Supplemental vehicle rack connection

Abstract

A vehicle rack 50 comprises a rail 15, two secondary arms 13, and two journal pins 20. Each journal pin 20 is rotationally connected to a respective secondary arm 13 and the rail 15. The rail 15 is pr

Description

This invention relates to a rack for a vehicle and how to add to that rack platform for supplemental purposes. It is common for vehicles such as cars to carry bicycles and other loads on an externally mounted rack. Racks are sometimes used as platforms for mounting utilities when the vehicle is parked up to carry out work, or for leisure pursuits. Racks have a number of design and engineering issues to contend with, for example how to add to the rack for supplemental loading, and how easy is it to assembly / disassemble the supplemental rack for storage. The integrated rack fixed to the vehicle needs to be small to allow for beneficial packaging, especially in the longitudinal direction of the vehicle, such that it does not protrude to the rear. Further the rack needs to be cheap and light to ensure maximum application of integrated racks to vehicles. Any features required to add supplemental racks should not significantly impact the integrated rack platform. In some jurisdictions, it is required to have lights and a registration plate visible when carrying external loads. Bikes themselves and the visibility of lights and regulation plate all restrict the places where connections can be made, and the layout of parts to ensure continued visibility of registration plate and lights. Supplemental racks, such as a cargo box need to be secured for dynamic loads in multiple direction. It is best to secure supplemental loads to stiff and strong points. This reduces deflections and keeps structure light and cheap. The security of the loads is also important. Integrated rear racks offer a platform that can be enhanced. Whilst a basic rack might allow for two bikes to be carried, an extension to the rear offers the potential for additional bike(s) carrying. A cargo box on the rack allows for multiple load types to be securely carried. Many other contraptions can utilise a strong, stiff attachment point to the rear of the vehicle. A stiff fixing 29 06 23 point can be useful for many auxiliary purposes. Incorrect fixation of extension racks on a vehicle can cause a failure. Automatic fixation reduces the chance for loads to be insecure. 5 It is therefore an object of the invention to improve upon the known art. According to a first aspect of the present invention, there is provided a vehicle rack comprising a rail, two secondary arms, and two journal pins, each journal pin rotationally connected to a respective secondary arm and the rail, wherein the rail is provided with two holes, each hole located at a rear lower io edge adjacent to a respective journal pin. Owing to the invention, it is possible to provide an integrated rack for a vehicle, with connection points (the journal pins and the holes) placed to the rear of the rack, suitable for connection to latches on supplemental racks, cargo-boxes or other contraptions, which can fix to the connection points easily 15 without tools or high force. These connections cater for high bending loads and provide high stiffness. These connections do not require additional space on the vehicle integrated rack. The package space when the rack is retracted does not extend the package in the vehicle longitudinal axis. The license plate and lamps are still visible when an extension rack has been added. 20 Preferably there is also provided a supplemental rack, a cargo box or other auxiliary fixing(s) for a vehicle rack. The supplemental rack latches to provide quick loading and reduce user errors of manually fixing supplemental racks; thus, adding safety. One use for a supplemental rack is to provide support for additional bikes. This function can be achieved with two separate 25 racks. Each rack holding one of each bikes’ wheels. This allows for smaller supplemental racks and lighter loading. Since these components are smaller, they can be stowed away inside the vehicle, when the vehicle rack is stowed away. Separate rack halves also aid assembly and disassembly, as aligning two points at a distance requires high tolerance control and dexterity. 30 Embodiments of the present invention will now be described, by way of example only, with reference to the accompanying drawings, in which:- Figure 1 is a side view of the rear of a vehicle with a rear integrated rack in a deployed condition, with a supplemental rack, Figure 2 is a side view of the rear rack with a supplemental cargo box, Figure 3 is a partial cross-section side view of the rear rack of Figure 1 prior to full fixing, Figure 4 is a partial cross-section side view of the rear rack of Figure 1 with the supplemental rack fully fixed to the integrated rack, Figure 5 is a rear view of the supplemental rack with a bike shown in place, Figure 6 is a plan view of the rack of Figure 5 showing the rearmost part of the integrated rack and the supplemental rack, Figure 7 is a plan view of a second embodiment of the supplemental rack showing the rearmost part of the integrated vehicle rack and supplemental rack, and Figure 8 is a side view of a third embodiment of the supplemental rack showing a cargobox in a fixed condition. Figure 1 shows schematically the rear of a vehicle 10 from the side. At the rear of the vehicle 10, an integrated rack 50 and a supplemental rack 51 are fixed in position. Two bikes 100 are shown fixed to the integrated rack 50 and a further two bikes 100 are fixed to the supplemental rack 51. The integrated rack 50 is fixed to the vehicle 10 and when not in use is stowed within the vehicle bumper. When in use, the integrated rack 50 is extended outwards from the rear of the vehicle 10 in order to create the support for additional items, such as the bikes 100, to be carried. The supplemental rack 51 is an extra component that can be then connected to the integrated rack 50 to provide additional carrying functionality. If the supplemental rack 51 is removed from the integrated rack 50, then it can be stored in the boot of the vehicle 10. The two racks 50 and 51 are provided in order to allow the user of the vehicle 10 to carry additional or more complex loads on their vehicle 10, while also providing this additional load capacity in a way that is easy for the user to operate and also does not affect the normal operation of the vehicle in relation to such elements as the rear lights or rear number plate of the vehicle 10. The integrated rack 50 can either be folded back into the vehicle 10 by the user or may be automatically retracted by the vehicle 10 using a servo system. The user can easily add and remove the supplemental rack 51 from its connection to the integrated rack 50. Figure 2 shows the integrated rack 50 and a storage box 52 from a side view. The shows an alternative configuration of the rack 50, where the rack 50 is used to carry a storage box 52, rather than the two bikes 100 shown in Figure 1. The supplemental rack 51 is not shown in this Figure, but could still be connected to the integrated rack 50 and used to carry yet more load, such as one or two bikes 100. The primary purpose of the racks 50 and 51 is to carry bikes 100, as this is the most common complex load carried by vehicle users, but other additional and complex loads can be carried by the two racks 50 and 51. Figure 3 shows a partial cross-section of the integrated rack 50 and the supplemental rack 51 of Figure 1 from the side. A secondary arm 13 of the integrated rack 50 is connected to a rail 15 of the integrated rack 50. The secondary arm 13 extends outwards from the rear of the vehicle 10 as a pair of arms 13 and the rail 15 connects together these two arms 13 and is essentially parallel to the rear bumper of the vehicle 10, when the integrated rack 50 is in its deployed position. The rear rail 15 is connected to the secondary arm 13 of the rack 50, with a journal pin 20 linking the two parts rotationally. The rotational connection between the two arms 13 and the rail 15 (via the pin 20) is such that when the integrated rack 50 is deployed or stowed away, the arms 13 can rotate relative to the rail 15, allowing the integrated rack 50 to be folded up during the stowing of the rack 50 in the rear area of the vehicle 10 (in the rear bumper or below the rear bumper). The supplemental rack 51 has a first latch 21 and a second latch 22. The latch 22 is connected to the rail 15 through a hole 23. The first latch 21 is for engaging with a journal pin 20 and the second latch is for engaging with a hole 23 in the rail 15. The latch 22 is also provided with a catch 24 to assist with the locking of the supplemental rack 51 to the integrated rack 50. The catch 24 of the second latch 22 passes through the hole 23 in the rail 15 when the second latch 22 is at an angle from the vertical. The rail 15 includes two flanges 26 (only one can be seen in the Figure), each flange 26 extending out from the rail 15. The hole 23 is located in a respective flange 26 of the rail 15. The hole 23 is shown here as a vertical hole 23 in the flange 26, but could be a horizontal hole in the rear of the rail 15, without a flange 26 being present. Figure 3 shows the two racks 50 and 51 as they are being brought together to create the fixing between the two racks 50 and 51. This process of connecting the two racks 50 and 51 together can be carried out by the vehicle owner, once the integrated rack 50 is deployed in its extended condition, as shown in Figures 1 and 2. The user brings the supplemental rack 51 into position from the rear of the vehicle 10 and the integrated rack 50 and locates the latch 22 so that the catch 24 passes through the hole 23. This can be done while the supplemental rack 51 is at an angle to the horizontal, as shown in Figure 3. The latch 21 is intended to go over the head of the pin 20, thereby competing the connection together of the two racks 50 and 51. In the Figure, only part of the supplemental rack 51 is shown, for ease of understanding. The latch 22 of the supplemental rack 51 locates in the hole 23 of the rear rail 15 of the integrated rack 50. Figure 4 shows a side view of the racks 50 and 51 of Figure 1 with the supplemental rack 51 fixed to the rack 50 with the latches 22 fixed to the rail 15. Latch 21 is fixed to the head of journal pin 20. Rotation of the supplemental rack 51 through the axis of the journal pin 20 is restricted by contact of latch 22 to the vertical surface of rail 15. Vertical movement is restricted by catch 24 of latch 22. The arrangement of the two racks 50 and 51 shown in Figure 4 is the final locked connection of the two racks 50 and 51 that follows on from the arrangement shown in Figure 3. In Figure 3, the supplemental rack 51 is about to be manoeuvred into position and in Figure 4, the rack 51 is now in position. The connection process is completed by the user, with respect to the finishing position of Figure 4 relative to that of Figure 3, by moving the supplemental rack 51 to the horizontal position, which causes the latch 21 to lock over the head of the pin 20, with a fixed and stable connection between the two racks 50 and 51 being achieved, as per Figure 4. The supplemental rack 51 is now secured onto the integrated rack 50 and any items to be carried can now be added to the supplemental rack 51. The latch 21 is connected over the head of the journal pin 20 and the latch 22 is located in the hole 23 of the rail 15. The latch 21 also includes an extension 25 which can be considered as a handle 25 that extends upwards away from the horizontal, as can be seen in Figure 4. This handle 25 is provided to allow the user to perform the action of disconnecting the supplemental rack 51 from the integrated rack 50 without any undue strain or force being required. The user can place their fingers under the handle 25 of the latch 21 and apply the necessary force to lift the latch 21 off the top of the journal pin 50 which then allows the supplemental rack 51 to be lifted upwards so that the latch 22 will disengage from the rail 15, thereby separating the two racks 50 and 51. Although the supplemental rack 51 has been described as a single component, it could be formed of two parts that are independent of each other, without any connection between the two parts. Figure 5 shows such a two-part supplemental rack 51 from a rear view with a bike 100 in place. The holding function is achieved with two supplemental rack elongate arms 51a and 51b. Each elongate arm 51a and 51b comprises respective latches 21 and 22, the first latch 21 for engaging with a journal pin 20 and the second latch 22 for engaging with a hole 23 in the rail 15. In this example a single bike 100 is shown, although more bikes might be held. The front wheel 98 of the bike 100 is held at three points, on rack 51 b, by a wheel support 29 and an extendable arm 33. The rear wheel 96 is fixed to the rack 51a with a buckle 36. The license plate 32 and lights 34a and 34b on the rear of the vehicle 10 are visible below the supplemental racks 51a and 51b. Figure 6 shows the two-part rack of Figure 5 from above, showing the two parts 51a and 51b connected to the rearmost parts of the integrated vehicle bike rack 50. The two parts of the supplemental rack 51a and 51b are fixed to the journal pins 20a and 20b. There are four wheel supports 37a to 37d. Strap 35a and 35b and buckles 36a and 36b are provided adjacent to the wheel supports 37a and 37b. Adjacent to wheel supports 37c and 37d are front wheel holders 29a and 29b shown in a stored position. Similarly, pivot arms 33a and 33b are shown folded flat to the rack 51 b with grips 39a and 39b retracted into the pivot arms 33a and 33b. The integrated rack 50 can be seen from above in Figure 6, with the rail 15 and two secondary arms 13a and 13b. There are two journal pins 20a and 20b and each journal pin 20 is rotationally connected to a respective secondary arm 13 and the rail 15. As discussed above, the rail 15 is provided with two holes 23, where each hole 23 is located at a rear lower edge adjacent to a respective journal pin 20. In the top view of Figure 6, the holes 23 cannot be seen, as they are obscured by the two elongate arms 51a and 51b of the supplemental rack 51. Figure 7 shows a second embodiment of the supplemental rack 51. In this embodiment, the two elongate arms 51a and 51b of the supplemental rack 51 are connected together by a crossbar 38. The two elongate arms 51a and 51b are connected to the rearmost parts of the integrated vehicle bike rack 50. As in the Figure 6 embodiment, the two parts of the supplemental rack 51a and 51b are fixed to the journal pins 20a and 20b. There are four wheel supports 37a to 37d. Strap 35a and 35b and buckles 36a and 36b are provided adjacent to the wheel supports 37a and 37b. Adjacent to wheel supports 37c and 37d are front wheel holders 29a and 29b shown in a stored position. Similarly, pivot arms 33a and 33b are shown folded flat to the rack 51 b with grips 39a and 39b retracted into the pivot arms 33a and 33b. Figure 8 shows a further embodiment, in which a cargobox 52 is connected to the integrated rack 50. The cargobox 52 is provided with the latch 22 that engages with the hole 23 in the rail 15 of the integrated rack 50. The cargobox 52 also includes an additional third latch 40 which is fixed to the cargobox 52 via a hole 42. After the box 52 is lowered to engage latch 22, the cargobox 52 is rotated to engage a barb 41 which flexes to engage with an arm 12 of the integrated rack 50. The third latch 40 is biased such that the barb 41 contacts the arm 12 to stop the cargobox 52 lifting. To release the cargobox 52 the latch 40 is flexed again by opening the cargobox 52 and pulling handle 43 connected to latch 40 away from the edge of the box 52. The 5 cargobox 52 is further fixed to latch 22 such that the box 52 can be rotated clockwise to disengage latch 22, and then lifted up.

Claims

1. A vehicle rack (50) comprising:• a rail (15),• two secondary arms (13), and• two journal pins (20), each journal pin (20) rotationally connected to a respective secondary arm (13) and the rail (15), wherein the rail (15) is provided with two holes (23), each hole (23) located at a rear lower edge adjacent to a respective journal pin (20).

2. A vehicle rack according to claim 1, wherein the rail (15) includes two flanges (26), each flange (26) extending out from the rail (15), wherein each hole (23) is located in a respective flange (26) of the rail (15).

3. A vehicle rack according to claim 1 or 2, and further comprising a supplemental rack (51) comprising a first latch (21) for engaging with a journal pin (20) and a second latch (22) for engaging with a hole (23) in the rail (15).

4. A vehicle rack according to claim 3, wherein the first latch (21) includes a handle (25).

5. A vehicle rack according to claim 3 or 4, wherein the second latch (22) includes a catch (24).

6. A vehicle rack according to claim 5, wherein the catch (24) of the second latch (22) passes through a hole (23) in the rail (15) when the second latch (22) is at an angle from the vertical.

7. A vehicle rack according to any one of claims 3 to 6, wherein the second latch (22) contacts a vertical face of the rail (15) thereby preventing rotation of the supplemental rack (51) around the axis of journal pin 20.

8. A vehicle rack according to any one of claims 3 to 7, wherein the supplemental rack (51) comprises two elongate arms (51a, 51b), each elongate arm (51) comprising respective latches (21, 22), a first latch (21) for engaging with a journal pin (20) and a second latch (22) for engaging with a hole (23) in the rail (15).

9. A vehicle rack according to claim 8, and further comprising a crossbar (38) connected to each elongate arm (51a, 51b) of the supplemental rack (51).

10. A vehicle rack according to any preceding claim, and further comprising a cargobox (52) including a second latch (22) for engaging with a hole (23) in the rail (15).

11. A vehicle rack according to claim 10, wherein the cargobox (52) further includes a third latch (40) with one or more barbs (41), which engages with the integrated rack (50).

12. A vehicle rack according to claim 11, wherein the cargobox (52) further includes a handle (43) for releasing the third latch (40), wherein the handle (43) is located inside the cargobox 52.

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