Roof rack assembly for a motor vehicle

Abstract

The invention relates to a roof rack assembly (1) for a motor vehicle, comprising a roof element (10), a body side part (2) horizontally adjacent thereto, a support foot (15) for supporting a roof cross member (22) running above the roof element (10) in an assembled state of the roof rack assembly (1), and an anchor element (20) for at least indirectly connecting the support foot (15) to the body side part (2). In order to optimise the installation of a roof rack on a vehicle with a glass roof, the invention provides that the body side part (2) has a lock section (8.2) with a lock opening (9), wherein the anchor element (20) can be guided with a key section (20.2) through the lock opening (9) along a locking axis (S) into an insertion position and can be rotated from the insertion position about the locking axis (S) into a locking position, in which the key section (20.2) is connected to the lock section (8.2) engages positively in the direction of the closing axis (S).

Description

The invention relates to a roof rack assembly for a motor vehicle having the features of the preamble of claim 1.In modern motor vehicles, in particular in passenger cars, glass roofs are also used in addition to roofs which are clad with sheet metal or plastic. Such a moon roof may extend longitudinally over a substantial portion of the passenger compartment. In the transverse direction, it typically extends laterally as far as adjoining side parts of the vehicle body, that is to say into the region of the vehicle pillars. In order not to impair light incidence and visibility, the glass roof consists of one or more glass elements which are formed in a cantilevered fashion. That is, they are not supported by any reinforcing members made of metal or the like. In such vehicles with a glazed roof, too, there is often the desire on the part of the user to be able to mount a roof carrier. However, it is hardly possible to attach to the glazed roof itself. In the prior art, either a roof rail is used for fastening the roof carrier or screw connections with internal threads in the door opening or in the roof region are used, which are covered with appliques when the roof carrier is removed. These measures are practicable, but impair the visual system and, if appropriate, the aerodynamics of the vehicle. Typically, a gap is provided between the glass roof and the laterally adjoining cladding element. However, this is narrow and should not be impaired, which is why it is difficult to establish a connection point for a roof carrier there. Locally enlarging the gap could solve this problem, but would be disadvantageous for aesthetic reasons, among other things.CN 218 805 554 U discloses a vehicle cargo rack mounting structure having a cross member and a vehicle body side wall, wherein one side of the vehicle body side wall is provided with an installation component. The installation component includes an L-shaped bracket and an adjustment member, wherein a firm connection of the adjustment member is provided to a side of the vehicle body side wall, and the L-shaped bracket and the adjustment member are firmly connected. The cross member is passed through the free end of the L-shaped bracket and one end is fixedly connected to a retaining nut such that the L-shaped bracket is adjacent the cross member.U.S. Pat. No. 10,449,909 B2 shows a system having a moon roof attached to a car and supported at the side edges by structural metal interconnecting the respective left and right A, B and C columns of the car, and a plurality of base brackets disposed below the moon roof adjacent a seam between the left and right side edges of the moon roof and the structural metal and accessible from above the moon roof via the seam. Further, a curved retention hook is provided that includes a hook end and a threaded member and is configured to be retained by the base bracket against withdrawal in a normal direction by placing the hook end in the seam and rotating the retention hook relative to the moon roof such that the hook end is received in a cavity formed in one of base brackets and the threaded member protrudes beyond the moon.EP 3 227 168 B1 discloses an assembly for a motor vehicle comprising an assembly comprising a body side, a reinforcing element and a fairing joined together, wherein the reinforcing element is arranged between the body side and the fairing, and wherein the assembly comprises a roof element of a sunroof or a static moon roof and at least one folding extension supported by the assembly and intended to form a support element for the roof element, and fastening elements for fastening, in particular by welding, possibly preceded by a pre-assembly step of the folding extension and the assembly, in particular by welding, possibly preceded by a pre-assembly step such as riveting, and waterproof sealing elements between the folding extension and said assembly.U.S. Pat. No. 7,905,531 B2 shows a device for mounting a roof rack on a motor vehicle with a sunroof, having a sunroof outer frame which covers a sunroof actuating unit at a first end and is coupled to a side outer panel at a second end, and a mounting element which is formed at the second end of the sunroof outer frame and is coupled to the roof rack.In view of the state of the art presented, the mounting of a roof carrier in a vehicle with a glazed roof still offers room for improvements.The invention is based on the object of optimizing the mounting of a roof carrier in a vehicle with a glazed roof.According to the invention, the object is achieved by a roof carrier assembly having the features of claim 1, wherein the dependent claims relate to advantageous embodiments of the invention.It should be noted that the features and measures individually listed in the following description can be combined with one another in any technically meaningful manner and reveal further configurations of the invention. The description additionally characterizes and specifies the invention, in particular in conjunction with the figures.The invention provides a roof rack assembly for a motor vehicle. In this context, the term "motor vehicle" refers in the narrower sense to a road vehicle, i.e. a vehicle suitable and authorized for road traffic, which naturally is intended to be limiting and to include off-road vehicles. In particular, it can be a car, a truck or a bus. There are no restrictions with respect to the drive of the motor vehicle, it can be driven, for example, by an internal combustion engine which uses gasoline, diesel, LPG, hydrogen or another gas as the fuel. Alternatively or additionally, an electric motor can be provided, which can be supplied with energy, for example, by a battery unit and / or a fuel cell. The motor vehicle preferably has at least two axles each with two wheels, but deviations therefrom are also conceivable.The term "roof rack assembly" refers to having at least a portion of a roof rack, as well as at least one component on which the roof rack is disposed. Overall, the assembly is arranged in the region of a vehicle roof, which terminates an interior of the motor vehicle, typically a passenger compartment, at the top.The roof carrier assembly has a roof element. The roof element forms at least part of the vehicle roof and extends along the vehicle longitudinal axis (X axis) and along the vehicle transverse axis (Y axis). However, it does not necessarily run parallel to one of these axes. Overall, it is configured flat. It may consist of one or more layers. The roof element is provided for the purpose of reducing the aforementioned speed. The interior can be closed off in the upward direction and, in particular, protected from weather influences. Accordingly, the roof element is typically formed therein to be watertight. It is preferably rigid per se, which, however, does not exclude a limited elastic deformability, for example.Furthermore, the roof carrier assembly has a body side part which is horizontally adjacent to the roof element. The side part of the vehicle body, like the roof element, belongs to the vehicle body. It is arranged adjacent to the roof element in the horizontal direction, in particular it can be adjacent to the roof element with respect to the vehicle transverse axis. In some cases, the horizontal position of the side part of the body can overlap with that of the vehicle roof, for example in such a way that an edge region of the side part of the body is arranged below the vehicle roof. The body side part may be directly connected to the roof element. It may belong to a part of the vehicle body which is lateral with respect to the vehicle transverse axis. It can be formed in one piece; in other embodiments, it has a plurality of elements connected to one another.Furthermore, a support foot is provided for supporting a roof cross member running above the roof element in an assembled state of the roof support assembly. The roof cross member is provided for supporting at least partially a cargo that is to be transported on the vehicle roof. In the mounted state, which can also be referred to as the mounted state or mounted state, it extends along the vehicle transverse axis. The roof cross member may be considered part of the roof rail assembly. It extends above the roof element with respect to the vehicle vertical axis (Z axis) and can completely span the roof element. The support foot is provided to support the roof cross member. The support foot can be connected to an end section of the roof cross member or permanently connected. A further support foot can be assigned to the opposite end section of the roof cross member, so that the individual support foot supports only a part of the weight force of the roof cross member and of the cargo. In order to ensure the necessary stability, the support foot can be made at least partially of metal.According to the invention, the body side part has a lock section with a lock opening. The lock portion is part of the body side part. It can be made of metal, e.g. of steel sheet, but other materials such as plastic or fiber composite are also possible. At least the lock section is advantageously formed rigid in itself, which can preferably also apply to the body side part in its entirety. The lock section has the lock opening, which can be designed in particular as a through opening. The term "lock opening" serves primarily to characterize the function still described below and is not to be interpreted as otherwise restrictive.Furthermore, according to the invention, the roof carrier assembly has an anchor element for at least indirectly connecting the carrier foot to the side part of the vehicle body, which anchor element can be or is guided with a key section through the lock opening along a locking axis into an insertion position and can be rotated or is rotated from the insertion position about the locking axis into a locking position in which the key section engages with the lock section in a positive-locking manner in the direction of the locking axis. The anchor element can be connected directly or indirectly to the support foot in the assembled state. Overall, it is arranged at least indirectly-that is to say optionally via a further element-between the support foot and the side part of the vehicle body. In particular, it can be configured to transmit forces between them.It has a key section. This can be formed in particular on the end side of the anchor element. By the anchoring element being guided in translation along the locking axis, the key section can be guided through the lock opening. "Along the locking axis" preferably means parallel to the locking axis, but an angle can also lie between the direction of movement of the anchoring element and the locking axis. However, this is preferably at most 45°, more preferably at most 30° or even more preferably at most 10°. The cross section of the key section and the cross section of the lock opening can preferably be matched to one another. That is, they can almost coincide, except for a gap dimension which is necessary for the trouble-free passage of the key section. Starting from the insertion position, the anchor element can be rotated about the closing axis into the locking position. In this, the key section and the lock section engage with one another in a form-fitting manner in the direction of the locking axis. Due to the corresponding positive fit, the anchor element can no longer be pulled back translationally along the closing axis. It can be said that the key section engages behind the lock section in the locking position. It can be made clear that, in order to achieve the positive fit, the lock opening and the key section have a non-circular cross section centered with respect to the locking axis in some regions. Otherwise, rotation about the closing axis would not result in locking. Overall, the translatory guiding of the anchor element into the insertion position corresponds to the insertion of a key into a lock, while the rotation about the locking axis corresponds to the rotation of the key. It is understood that the anchor element can be decoupled again from the lock section and thus from the side part of the vehicle body by the reverse movement sequence.The roof carrier assembly according to the invention enables an arrangement of a roof carrier on a vehicle roof, which can be realized in particular without including the roof element. Thus, e.g. a mechanical impairment of the roof element is also dispensed with. In addition, the connection can be realized in a space-saving manner, as will be explained in the following. The connection is partly based on a form fit between the anchor element and the lock section and is thus releasable again if necessary. It is also advantageous, with regard to the intended cooperation of the anchor element with the lock section, that the movement sequence for locking and unlocking the anchor element requires only little space. After the translatory introduction along the closing axis, a rotation about the closing axis takes place, i.e. possible tilting movements about other axes or translatory movements perpendicular to the closing axis are unnecessary. The provided locking movement also enables a space-saving configuration of the lock section and of the key section.The roof element can be formed, for example, from sheet metal, plastic or composite material. A combination of these materials is also conceivable. In particular, the roof element can be designed as a glass roof element. That is to say, it consists at least predominantly of glass, wherein this term covers not only glasses in the chemical physical sense but also other light-transmissive materials. It will be appreciated that the moon roof element may be tinted to limit light transmission. In addition, the glass element can be constructed from a plurality of layers, for example at least one glass layer and at least one plastic layer. It can also have a surface coating, for example a partial mirror coating. Furthermore, the roof element, in particular if it is designed as a glazed roof element, can preferably be connected to the side part of the vehicle body by an adhesive connection. In particular, in a glass roof element, for example, connection by screwing, riveting or welding is not preferred. Therefore, in this case, an adhesive connection represents an advantageous connection possibility. The adhesive can be applied on the edge side of the roof element in an elongate, coherent form. The chemical composition of the adhesive can be chosen differently, for example depending on the materials to be joined. In this context, "adhesive connection" refers to any connection in which a bonded connection is produced by bringing a material, which is generally referred to here as "adhesive", into contact with the components to be connected as a non-deformable mass (for example liquid or pasty) and subsequently solidifying. In the solidified state, the adhesive can preferably still be elastic, in order to compensate for thermal expansion differences, for example. The adhesive connection can preferably be provided directly with the side part of the vehicle body, but it could also be provided with an element which is in turn connected with the side part of the vehicle body.The adhesive connection serves on the one hand for mechanical connection and on the other hand it can also serve for sealing.The body side part preferably has a trim element, with a surface section which forms an outer surface of the motor vehicle, wherein the lock section is formed by a lock element which is fastened at least indirectly to the trim element. The trim element forms part of the exterior trim of the motor vehicle. It can consist, for example, of metal sheet, plastic or fibre composite. The surface portion may be painted or otherwise coated in a known manner to provide pleasing appearance. It forms in any case an outer surface which is visible and touchable from the outside. In this embodiment, the roof rack assembly includes a lock member that forms the lock portion. For stability reasons, the lock element can be made of metal, e.g. of steel sheet, although other materials are also conceivable. The lock element is manufactured separately from the cladding element and subsequently connected to the latter. The connection can be realized in a releasable manner, for example by means of screws, or in a non-releasable manner, for example by riveting, welding, adhesive bonding or the like. The lock element can have, for example, at least one connecting section which is connected directly or indirectly to the cladding element, and the lock section, wherein the mentioned sections are connected integrally to one another. Thus, between the lock portion and the body side part, a space can be formed in which the key portion is arranged in the insertion position. Under certain circumstances, the trim element is not stable enough to bear on itself or to give the corresponding part of the body sufficient rigidity. Therefore, the body side part may have a structural element on which the cladding element is supported. The corresponding structural element can be designed, for example, as a sheet metal formed part or can be formed by a plurality of sheet metal formed parts welded to one another.Preferably, the surface portion is separated from the roof element by a gap region in which the lock portion is at least partially arranged. The gap region can form, for example, a type of groove or groove between the surface section and the roof element. In each case, a depression is formed in the gap region opposite the adjacent surface section and the roof element. The gap region can serve, for example, to compensate for a different thermal expansion of the roof element and the side part of the body. The gap region can be partially delimited by the side part of the vehicle body, in particular by the cladding element. In this case, the profile of the cladding element in the gap region is set back with respect to the surface section. In this embodiment, the lock portion is at least partially arranged in the gap region, whereby it does not protrude or protrudes only slightly with respect to the surface portion and the roof element. This has both mechanical and optical advantages, in particular if the carrier foot is removed in the meantime, while the lock section (e.g. as part of the lock element) remains on the motor vehicle. The gap region may be partially defined by a countersunk portion of the trim member extending downwardly and horizontally from the surface portion toward the roof member.Particularly preferably, the lock portion is arranged in a recessed manner with respect to the surface portion and the roof element. This means that the lock portion is arranged both lower than the roof element and lower than the surface portion. These statements can also be referred to in particular in the above-mentioned. The locking element can be obtained from a lock. In this context, "deeper" can refer in particular to the vehicle vertical axis. Generally, however, this means that, viewed from the outside, the lock portion recedes both relative to the surface portion and relative to the roof element. It therefore does not protrude between the surface element and the roof element and may not even be visible from most perspectives. Under certain circumstances, this configuration can also ensure that the roof element can expand unimpeded in the direction of the surface section in the event of significant thermal expansion without colliding with the lock section.According to a preferred embodiment, the anchor element has a shank portion extending along the closing axis, which is accommodated in the carrier foot at least partially in a form-fitting manner in the assembled state. The shank portion is preferably formed integrally with the key portion. Embodiments are conceivable in which no clear delimitation between shank portion and key portion is possible. The shank portion can be formed straight. It can have a cross section that is constant at least in sections. For example, the closing axis can form an axis of symmetry of the shank portion. In the assembled state, the shank portion is at least partially received in a form-fitting manner in the carrier foot. For example, the carrier foot can have at least one through-opening, through which the shank portion is guided. The shank portion and the carrier foot can be connected to one another directly and / or indirectly by a further element in the assembled state.One embodiment provides that the key section has a central part arranged about the locking axis and at least one wing part projecting radially from the central part. The central part can be designed rotationally symmetrically with respect to the closing axis, for example in the form of a circular cylinder. It can adjoin the shank portion or be formed by a part of the shank portion. The at least one wing part protrudes radially with respect to the middle part, wherein "radial" refers to the closing axis. In particular, a plurality of wing parts can be provided, for example two. The lock opening is advantageously adapted to the cross section of the key section, so that it has an inner part corresponding to the middle part and an outer part projecting radially with respect to the inner part for each wing part. Thus, the key portion can be guided along the locking axis through the lock openings, wherein the central part is guided through the inner part and each wing part is guided through an outer part. If the anchor element is subsequently rotated, the tangential positions of the wing part and the outer part no longer agree, so that the anchor element cannot be pulled out again through the lock opening. Advantageously, the central part and / or the inner part are configured to be circularly symmetrical. The inner diameter of the inner part can be selected to be somewhat larger than the outer diameter of the middle part. Accordingly, the internal dimensions of each outer part can be selected to be somewhat larger than the corresponding external dimensions of the associated wing part.Advantageously, at least one tangentially delimited stop part is formed on the lock section, which stop part is configured to restrict the rotation of the anchor element about the locking axis by a tangential positive connection with the key section. The stop part is tangentially delimited, i.e. it does not extend circumferentially around the closing axis in the tangential direction, but only over a limited angle. When the anchor member is rotated, it comes into contact with the stopper part, whereby its rotational movement is stopped. In particular, the stop part can be configured to form the named positive connection with a wing part of the anchor element. A plurality of stop members may also be provided, for example one for each wing member. Depending on the position of the stop part, the anchor element can be stopped in different positions. It can also be said that different rotational positions of the anchor element can be defined by the positive fit. For example, the at least one stop part can define the insertion position. Thus, if a user wishes to remove the anchor element again, he receives haptic feedback if he has rotated the anchor part back from the closed position into the insertion position. Thus, it can easily pull out the anchor element again with the key section through the insertion opening. On the other hand, the at least one stop part can also prevent the anchor element from being rotated too far beyond the closed position and possibly reaching the insertion position again. The at least one stop part can advantageously be formed integrally with the lock section, for example as part of the lock element. In the case of a sheet metal formed part, a stop part can be formed on the one hand, for example, by bending a partial region, and at the same time the gap that arises forms an outer part of the lock opening.A part of the weight force of the roof cross member and in particular of a load resting thereon is transmitted to the vehicle body via the carrier foot. Under certain circumstances, the roof element may not be sufficiently stable to absorb even only a portion of the corresponding forces. Therefore, supporting the support foot on the side part of the vehicle body is preferred. One embodiment provides that the support foot in the assembled state is supported on the surface section and is spaced apart from the roof element. Optionally, the support foot can also be supported in the gap region. Preferably, it is supported exclusively on the surface section. In any case, no force transmission to the roof element takes place, since the carrier foot is spaced apart from the roof element and thus has no contact therewith.Although the anchor element is connected, for example, to the above-mentioned structure. If the shaft section can form a positive fit with the carrier foot, the corresponding positive fit is normally only provided transversely to the closing axis. In this case, forces along the closing axis can only be transmitted via an additional element. According to a corresponding configuration, the roof carrier assembly has a clamping element which is configured to engage in a positive-locking manner with the anchor element and the carrier foot in the assembled state and to prestress the carrier foot against the surface section. The term "clamping element" refers to the function and is not to be interpreted as otherwise restrictive. The positive connection of the clamping element on the one hand and the positive connection of the key section with the lock section on the other hand all make it possible to build up the prestress. The prestress preferably acts along the closing axis. Since the starting point of the corresponding prestress can be offset laterally with respect to the surface section, the prestress could lead to a torque. However, this can be accommodated via the roof cross member, so that it does not lead to any twisting of the support foot.Further advantageous details and effects of the invention are explained in more detail below with reference to an exemplary embodiment shown in the figures. They show FIG. 1 shows a perspective illustration of a roof rack assembly according to the invention; FIG. 2 shows a first sectional illustration of the roof carrier assembly from FIG. 1 ; FIG. 3 shows a second sectional illustration of the roof carrier assembly from FIG. 1 ; FIG. 4 shows a perspective illustration of elements of the roof rack assembly from FIG. 1 with an anchor element in a decoupled position; FIG. 5 shows a perspective illustration corresponding to FIG. 4 with the anchor element in an insertion position; and FIG. 6 shows a perspective illustration corresponding to FIG. 4 with the anchor element in a locking position.In the different figures, identical parts are always provided with the same reference numerals, which is why they are generally also described only once.FIG. 1 shows a perspective illustration of a roof rack assembly 1 according to the invention for a motor vehicle, for example for a passenger car, while FIGS. 2 and 3 show sectional illustrations. In the figures, a longitudinal axis X, a transverse axis Y and a vertical axis Z are drawn in each case. FIGS. 1-3 each show an assembly state in which the roof carrier assembly 1 is mounted as intended and ready for use. The roof carrier assembly 1 has a roof element 10, which can be designed, for example, as a glass roof element. With respect to the transverse axis Y adjacent to the roof element 10, a side part 2 of the vehicle body can be seen, which, like the roof element 10, is part of a vehicle body of the motor vehicle. It has a structural element 3 formed from steel sheet and a cladding element 4 supported thereon, which can be formed from thinner steel sheet, plastic or fiber composite. The cladding element 4 is supported by the structural element 3 and can be welded, bonded or connected thereto in another manner. The trim element 4 has a surface section 4.1, which forms an outer surface of the motor vehicle. It can be painted in a known manner to produce an attractive appearance. This is followed by a countersunk section 4.2, which extends downwards with respect to the vertical axis Z and extends further with respect to the transverse axis Y in the direction of the roof element 10 and partly underneath it. The roof element 10 is connected to the countersunk section 4.2 of the cladding element 4 by an adhesive connection 11. The surface section 4.1 is separated from the roof element 10 by a gap region 6, which is partially bounded by the countersunk section 4.2. A lock element 8 made of sheet steel is arranged in the mentioned gap region 6, so that it is arranged in a recessed manner with respect to the surface section 4.1 and the roof element 10. The lock element 8 is connected to the countersunk section 4.2 via two connecting sections 8.1. The connection can be produced in a manner not shown here by adhesive bonding, welding, screwing or the like.Furthermore, a lock section 8.2 with a lock opening 9 is formed between the connecting sections 8.1. This passes through the lock section 8.2 along an approximately vertical locking axis S.A support foot 15 of the roof support assembly 1 serves to support a roof cross member 22, which is only partially and schematically shown in the figures. It extends parallel to the transverse axis Y above the roof element 10 and is connected to a connecting region 15.1 of the support foot 15. An anchor element 20 is guided with a cylindrical shaft section 20.1, which runs parallel to the closing axis S, through two through-openings 16 of the carrier foot 15. A clamping element 21 produces a positive fit with respect to the closing axis S between the anchor element 20 and the support foot 15. The clamping element 21 is only schematically shown in FIG. 2. It can be designed, for example, as a nut which interacts with an external thread of the shank section 20.1. At a lower end of the anchor element 20, a key section 20.2 is formed, which is passed through the lock opening 9. It engages behind the lap section 8.2 with two wing parts 20.4 which extend radially outwards from a central part 20.3. Overall, the support foot 15 is connected to the side part 2 of the vehicle body via the anchor element 20. In this case, the support foot 15 is prestressed by the clamping element 21 and the anchor element 20 against the surface section 4.1.As can be seen in FIG. 2, the support foot 15 is supported on the surface section 4.1 in the assembled state, but is spaced apart from the roof element 10. The latter is therefore not loaded by the carrier foot 15 or a load resting on the roof cross member 22. In addition, for the roof element 10 along the transverse axis Y there remains a movement clearance in the direction of the cladding element 4, which may be necessary, for example, in the event of thermal expansion.The assembly of the anchor member 20 and the support foot 15 will now be described with reference to FIGS. 4-6. In order to make the relevant regions more visible, the structural element 3, the cladding element 4 and the roof element 10 are omitted in these figures. FIG. 4 shows the anchor element 20, which is passed through the through-openings 16, in a decoupled position, in which the shank portion 20.1 and the key portion 20.2 are located outside the lock opening 9. The lock opening 9 has a circularly symmetrical inner part 9.1 and two radially outwardly projecting outer parts 9.2. The shape and size of the inner part 9.1 are matched to the main part 20.3 of the key section 20.2, while the shape and size of the outer parts 9.2 are matched to the wing parts 20.4. Therefore, the key section 20.2 can be guided through the lock opening 9 by a translatory insertion movement E parallel to the locking axis S into an insertion position which is illustrated in FIG. 5. In this insertion position, each wing part 20.4 abuts in the tangential direction against a stop part 8.3 which extends downwards adjacent to an outer part 9.2. Starting from the insertion position, the anchor element 20 can be rotated by a rotational movement D about the closing axis S into a locking position, which is illustrated in FIG. 6. In this locking position, the wing parts 20.4 engage positively with the lock section 8.2, so that the anchor element 20 cannot be removed from the insertion opening 9 along the locking axis S. In this state, the clamping element 21 can be used to bias the carrier foot 15 against the cladding element 4.In FIGS. 5 and 6, the insertion position and the locking position differ by a rotational movement D of approximately 90°. It is understood that the rotational movement could also take place at a smaller or larger angle. However, the stop parts 8.3 prevent a rotation by 180°, since a tangential form fit with the wing parts 20.4 previously occurs. When the anchor element 20 is removed, the rotational movement D is reversed, wherein the stop parts 8.3 prevent the anchor element 20 from being rotated beyond the insertion position by a positive fit with the wing parts 20.4. The anchor element 20 can then be decoupled by reversing the insertion movement E.List of reference numbers:1 Roof carrier assembly 2 Side part 3 Structural element 4 Cladding element 4.1 Surface section 4.2 Countersunk section 6 Gap region 8 Lock element 8.1 Connecting section 8.2 Lock section 8.3 Stop part 9 Lock opening 9.1 Inner part 9.2 Outer part 10 Roof element 11 Adhesive 15 Carrier foot 15.1 Connecting region 16 Through opening 20 Anchor element 20.1 Shank section 20.2 Key section 20.3 Central part 20.4 Wing part 21 Clamping element 22 Roof cross member D Rotational movement E Insertion movement S Locking axis X Longitudinal axis Y Transverse axis Z Vertical axisReferences included in the specificationThis list of documents cited by the applicant has been produced in an automated manner and is only included for the better information of the reader. The list is not part of the German patent application or utility model application. The DPMA does not take any adhesion for any faults or omissions.Patent Literature citedCN 218 805 554 U

[0003] U.S. Pat. No. 10,449,909 B2

[0004] EP 3 227 168 B1

[0005] U.S. Pat. No. 7,905,531 B2

[0006]

Claims

Roof carrier assembly (1) for a motor vehicle, having a roof element (10), a side part (2) of the body which is horizontally adjacent thereto, a carrier foot (15) for supporting a roof cross member (22) which extends above the roof element (10) in an assembled state of the roof carrier assembly (1), and an anchor element (20) for at least indirectly connecting the carrier foot (15) to the side part (2) of the body, characterized in that the side part (2) of the body has a lock section (8.2) having a lock opening (9), wherein the anchor element (20) can be guided by a key section (20.2) through the lock opening (9) along a locking axis (S) into an insertion position and can be rotated from the insertion position about the locking axis (S) into a locking position, in which the key portion (20.2) engages with the lock portion (8.2) in a positive-locking manner in the direction of the locking axis (S).Roof carrier assembly according to Claim 1, characterized in that the roof element (10) is designed as a glazed roof element and / or is connected to the side part (2) of the vehicle body by means of an adhesive connection (11).Roof carrier assembly according to one of the preceding claims, characterized in that the side part (2) of the vehicle body has a cladding element (4), having a surface section (4.1) which forms an outer surface of the motor vehicle, and the lock section (8.2) is formed by a lock element (8) which is fastened at least indirectly to the cladding element (4).Roof carrier assembly according to one of the preceding claims, characterized in that the surface section (4.1) is separated from the roof element (10) by a gap region (6) in which the lock section (8.2) is at least partially arranged.Roof carrier assembly according to one of the preceding claims, characterized in that the lock portion (8.2) is arranged in a recessed manner with respect to the surface portion (4.1) and the roof element (10).Roof carrier assembly according to one of the preceding claims, characterized in that the anchor element (20) has a shank portion (20.1) which extends along the closing axis (S) and which is accommodated in the carrier foot (15) in an at least partially form-fitting manner in the assembled state.Roof carrier assembly according to one of the preceding claims, characterized in that the key section (20.2) has a central part (20.3) arranged about the locking axis and at least one wing part (20.4) radially projecting from the central part (20.3).Roof carrier assembly according to one of the preceding claims, characterized in that at least one tangentially delimited stop part (8.3) is formed on the lock portion (8.2), which stop part is configured to restrict the rotation of the anchor element (20) about the locking axis (S) by a tangential form fit with the key portion (20.2).Roof carrier assembly according to one of the preceding claims, characterized in that the carrier foot (15) is supported on the surface section (4.1) in the assembled state and is spaced apart from the roof element (10).Roof carrier assembly according to one of the preceding claims, characterized in that it has a clamping element (21) which is configured to engage in a positive-locking manner with the anchoring element (20) and the carrier foot (15) in the assembled state and to prestress the carrier foot (15) against the surface section (4.1).

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