housing  302 . The ball plunger assembly  336  is shown by itself in  FIG. 17 . Referring briefly to  FIG. 17 , the ball plunger assembly  336  generally includes a housing  338  which captures a precision ball  340  therein. The ball  340  is typically a stainless steel ball and is biased to the position shown in  FIG. 17  by an internally mounted spring (not shown). The housing  338  may also include a shoulder  339  to limit the depth of insertion of the housing  338  into the bore  334 . The ball plunger assembly  336  is commercially available from a number of sources, but one such source is Monroe Engineering of Auburn Hills, Mich. The ball plunger assembly  336  is used to provide a retaining force that helps to prevent the rotatable locking component  312  from loosening once it is tightened. As will be appreciated by those skilled in the art, such conventional ball plungers as ball plunger assembly  336  often allow a number of different indexing forces to be selected, which are often related to the diameter of the precision ball, as well as the spring force provided by assembly&#39;s internally mounted spring. The greater the degree of indexing force, the greater the amount of rotational torque that will be required to overcome the biasing force of the internal spring when tightening the rotatable locking component  312 , but also the more resistance to loosening that the rotatable locking component  312  will have. This will be explained further in the following paragraphs. 
     Referring to  FIG. 18 , the housing  302  is shown without the rotatable locking component  312  secured thereto. The housing  302  has an upper surface having a plurality of structural elements in the form of grooves  344   a - 344   f  that extend radially from a bore  346 . The bore  346  extends completely through the housing  302  and has a diameter enabling the shaft portion  332  of the locking post  326  to reside therein and rotate without tangible play when the rotatable locking component  312  is secured to the housing  302 . The grooves  344   a - 344   f  are also formed to have a semi-circular profile when viewed in cross-section, with each groove having a radius of curvature similar to the radius of the ball  340 , and a depth sufficient to permit the ball  340  to rest at least partially therein while it is being biased by the internal spring of the ball plunger assembly  336 . Areas  348  form flat surfaces upon which the lower surface  320  of the rotatable locking component  312  may rest and rotate smoothly over when being tightened or loosened. 
     While six grooves  344   a - 344   f  have been illustrated as being formed on the housing  302 , it will be appreciated that a greater or lesser number of grooves could be formed. The total number of grooves  344  used will depend in large part on the diameter of the ball  340  that is being used in the ball plunger assembly  336 , the diameter of the body portion  314 , and the desired “resolution” that the rotatable locking component  312  will provide. By “resolution” it is meant the overall number of detents that the user will feel with each complete rotation of the rotatable locking component  312  as he/she tightens or loosens the component  312 . It will also be appreciated that instead of grooves  344   a - 344   f , it may be possible to implement a plurality of radially arranged, projecting ribs from the areas  348 , and to have the ball  340  engage and be held stationary between adjacent pairs of the projecting ribs. 
     Referring to  FIG. 19  the ball  340  of the ball plunger assembly  336  is shown positioned in groove  344   a . It will be appreciated, then, that the grooves  344   a - 344   f  each also have a length that enables the ball  340  to be seated therein as the rotatable locking component  312  is rotated in clockwise and counterclockwise directions. The ball plunger assembly  336  provides a significant advantage in that it provides an additional holding force, once the rotatable locking component  312  has been tightened by a user, to help prevent the component  312  from loosening from the rotational position that the user left it at when the tightening operation was completed. This is significant because individuals with limited hand and/or arm strength may have difficulty applying sufficient rotational force to the rotatable locking component  312  to tighten it to a point where no reasonable chance of loosening of the component  312 , under normal use conditions, would occur. When only a minimum tightening torque is applied, without the ball plunger assembly  336  and housing  302  construction described herein, there may be a risk of the locking component  312  “backing out” of its previously tightened condition during use of the article carrier system with which the end support  300  is being used. The end support  300  substantially eliminates this risk because of the additional holding force that the ball plunger  336  provides when its ball  340  is located in one of the grooves  344   a - 344   f . The ball  340  is shown in  FIG. 20  positioned between two adjacent ones of the grooves  344   a - 344   f.    
     It will be appreciated that the ball plunger  336  provides a significant tactile “feel” as the ball  340  moves in and out the grooves  344   a - 344   f  when the user is rotating the rotatable locking component  312  in either a tightening direction or a loosening direction. Thus, the user can easily feel when the ball  340  has engaged within a particular one of the grooves  344   a - 344   f.    
     To tighten the end support  300  to one of its associated support rails  16 , the user simply grasps the raised portion  316  and rotates the rotatable locking component  312  in a predetermined direction, for example clockwise. The user will feel the ball  340  moving in and out of the grooves  344   a - 344   f . The user rotates the rotatable locking component  312  until the user feels the component  312  has been sufficiently tightened, and also such that the user feels that the ball  340  has been seated in one of the grooves  344   a - 344   f . If the user has applied the maximum rotational tightening force that he/she is able to apply, and senses that the ball  340  is not resting in one of the grooves  344   a - 344   f , then the user may optionally loosen the component  312  a small amount until the user feels the ball  340  become seated in one of the grooves  344   a - 344   f.    
     While the end support housing  302  has been described as having the grooves  344   a - 344   f , and the rotatable locking component  312  as having the ball plunger assembly  336 , it will be appreciated that the ball plunger assembly  336  could just as readily be carried in the housing  302 . In such an alternative implementation the grooves  344   a - 344   f  would instead be formed on the lower surface  320  of the rotatable locking component  312 . Both of these configurations are expected to be equally easily implemented in the end support  300 . 
     The end support  300  thus provides an additional holding force to the rotatable locking component  312  once the component is tightened. The ball plunger assembly  336  is a relatively cost effective and easy to implement component that does not appreciably increase the cost, weight or complexity of construction of an end support. The end support  300  is especially useful for those individuals having limited hand strength. 
     Referring now to  FIG. 21 , a vehicle article carrier system  400  is shown in accordance with another embodiment of the present disclosure. The system  400  includes a pair of support rails  402  (only one being shown in  FIG. 21 ) and at least one cross bar assembly  404 , and more preferably a pair of cross bar assemblies  404 . Each support rail  402  is installed on an outer body roof surface  406  of a motor vehicle  407  and secured to threaded fastening elements  408 . The threaded fastening elements may be elements that are welded to brackets, which are in turn welded or otherwise fixedly secured to the outer body roof surface  406 . alternatively, the threaded fastening elements could be RIVNUT® style fastening elements that are mounted in the outer body roof surface  406 . It will be appreciated that the system  400  is not limited to use with any specific type of fastener, but rather could potentially be secured with little or no modifications to other types of fastening components. In any event, the fastening elements  408  are positioned at predetermined locations on the outer body roof surface  406  that are dictated by the vehicle manufacturer. In this example a first pair of the threaded fastening elements  408  is located at a leading area of the outer body roof surface  406  and a second pair of the threaded fastening elements  408  is located at a downstream end of the outer body roof surface  406 . The threaded fastening elements  408  all project upwardly away from the outer body roof surface  406 . And while a pair of fastening elements  408  are used in this example to secure each of the opposing longitudinal ends of the support rail  406 , it will be appreciated that a greater or lesser plurality of fastening elements could be used to secure the opposing longitudinal ends of the support rail  406 . 
     The system  400  is especially advantageous because the support rails  402  are able to be secured to the threaded fastening elements  408  at only their longitudinally opposing end portions, while still providing sufficient structural strength at the areas where the cross bar assemblies  404  are secured to the support rails  402 . With many previous support rail designs, it has been necessary to have the support rail itself attached to the outer body roof surface  406  closely adjacent those areas where the cross bar assemblies will be attached in order for the support rail to provide the needed degree of strength and load handling capability. The support rails  402  provide sufficient structural strength over the area intermediate their opposing ends so that the cross bar assemblies  404  can be supported at an intermediate location on the support rails  402  without the aid of any additional attachment or anchoring structure between the support rails  402  and the outer body roof surface  406 . 
     As will be explained in greater detail in the following paragraphs, the support rails  402  may be simply lowered onto the threaded fastening elements  408  during assembly of the vehicle. This requires prior knowledge of the spacing of the threaded fastening elements  408 , but it allows the existing threaded fastening elements  408 , and their specific placements, to perform the operation of securing the support rails  402  to the outer body roof surface  406 . Put differently, there is no need to change the placement of the threaded fastening elements  408  because the support rails  402  will have been constructed to accept the pre-existing placement of the threaded fastening elements  408 . This eliminates the need for the vehicle manufacturer to change the placement of the threaded fastening elements  408  and permits especially quick and easily installation of the support rails  402  on the outer body roof surface  406 . 
     Referring further to  FIG. 21 , each support rail  402  can be seen to include a metallic support element  410  and a decorative cover  412 . The metallic support element  410  is shown in greater detail in  FIGS. 22-24 . The metallic support element  410  may be made from aluminum or any other suitably strong material. The decorative cover  412  may be made from any suitable material, and in one embodiment can be molded or otherwise formed from a suitably strong plastic. The decorative cover  412  may be secured to the metallic support element  410  in any suitable manner such as by being over molded to the metallic support element  410  or by separate fasteners. Still further, the decorative cover could be secured by structure such as tabs or legs associated with the decorative cover  412  that allow it to be clipped onto the metallic support element  410 , or by any other suitable securing arrangement that allows the decorative cover  412  to be quickly, easily and securely attached to the metallic support element  410 . Thus, the present disclosure is not limited to only one way of attaching the decorative cover  412 . 
     The metallic support element  410  is an elongated component that has a longitudinal length with opposing longitudinal ends  414  and  416 . The metallic support element  410  may be extruded or roll formed or otherwise molded, and possibly subjected to one or more subsequent machining or forming operations to obtain a precise overall contour that substantially matches the contour of the outer body roof surface  406 . The metallic support element  410  includes a bottom wall  411  having a first pair of holes  418  at the first opposing longitudinal end  414  and a second pair of holes  420  at the second opposing longitudinal end  416 . Each pair of holes  418  and each pair of holes  420  are spaced from one another, and from the other pair, in accordance with the locations of the threaded fastening elements  408 . This requires advance knowledge of the spacing of the fastening elements  408 . Put differently, the spacing of the holes  418  and  420  is made with the specific spacing of the fastening elements  408  in mind. This allows the metallic support element  410  to be lowered directly onto fastening elements  408  without requiring a change in placement of the fastening elements  408  on the outer body roof surface  406 . The bottom wall  411  further has dimensions that enable it to reside within an elongated roof ditch  406   a  formed in the outer body roof surface  406 . 
     With further reference to  FIGS. 21-24 , the metallic support element  410  may include a mounting wall  436  having a pair of key-shaped openings  422 . In the embodiment of  FIGS. 21-24 , the key-shaped openings  422  are each adapted to receive a securing component of an associated end support  426 , which in this example is a tap plate  424 . The tap plate  424  extends within a portion of its associated end support  426 . The end supports  426  are fixedly disposed at the opposing ends of the cross bar assemblies  404 . Thus each cross bar assembly  404  has two end supports  426 . Each end support  426  further includes a locking component which in this example is a rotatable locking component  428  captively held thereto. The rotatable locking components  428  each have a manually graspable portion  430  that may be engaged with a thumb and finger of a user&#39;s hand, and a threaded shaft  432  that may be rotated when the user rotates the manually graspable portion  430 . The threaded shaft  432  engages a threaded hole  434  in its associated tap plate  424  so that the tap plate can be used to clamp the end support  426  to the support rail  402 . The key-shaped openings  422  are sized so that the tap plates  424  can be lowered therethrough and then slid longitudinally a short distance, at which point they will be trapped beneath the mounting wall  436 . The end support  426  can then be clamped to the bracket  410  simply by tightening the rotatable locking component  430 , which draws the tap plate  424  tight against an interior surface of the mounting wall  436 . 
     With further reference to  FIG. 21 , it will be noted that the decorative cover  412  also includes a pair of spaced apart key-shaped apertures  438  that are located to align with the key-shaped openings  422 . This enables the tap plates  424  to be inserted through the key-shaped apertures  438  during attachment of the end supports  426  to the support rail  402 . The decorative cover  412  also includes a pair of access holes  440  that are positioned over the pairs of holes  418  and  420  to permit access to the pairs of holes  418  and  420  when the decorative cover  412  and the metallic support element  410  are secured together. A pair of removable access panels  442  may be removably secured within the access openings  440  by any suitable securing arrangement. Such possible securing arrangements could include, without limitation, the access panels  442  having integrally formed but bendable tabs that engage over edges of the access openings that permit the access panel  442  to be snapped into place and held within the access openings  440  without the need for external fasteners. Alternatively, a hole could be formed in the access panel  442  and a separate threaded fastener used to secure the access panel  442  to a separate threaded hole in the metallic support element  410 . With the access panels  442  removed, the fastening elements  408  may be viewed by an installer as the entire support rail  402  is lowered directly onto the fastening elements  408 . Once the support rail  402  is secured to the outer body roof surface  406  with separate fasteners (not shown), the access panels  442  may be installed on the decorative cover  412  to provide a clean, aerodynamically efficient and aesthetically pleasing appearance. 
     With specific reference to  FIG. 25  a support rail  502  is shown which may be substituted for the support rail  402 . In this embodiment it will be appreciated that portions of the support rail  502  that are in common with those of support rail  402  are denoted by reference numbers increased by 100 over those used to describe support rail  402 . The support rail  502  includes a metallic support element  510  and a decorative cover  512 . The metallic support element  510  is substantially identical to the element  410  with the exception of a section of a C-shaped track  550  that is secured to a mounting wall  536 . The C-shaped track  550  is oriented upwardly so that its interior channel is exposed. The C-shaped track  550  may be secured by external fasteners (not shown) such as rivets or threaded fasteners or could even be welded to the mounting wall  536  of the metallic support element  510 . The mounting wall  536  also includes a key-shaped opening  522  while the C-shaped track  550  has ledge portions  552  that are notched to form an opening  553  in accordance with the dimensions of the tap plate  424  such that the tap plate  424  can be inserted into a channel which is formed by an interior area of the C-shaped track  550 . 
     The decorative cover  512  can be seen to include a forwardly positioned key-shaped aperture  538  and a rearwardly positioned key shaped aperture  538   a . Key shaped aperture  538   a  has an elongated section  538   a   1  that generally corresponds in length to the length of the C-shaped track  550  and which is formed such that it lies directly over the C-shaped track  550 . In this manner the decorative cover  512  and the C-shaped track  550  can be used to provide a degree of longitudinal adjustability to the end support  426  attached to the support rail  502 . It will also be appreciated that the overall outer contour of the decorative cover  412  may need to be modified slightly to accommodate and fully cover the C-shaped track  550 . The metallic support element  510  also includes two pairs of holes  518  at its opposing longitudinal ends  514  and  516  to enable securing of the support element  510  to the outer body roof surface  406  of a vehicle. The decorative cover  512  also includes access openings  540  and similarly sized access panels  542  that permit access to the pairs of holes  518  during the assembly of the support rail  502  to the outer body roof surface  406 . 
     Referring now to  FIG. 26 , another support rail  602  is shown in accordance with the present disclosure. The support rail  600  is somewhat similar to the support rail  502  and common components or portions will be denoted with reference numbers increased by 100 over those used to describe the support rail  502 . The support rail  602  includes a metallic support element  610  and a decorative cover  612 . The metallic support element  610 , however, is formed to have a generally C-shaped track portion  650  over a majority of its length. Opposing longitudinal end portions  614  and  616  include flattened portions  654  which each include a pair of holes  618  and  620 . The holes  618  and  620  are further spaced apart from one another to align with the fastening elements  408  ( FIG. 21 ) in the outer body roof surface  406 . This enables the support rail  602  to be lowered onto the fastening elements  408  in the same manner as described for the support rail  402 . 
     In  FIG. 26  the C-shaped track portion  650  can be seen to also include a pair of spaced apart notched sections  654 . The notched sections  654  are formed in upper ledges  656  of the C-shaped track portion  650  at longitudinal locations in close proximity to where one desires the cross bars  404  to be secured. As such, the desired spacing between the cross bars  404  dictates the spacing of the notched sections  654 . The dimensions of each notched section  654  also needs to be sufficient so that one of the tap plates  424  ( FIG. 21 ) can be inserted therethrough and into the interior of the C-shaped track portion  650 . 
     With further reference to  FIG. 26 , the decorative cover  612  also includes a pair of access openings  640  each having dimensions to enable easy access to the pairs of holes  618  and  620 . Removable access panels  642  are provided for covering the access openings  640  after the support rail  602  has been secured to the outer body roof surface  406 . It will be appreciated that the contour and profile of the decorative cover  612  will need to be such as to preferably completely cover the metallic support element  610 . The support rail  602  provides the same benefits and advantages of the support rail  402  but adds the benefit of allowing adjustable positioning of the end supports  404  over a much wider longitudinal distance than what the metallic support track  510  can provide. The support rail  602  effectively allows adjustable positioning of both of the end supports  404 . 
     Referring to  FIG. 27 , another embodiment of an end support  726  is shown in which the end support  726  uses a pin  724  as a securing component. The pin  724  may be moved linearly by moving a slidable locking component  728  between two positions. When the slidable locking component  728  is allowed to move in a first direction to one extreme position on a housing  774  of the end support  726 , then a portion  729  coupled to the pin  724  moves the pin  724  into engagement with a hole (not shown) in the bottom wall  411  of the metallic support element  410 . A spring  731  provides a biasing force to hold the pin  724  in this (i.e., locked) position. It will be appreciated that while a hole in the bottom wall  411  is not required with the end support  426 , the implementation of the end support  726  would require such a hole to be provided. In this position the end support  726  would be secured against longitudinal movement. A foot portion  776  of the housing  774  may capture the housing  774  on the metallic support element  410  and prevent removal therefrom unless the foot portion  776  is aligned with its associated key-shaped aperture  438 . 
     When the user moves the locking component  728  slidably into a second position on the housing  774  towards a neck portion  733 , then the pin  724  is withdrawn from the hole and the entire end support  726  may be moved slidably slightly and then withdrawn from the support rail  406 . A pivot pin  780  may be used to pivotally couple the neck portion  733  to the housing  774  via a bore  782  in the housing. 
       FIG. 28  shows another embodiment of an end support  826  in which the end support includes a housing  874  having a pivotally mounted, manually graspable actuating lever  828  that operates as the locking component. The securing component is a bracket component  824 , for example a tap plate, that is pivotally coupled to the actuating lever  828 . Pivotal movement of the actuating lever  828  enables the bracket component  824  to be moved generally linearly into and out of clamping engagement with the metallic support element  410  of the support rail  406 . 
     It will also be appreciated that the system  400 , as well as the support rails  502  and  602 , may each be used with any of the hereinbefore described end supports  32 ,  100 ,  200  or  300  with only minor modifications, or potentially no modifications, being required to the end supports  32 ,  100 ,  200  or  300 , or alternatively with little or no modifications being required of the support rails  402 ,  502  or  602 . It will also be understood that the end supports  426 , which have been illustrated in highly simplified fashion in  FIG. 21 , may be substantially similar in construction to any of the end supports  32 ,  100 ,  200  or  300  so that they are able to be articulated into a relatively flat orientation when they are attached in the stowable position on any one of the support rails  402 ,  502  or  602 . Each of the support rails  402 ,  502  and  602  thus enable the cross bar assemblies  404  to be secured in a highly aerodynamic and aesthetically pleasing stowable configuration when not in use. In addition, the support rails  402 ,  502  and  602  are able to be secured at only their outermost longitudinal ends to the outer body roof surface  406  while still providing the needed structural strength at the areas where the end supports  404  are attached. Still further, the end supports  726  and  826  may be used with the support rail  406  with little or no modification to the support rail. 
     While various embodiments have been described, those skilled in the art will recognize modifications or variations which might be made without departing from the present disclosure. The examples illustrate the various embodiments and are not intended to limit the present disclosure. Therefore, the description and claims should be interpreted liberally with only such limitation as is necessary in view of the pertinent prior art.