Cargo rack system

Abstract

The present teachings generally relate to a cargo rack system. The cargo rack system comprises a first frame (56) and a second frame (58). The second frame is pivotally engaged (60, 60') with the first frame and comprises a cargo mounting surface. The cargo rack system comprises at least one leg (62) pivotally translatable from a lowered configuration to support the second frame in a raised configuration.

Description

CARGO RACK SYSTEMFIELD

[0001] The present teachings generally relate to a cargo rack system, which is manipulable to free up space in a cargo area.BACKGROUND

[0002] There is a large body of accessories available for outfitting trucks with unique storage solutions such as roof racks, headache racks, bed racks, bed slides, or the like. These accessories may increase the overall storage space beyond the cargo area or introduce different functional solutions such as increasing the accessibility of cargo within the cargo area.

[0003] Some storage solutions located within the cargo area occupy storage space therein. This presents challenges with the economy of space, particularly for vehicle owners that frequently require storage space for their lifestyles, recreational activities, or occupations. Moreover, the economy of space has recently become more important with the introduction of truck models with comparatively smaller bed sizes that address demands in vehicle cost, vehicle weight, fuel economy, and cabin space.

[0004] Among the various types of cargo that may be accommodated by these accessories, solutions for spare tires are conventionally sought. Spare tires on trucks are typically stored on the underside of the vehicle, which can be difficult to access and exposes the spare tires to dirt and debris kicking up under the vehicle. Even if spare tires are retained in this location, it is not uncommon for additional spare tires to be loaded onto the vehicle, such as for long-distance overland camping excursions or off-roading.

[0005] Not all conventional storage solutions are particularly germane to tire storage. Storage elevated above the bed, such as on bed racks or roof racks, can be difficult to access or to locate heavy and cumbersome tires upon. Some mount to the tailgate or rear hatch, but this arrangement may impede the rear view of tire driver, lights (e.g., running lights orbrake lights), orbed access. There are in-bed storage options available, but again, these accessories occupy storage space and are often fastened to the bed in a manner that removal in order to regain storage space can be difficult and time consuming. Examples of in-bed storage options include China Patent Application No. 115042887 A and U.S. Patent Application No. 2022 / 0355870 Al, incorporated herein by reference in their entireties for all purposes.

[0006] It would be desirable to provide a cargo rack system mountable within a bed of a vehicle.

[0007] It would be desirable to provide a cargo rack system that allows storage space within the bed to be freed up without removing the cargo or cargo rack system from the bed.SUMMARY

[0008] The present disclosure relates to a cargo rack system, which may address at least some of the needs identified above. The cargo rack system may be employed in a cargo area of a vehicle. The cargo rack system may comprise a first frame; a second frame pivotably engaged with the first frame and comprising a cargo mounting surface; and at least one leg pivotably translatable from a lowered configuration to support the second frame in a raised configuration.

[0009] Tire cargo rack system may be positionable between the lowered and raised configurations. In the lowered configuration the second frame may be oriented at a first angle relative to the first frame. In the raised configuration, the second frame may be oriented at a second angle relative to the first frame, the second angle being greater than the first angle.

[0010] The at least one leg may mutually translate with the second frame, such that manipulation of the second frame results in a conformational change of the at least one leg, or vice versa. The first frame may remain captive during said mutual translation of tire second frame and tire at least one leg.

[0011] The at least one leg may be slidably engaged with the second frame or pivotably engaged with the second frame.

[0012] The second frame may comprise a bracket extending therefrom, the bracket cooperating with the at least one leg in said sliding engagement or said pivotal engagement.

[0013] Tire at least one leg may comprise a first end and a second end. Tire first end may be selectively engageable to the bracket or pivotably engaged with the bracket.

[0014] The at least one leg may comprise a foot at or proximate to the second end. the foot being pivotably engaged with the at least one leg and rigidly fastenable to a surface of the cargo area.

[0015] The at least one leg may slide along the bracket while pivoting relative to the foot in transition between the lowered and raised configurations. The first frame may comprise a bracket for receiving the first end of the at least one leg, for storage thereof in the lowered configuration.

[0016] The at least one leg may be pivotably engaged with tire bracket and tire foot. Hie at least one leg may comprise a pivot point between the first and second ends thereof. The at least one leg may pivotally translate at the pivot point, the bracket, and the foot in transition between the lowered and raised configurations.

[0017] The at least one leg may comprise a first segment and a second segment pivotably connected at the pivot point. The at least one leg may comprise a latch that maintains a mutual angular orientation of the first and second segments, preferably in the raised configuration.

[0018] The second frame may have a first end having said pivotal engagement with the first frame, and a second end engageable to the at least one foot in the lowered configuration.

[0019] The second frame may comprise at least one latch, preferably a draw latch, cngagcablc to at least one foot, or vice versa.

[0020] The at least one leg may include a first leg and a second leg, respectively being engaged to opposing sides of the second frame. The at least one foot may include a first foot and a second foot respectively associated with the first and second legs.

[0021] Tire cargo rack system may comprise one or more energy storage mechanisms that assist transitioning from tire lowered configuration to the raised configuration.

[0022] The one or more energy storage mechanisms may include at least one hydraulic strut fixed at one end to the first frame and at another end to the second frame.

[0023] The one or more energy storage mechanisms may include at least one torsion spring fixed at one end to the first frame and at another end to the second frame.

[0024] Tire first frame is generally U-shaped.

[0025] Tire first frame may comprise a depending portion located at each end of the first frame. The depending portion may comprise a mounting plate for fastening to a surface. The mounting plate may contour the surface with one or more bends, curvatures, or both.

[0026] The second frame may be generally H-shaped. The second frame may comprise a first elongated member and a second elongated member, both of which being hingedly connected to the first frame. The second frame may comprise one or more cross-bars extending from the first elongated member to the second elongated member.

[0027] The present disclosure relates to a vehicle comprising the cargo rack system according to any one of the preceding paragraphs. The cargo rack system may be located within a cargo area of the vehicle. The cargo rack system may be mountable to one or more sidewalls of the cargo area, a floor of the cargo area, or both.BRIEF DESCRIPTIONS OF THE DRAWINGS

[0028] FIG. 1 is a perspective view of a vehicle including a cargo rack system according to the present teachings.

[0029] FIG. 2A is a perspective view of a cargo rack system according to the present teachings.

[0030] FIG. 2B is a perspective view of a cargo rack system according to the present teachings.

[0031] FIG. 3 is a perspective view of a cargo rack system according to the present teachings.

[0032] FIG. 4A is a perspective view of a cargo rack system according to the present teachings.

[0033] FIG. 4B is a perspective view of a cargo rack system according to the present teachings.

[0034] FIG. 5A is a perspective view of a leg of a cargo rack system.

[0035] FIG. 5B is a perspective view of a leg of a cargo rack system.DETAILED DESCRIPTION

[0036] The present teachings describe a cargo rack system and a vehicle comprising the same. The vehicle may be a truck (e.g., a pickup truck), although it is contemplated that the cargo rack system may be employed with various other vehicle categories including sports utility vehicles, crossovers, or the like. The vehicle may comprise a cargo area such as a bed.

[0037] Tire cargo area may be defined by one or more walls. The one or more walls may include a front wall, a tailgate, and two sidewalls. Hie front wall and the tailgate may be in opposing relation to each other. The two sidewalls may be in an opposing relationship to each other. The two sidewalls may extend from the front wall to the tailgate. The cargo area may include a floor. In opposition to the floor, top surfaces may be defined by the front wall, the tailgate, the two sidewalls, or any combination thereof. The top surfaces may circumscribe an opening of the cargo area.

[0038] The cargo rack system may be located within the cargo area. The cargo rack system may be fastened to the cargo area. The cargo rack system may be fastened to the floor of tire cargo area, one or both of the two sidewalls, or any combination thereof. The cargo rack system may be fastened to one or both fender wells defined in the sidewalls.

[0039] The cargo rack system may be fastened via one or more fasteners extending through the cargo rack system and into the cargo area. The fasteners may include bolts, screws, rivets, the like, or any combination thereof. Tire fasteners may be received by receiving holes formed in the cargo area. Hie receiving holes may be provided by the original equipment manufacturer, fomied by tire user (e g., via drilling), or both.

[0040] The cargo rack system of the present disclosure may be advantageous in its fastening to the floor and / or sidewalls of the cargo area. In some conventional storage solutions, separate frame rails mounted on or near the top surfaces of the one or more walls are relied upon for installation. The cargo rack system of the present teachings may be installed optionally without reliance on separate frame rails.

[0041] The cargo rack system, as described in greater detail below, is manipulable into a lowered configuration and a raised configuration. In the lowered configuration, at least a portion of the cargo rack system may fomr a division of the cargo area, limiting one or more dimensions of cargo that can be stored in the cargo area. However, the cargo rack system may be manipulable into a raised configuration, freeing up space within and / or underneath the cargo rack system. For example, in the raised configuration, an entire length of the cargo area may be accessible.

[0042] Although some examples presented herein reference tire storage of tires on the cargo rack system, these examples are intended to be illustrative, not limiting. The present teachings contemplate that any cargo may be mounted to tire cargo rack system, such as tires, jerry cans, tanks, jacks, jack stands, platforms, trays, molle panels, the like, or any combination thereof.

[0043] The cargo rack system may comprise at least a first frame and a second frame. The second frame may be pivotally engaged with the first frame. Hie second frame may pivot relative to the first frame. Hie second frame may pivot from a lowered configuration to a raised configuration, and vice versa. In the lowered configuration, the second frame may be oriented at a first angle relative to the first frame. In the raised configuration, the second frame may be oriented at a second angle relative to the first frame. The second angle may be greater than the first angle. In the lowered configuration, the second frame may be acutely angled to the first frame. In the raised configuration, the second frame may be generally orthogonal to or obtusely angled to the first frame.

[0044] The first frame may be generally U-shaped. Hie first frame may comprise a first end and a second end. The first and second ends may respectively engage the two opposing sidewalls of the cargo area. The present teachings contemplate that the first and second ends may both engage and fasten to the floor of the cargo area, although engagement to the sidewalls may be advantageous to avoid occupying floor space of the cargo area.

[0045] The first frame may comprise a depending portion at each of the first and second ends thereof. Each depending portion may comprise a mounting plate. The mounting plate may function to fasten to a surface of a sidewall. For example, a fender well defined in a sidewall. The mounting plates may contour with said surfaces of the sidewalls. In this regard, the mounting plates may comprise one or more bends, curvatures, or both.

[0046] The second frame may be generally H-shaped. The second frame may comprise at least a first elongated member and a second elongated member. The elongated members may each comprise a first end and a second end. The elongated members may be hingedly connected to the first frame at or proximate to the first end. The elongated members may rest upon the floor of the cargo area, be fastened to captivate the second frame in the lowered configuration, or both at or proximate to the second end. The second frame may comprise one or more cross-bars extending from the first elongated member to the second elongated member.

[0047] The second frame may define a cargo mounting surface. The cargo mounting surface may comprise one or more receiving holes, brackets, anchors, tie-downs, or any combination thereof. The foregoing may be provided in plurality, in order to adapt to various different types of cargo having different dimensions and thus different mounting requirements. The cargo mounting surface may receive one or more platforms, brackets, molle panels, the like, or any combination thereof, and cargo may be secured to the foregoing.

[0048] The cargo rack system may comprise at least one leg. Hie at least one leg may function to support the second frame in the raised configuration. The at least one leg may be pivotably translatable, in one or more positions thereof, to transition between the lowered configuration and the raised configuration.Preferably, the cargo rack system comprises at least a first leg and a second leg, respectively engaged to or proximate to opposing sides of the second frame.

[0049] The at least one leg may mutually translate with the second frame. That is, manipulation of the second frame may result in a conformational change of tire at least one leg, or vice versa. In this regard, manipulation by a user may be made easier by obviating the need to simultaneously grip and / or manipulate multiple components, or avoiding multi-step transitioning between the lowered and raised configurations. For example, by said mutual translation, a user can manipulate the cargo rack sy stem between tire lowered and raised configurations with one hand. The first frame may remain captive relative to the second frame and the at least one leg, during said mutual translation of the second frame and the at least one leg.

[0050] Said mutual translation may be provided by an engagement, whether direct or indirect, of the at least one leg with the second frame. The at least one leg may be slidably engaged with the second frame, pivotably engaged with the second frame, or both. Pivotal translation of the second frame relative to the first frame may cause sliding translation of tire at least one leg relative to the second frame. Pivotal translation of the second frame relative to the first frame may cause pivotal translation of the at least one leg relative to at least the second frame.

[0051] Although benefits may be realized by said mutual translation, the present teachings contemplate that the at least one leg may be decoupled or decouplable from the second frame and in this regard, move independently from the second frame. Thus, a user may manipulate the second frame and separately manipulate the at least one leg, in transition between the lowered and raised configurations.

[0052] The at least one leg may comprise a first end and a second end. The first end may be engaged with or engageable to the second frame. The second end may be engaged with or engageable to a foot or the first frame.

[0053] The second frame may comprise one or more brackets. Tire one or more brackets may function to receive the at least one leg (e.g., a first end of the at least one leg), cooperate with tire at least one leg in sliding translation, cooperate with the at least one leg in pivotal translation, fasten to the at least one leg (e.g., a first end of the at least one leg), or any combination thereof. Hie bracket may extend from the second frame, preferably in a direction toward a floor of a cargo area and / or the first frame. Preferably, the bracket extends from the elongated members of the second frame. In some aspects, the one or more brackets may engage with the first end of the at least one leg when the cargo rack system is in the raised configuration. In some aspects, the one or more brackets may remain pivotably engaged with the first end of the at least one leg in the lowered and raised configurations.

[0054] The first frame may comprise one or more brackets. The one or more brackets may function to receive the at least one leg (e.g., a first end of the at least one leg), cooperate with the at least on leg in pivotal translation, or both. In some aspects, the one or more brackets may engage with the first end of theat least one leg when the cargo rack system is in the lowered configuration. In some aspects, the at least one leg may be pivotably engaged with the one or more brackets.

[0055] The at least one leg may comprise a foot. The foot may function to rigidly fasten to a cargo area (e.g., a floor of a cargo area), the foot may cooperate with pivotal translation of the at least one leg, or both. The foot may be located at or proximate to the second end of the at least one leg. The foot may be rigidly fastenable to a surface (e.g., a floor) of a cargo area via one or more fasteners (e.g., bolts). Tire foot may be pivotably engaged with the at least one leg. The foot may remain pivotably engaged with the second end of the at least one leg in the lowered and raised configurations.

[0056] The second frame may engage the foot in the lowered configuration. The first frame may rest upon the foot, fasten to the foot, or both. The second frame may comprise a latch (e.g., a draw latch) that engages the foot (e.g., a hook or anchor in the foot), or vice versa. The latch may be advantageous in maintaining the cargo rack system in the lowered configuration, such as resisting forces exerted thereon while driving.

[0057] In some aspects, the at least one leg may be slidably engaged with the second frame, more particularly with a bracket of the second frame, and pivotably engaged with a foot. In transition between the lowered and raised configurations, the at least one leg may slide along the bracket and the second end may pivot relative to the foot. In transition to the raised configuration, the first end may approach the bracket. In transition to the lowered configuration, the first end may swing toward the first frame. Tire first frame may comprise a bracket for receiving the at least one leg and support the same. The first end of the at least one leg may slide into engagement with the bracket when the cargo rack system is in the raised configuration. The first end may be fastened to the bracket via a pin. a detent, a bolt, the like, or any combination thereof.

[0058] In some aspects, the at least one leg may be slidably engaged with the second frame, more particularly with a bracket of the second frame, and pivotably engaged with the first frame, more particularly with a bracket of the first frame. In transition between the lowered and raised configurations, the at least one leg may slide along tire bracket of the second frame and the second end may pivot relative to the bracket of the first frame. In transition to the raised configuration, the first end may approach the bracket. In transition to the lowered configuration, the first end may swing toward the floor of a cargo area. The first end of the at least one leg may slide into engagement with the bracket when the cargo rack system is in tire raised configuration. The first end may be fastened to the bracket via a pin, a detent, a bolt, the like, or any combination thereof.

[0059] In some aspects, the at least one leg may be pivotably engaged with the second frame (e.g., a bracket thereof), with a foot, and at a pivot point located along the length of the at least one leg. In transition between the lowered and raised configurations, the at least one leg may pivot relative to the second frame, the foot, and the pivot point. In transition to the raised configuration, a first segment and a second segment of the atleast one leg may open, increasing in an angle therebetween. In transition to the lowered configuration, the first and second segments of the at least one leg may fold upon each other, decreasing in the angle therebetween. This mechanism may be referred to herein as performing a scissor-like action.

[0060] In some aspects, the at least one leg may be pivotably engaged with the second frame (e.g., a bracket thereof), with a first frame, and at a pivot point located along the length of the at least one leg. In transition between the lowered and raised configurations, the at least one leg may pivot relative to the second frame, the first frame, and the pivot point. In transition to the raised configuration, a first segment and a second segment of the at least one leg may open, increasing in an angle therebetween. In transition to the lowered configuration, the first and second segments of tire at least one leg may fold upon each other, decreasing in the angle therebetween.

[0061] The cargo rack system may comprise one or more energy storage mechanisms. The one or more energy storage mechanisms may function to assist in manipulating the cargo rack system between the lowered configuration and tire raised configuration. Tire one or more energy storage mechanisms may assist from the lowered configuration to the raised configuration, from the raised configuration to the lowered configuration, or both. Preferably at least from tire lowered configuration to the raised configuration.

[0062] The energy storage mechanisms may be adapted to automatically transition the cargo rack system between the lowered configuration and the raised configuration. Whether the energy storage mechanism assists in manipulation or automatically transitions the cargo rack system may be a function of the weight of cargo stored thereon. For example, conventional truck tires may have a weight of about 14 kilograms to about 28 kilograms, although the present teachings are not intended to be limited to tires or the foregoing weight range. The energy storage mechanism may lessen the force required from a user by about 10% or more, 20%, or more, 30% or more, 40% or more, 50% or more, 60% or more, 70% or more, or even 80% or more.

[0063] Tire energy storage mechanism may comprise one or more springs, hydraulic mechanisms, pneumatic mechanisms, or any combination thereof. The energy storage mechanisms may be located on the first frame, the second frame, one or more feet, or any combination thereof.

[0064] The energy storage mechanisms may include one or more struts. The one or more struts may be hydraulic struts, pneumatic stmts, spring-loaded stmts, or any combination thereof. The one or more stmts may comprise a first end and a second end. The first end may be engaged with the first frame. The second end may be engaged with the second frame.

[0065] The energy storage mechanisms may include one or more springs. Hie one or more springs may be torsion springs. The one or more torsion springs may comprise a first extension and a second extension. The first extension may be engaged with the first frame. The second extension may be engaged with the second frame.

[0066] The energy storage mechanism may include one or more spring plungers. The one or more spring plungers may extend from a foot or a second end of the one or more elongated members. The one or more spring plungers may be loaded with energy when the cargo rack system is manipulated into the lowered configuration. That is, the plungers may be compressed between the one or more elongated members and the floor of the cargo area, or between the one or more elongated members and the one or more feet. As discussed above, the second frame may be fastened to maintain the same in the lowered configuration. Said fastening may maintain loading of the spring plunger. Unfastening the second frame may allow energytransfer from the spring plunger to the second frame. In this regard, the user may be assisted in lifting the second frame.

[0067] FIG. 1 illustrates a vehicle 10. The vehicle 10 has a cargo area 12 defined by a floor 14 and four walls including a front wall 16, a tailgate 18, and two sidewalls 20. The cargo area 12 has a cargo rack system 22 installed therein. As will be seen, the cargo rack system 22 can be configured in a lowered configuration and a raised configuration, where in the raised configuration, storage space is freed up within the cargo area 12, such as freeing -up an entire length of the cargo area.

[0068] FIG. 2A and FIG. 2B illustrate a cargo rack system 24. The cargo rack system 24 comprises a first frame 26 and a second frame 28. The second frame 28 is pivotally engaged to the first frame 26 by hinges 30, 30'. The cargo rack system 24 is shown in the lowered configuration in FIG. 2A, and in the raised configuration in FIG. 2B.

[0069] The cargo rack system 24 comprises a first leg 32 and a second leg 32' which are positionable in the raised configuration to support the second frame 28. In this regard, ends of the first and second legs 32, 32' have detents that engages brackets 34, 34' extending from tire second frame 28. Other fastening mechanisms are within the scope of the present teachings such as removable pins, slots into which projections of the first and second legs 32, 32' locate, or the like. Any combination of these fastening mechanisms are within the scope of the present teachings.

[0070] The present teachings contemplate that the first and second legs 32, 32' can be manually positionable into the brackets, such as by lifting the second frame 28 with one hand and manipulating the first and second legs 32. 32' into engagement with the brackets with the other hand.

[0071] The present teachings contemplate that the first and second legs 32, 32' can be slidably engaged with the brackets, such that lifting the second frame 28 causes corresponding lifting of the first and second legs 32, 32'. The second frame 28 can be lifted until the ends of the first and second legs 32, 32' engage the brackets 34, 34'.

[0072] The cargo rack system 24 comprises feet 36. 36' adapted to be fixedly attached to a cargo area, more particularly a floor of a cargo area. Said fixed attachment may be via fasteners (e.g.. screws, bolts, or the like) that extend through the feet 36, 36' and into the floor. Receiving holes in the floor may be providedby the OEM or formed by a user. Tire feet 36, 36' arc respectively pivotably engaged with the legs 32, 32'. Said pivotal engagement is at ends of the 32, 32' that are in opposing relationship to the ends that engage the brackets 34, 34'.

[0073] The second frame 28 comprises a first elongated member 38 and a second elongated member 38' defining opposing edges of the second frame 28. A first crossbar 40 and a second crossbar 40' extend from the first elongated member 38 to the second elongated member 38'. An additional structure extends between the first and second crossbars 40, 40'. The first and second crossbars 40, 40' and said additional structure cooperate to fonn a cargo mounting surface 44. In this regard, the first and second crossbars 40, 40' and said additional structure comprise a plurality of receiving holes, to accommodate fasteners for attaching cargo or adapters for receiving cargo.

[0074] The second frame 28 is engaged at first ends of the first and second elongated members 38, 38' to the first frame 26. Second ends of the first and second elongated members 38, 38' locate proximate to the feet 36, 36' when the cargo rack system 24 is in the lowered configuration. The present teachings envision a fastening mechanism of the second ends to the feet 36, 36', such as a draw latch that engages hooks extending from the feet 36, 36'.

[0075] The first frame 26 is generally U-shaped with opposing ends thereof having, respectively, first and second depending portions 46, 46' extending therefrom. Supported on the first and second depending portions 46, 46' are, respectively, first and second mounting plates 48, 48'. Tire first and second mounting plates 48, 48' are profiled to contour to a surface upon which tire cargo rack system 24 is secured. This surface may include any surface in a cargo area, such as sidewalls of a cargo area. In some configurations, the first and second mounting plates 48, 48' can fasten to fender wells within a cargo area. The present teachings contemplate that tire first frame 26 may fasten to a floor of a cargo area, such as plates located at the opposing ends of the first frame 26 being fastened to a floor of a cargo area.

[0076] Tire first and second depending portions 46, 46’ comprise, respectively, first and second brackets 50, 50’, which are adapted to receive ends of the first and second legs 32, 32' when the cargo rack system 24 is in the lowered configuration.

[0077] FIG. 3 illustrates the cargo rack system 24, as described above, with cargo 52 mounted thereon. As shown, the cargo 52 is a tire, although the present teachings contemplate that any type of cargo, such as described herein, may be mounted to the cargo rack system 24. In some aspects, a user can lift the second frame 28 with one hand and position the first and second legs 32, 32' with the other hand. In some aspects, lifting of the second frame 28 with one or both hands may cause the brackets 34, 34' to lift the first and second legs 32, 32', obviating the need for users to manually lift the same.

[0078] FIG. 4A and FIG. 4B illustrate a cargo rack system 54. The cargo rack system 54 comprises a first frame 56 and a second frame 58. The second frame 58 is pivotally engaged to the first frame 56 by hinges60, 60'. The cargo rack system 54 is shown in tire lowered configuration in FIG. 4A, and in tire raised configuration in FIG. 4B.

[0079] The cargo rack system 54 comprises a first leg 62 and a second leg 62' which are positionable in the raised configuration to support the second frame 58. In this regard, the first and second legs 62, 62' comprise a first segment 64, 64' and a second segment 66, 66' that are hingedly engaged to each other, thus folding in the lowered configuration and un-folding in the raised configuration. The first segments 64, 64' are hingedly engaged to tire second frame 58 (as shown, to brackets extending from the second frame 58).

[0080] The cargo rack system 54 comprises feet 68. 68' adapted to be fixedly attached to a cargo area, more particularly a floor of a cargo area. Said fixed attachment may be via fasteners (e.g., screws, bolts, or the like) that extend through the feet 68, 68' and into the floor. Receiving holes in the floor may be provided by the OEM or formed by a user. The feet 68, 68' are respectively pivotably engaged with the second segments 66, 66'.

[0081] Tire second frame 58 comprises a first elongated member 70 and a second elongated member 70' defining opposing edges of the second frame 58. The second frame 58 is engaged at first ends of the first and second elongated members 70, 70' to the first frame 56. Second ends of the first and second elongated members 70, 70' locate proximate to the feet 68, 68' when the cargo rack system 54 is in the lowered configuration. Latches 72, 72' (shown as draw latches) attached to the second ends of tire first and second elongated members 70, 70' engage hooks 74, 74' extending from the feet 68, 68'.

[0082] The first frame 56 is generally U-shaped with opposing ends thereof having, respectively, first and second depending portions 76, 76' extending therefrom. Supported on the first and second depending portions 76, 76' are. respectively, first and second mounting plates 78, 78'. The first and second mounting plates 78, 78' are profiled to contour to a surface upon which the cargo rack system 54 is secured. This surface may include any surface in a cargo area, such as sidewalls of a cargo area. In some configurations, the first and second mounting plates 78, 78' can fasten to fender wells within a cargo area. The present teachings contemplate that the first frame 56 may fasten to a floor of a cargo area, such as, in place of the first and second depending portions 76, 76', plates located at the opposing ends of the first frame 26 being fastenable to a floor of a cargo area.

[0083] Stmts 80, 80' are engaged at one end to the first frame 56 and at another end to the second frame 58. The stmts 80, 80' aid in lifting the second frame 58 relative to the first frame 56, particularly when such lifting is performed while cargo is mounted upon the second frame 58.

[0084] FIG. 5A and FIG. 5B is a close-up view of the second leg 62’. A latch 82 is pivotably engaged with the second segment 66' of the second leg 62' and engageable to a lip of the first segment 64' of the second leg 62'. A spring 84 is engaged with the latch 82 at a one end thereof and engaged with a projection extending from the second segment 66' at the other end thereof. In this regard, the spring 84 biases the latch82 clockwise, as shown, and maintains engagement with the first segment 64'. The first segment 64' also comprises a bumper 86 that precludes damage, noise, or otherwise from contact of the first segment 64' with the second segment 66' when unfolding the second leg 62'. It is understood that a corresponding latch and bumper is provided on the first leg 62.

[0085] It is understood that the above description is intended to be illustrative and not restrictive. The explanations and illustrations presented herein are intended to acquaint others skilled in tire art with the invention, its principles, and its practical application.

[0086] Those skilled in the art may adapt and apply the invention in its numerous forms, as may be best suited to the requirements of a particular use. Many embodiments as well as many applications besides the examples provided herein will be apparent to those of skill in the art upon reading the above description.

[0087] Accordingly, the specific embodiments of the invention set forth herein are not intended as being exhaustive or limiting of the teachings. The scope of the invention should, therefore, be determined not with reference to the above description, but should instead be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled.

[0088] The omission in the following claims of any aspect of subject matter that is disclosed herein is not a disclaimer of such subject matter, nor should it be regarded that the inventors did not consider such subject matter to be part of the disclosed inventive subject matter.

[0089] Tire disclosures of all articles and references, including patent applications and publications, are incorporated by reference for all purposes.

[0090] Plural elements or steps can be provided by a single integrated element or step. Alternatively, a single element or step might be divided into separate plural elements or steps. The disclosure of "‘a” or ‘’one” to describe an element or step is not intended to foreclose additional elements or steps.

[0091] The use of “about” or “approximately” in connection with a range applies to both ends of the range. Tirus, “about 20 to 30” is intended to cover “about 20 to about 30”, inclusive of at least the specified endpoints.

[0092] Unless otherwise stated, all ranges include both endpoints and all numbers between the endpoints in increments of one unit provided that there is a separation of at least 2 units between any lower endpoint and any higher endpoint. As an example, if it is stated that the amount of an element, a property, or a value is, e.g., from 1 to 90, from 20 to 80, or from 30 to 70, it is intended that intermediate range values such as, e.g., 15 to 85, 22 to 68, 43 to 51, 30 to 32, etc., are within the teachings of this specification. Likewise, individual intermediate values are also within the present teachings.

[0093] For values which are less than one, one unit is considered to be 0.0001, 0.001, 0.01, or 0.1 as appropriate. These are only examples of what is specifically intended and all possible combinations ofnumerical values between the lowest endpoint and the highest endpoint enumerated arc to be considered to be expressly stated in this application in a similar manner.

[0094] The term "consisting essentially of’ to describe a combination shall include the elements, components, or steps identified, and such other elements, components, or steps that do not materially affect the basic and novel characteristics of the combination. The use of the terms ‘'comprising” or “including” to describe combinations of elements, components, or steps herein also contemplates embodiments that consist essentially of the elements, components, or steps.

[0095] While the tenns first, second, third, etc., may be used herein to describe various elements, components, regions, layers, and / or sections, these elements, components, regions, layers, and / or sections should not be limited by these terms. These terms may be used to distinguish one element, component, region, layer, and / or section from another region, layer, and / or section. Terms such as “first,” “second,” and other numerical tenns when used herein do not imply a sequence or order unless clearly indicated by the context. Tirus, a first element, component, region, layer, and / or section discussed herein could be temred a second element, component, region, layer, and / or section without departing from the teachings.

[0096] Spatially relative terms, such as “inner,” “outer.” “beneath,” “below,” “lower,” “above.” “upper,” and the like, may be used herein for ease of description to describe one element or feature's relationship to another element(s) or feature(s) as illustrated in the drawings. Spatially relative terms may be intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the drawings. For example, if the device in the drawings is turned over, elements described as “below” or “beneath” other elements or features would then be oriented “above” the other elements or features. Thus, the example term “below” can encompass both an orientation of above and below. The device may be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

[0097] Tire terms “generally” or “substantially” to describe angular measurements may mean about + / - 10° or less, about + / - 5° or less, or even about + / - 1° or less. Hie tenns “generally” or “substantially” to describe angular measurements may mean about + / - 0.01° or greater, about + / - 0. 1° or greater, or even about + / - 0.5° or greater.

[0098] The terms “generally” or “substantially” to describe linear measurements, percentages, or ratios may mean about + / - 10% or less, about + / - 5% or less, or even about + / - 1% or less. The tenns “generally” or “substantially” to describe linear measurements, percentages, or ratios may mean about + / - 0.01% or greater, about + / - 0.1% or greater, or even about + / - 0.5% or greater.REFERENCE NUMERALS

[0099] 10 Vehicle

[0100] 12 Cargo area

[0101] 14 Floor / surface

[0102] 16 Front wall

[0103] 18 Tailgate

[0104] 20 Sidewalls

[0105] 22 Cargo rack system

[0106] 24 Cargo rack system

[0107] 26 First frame

[0108] 28 Second frame

[0109] 30, 30' First and second hinges

[0110] 32, 32' First and second legs

[0111] 34, 34' Bracket

[0112] 36, 36' First and second feet

[0113] 38, 38' First and second elongated members

[0114] 40, 40' First and second crossbars

[0115] 42, 42' First and second ends (second frame)

[0116] 44 Cargo mounting surface

[0117] 46, 46' First and second depending portions

[0118] 48, 48' First and second mounting plates

[0119] 50, 50’ First and second brackets

[0120] 52 Cargo

[0121] 54 Cargo rack system

[0122] 56 First frame

[0123] 58 Second frame

[0124] 60, 60' Hinge

[0125] 62, 62' First and second legs

[0126] 64, 64' First segment

[0127] 66, 66' Second segment

[0128] 68, 68' First and second feet

[0129] 70, 70' First and second elongated members

[0130] 72, 72' Latch

[0131] 74, 74' Hook

[0132] 76, 76' Depending portion

[0133] 78, 78' First and second mounting plates

[0134] 80, 80' Strut

[0135] 82 Latch

[0136] 84 Spring

[0137] 86 Bumper

Claims

CLAIMSWhat is claimed is:Claim 1 : A cargo rack system for a cargo area of a vehicle, the cargo rack system comprising: a first frame; a second frame pivotably engaged with the first frame and comprising a cargo mounting surface; and at least one leg pivotably translatable from a lowered configuration to support the second frame in a raised configuration.Claim 2: Tire cargo rack system according to Claim 1, wherein the cargo rack system is positionable between tire lowered and raised configurations; wherein in the lowered configuration the second frame is oriented at a first angle relative to the first frame; and wherein in the raised configuration, the second frame is oriented at a second angle relative to the first frame, the second angle being greater than the first angle.Claim 3: Tire cargo rack system according to Claim 1 or Claim 2, wherein the at least one leg mutually translates with the second frame, such that manipulation of the second frame results in a conformational change of the at least one leg, or vice versa,' and wherein the first frame remains captive during said mutual translation of tire second frame and tire at least one leg.Claim 4: The cargo rack system according to any one of the preceding claims, wherein the at least one leg is slidably engaged with the second frame or pivotably engaged with the second frame.Claim 5 : The cargo rack system according to Claim 4. wherein tire second frame comprises a bracket extending therefrom, the bracket cooperating with the at least one leg in said sliding engagement or said pivotal engagement.Claim 6: Tire cargo rack system according to Claim 4 or Claim 5, wherein the at least one leg comprises a first end and a second end; and wherein first end is selectively engageable to the bracket or pivotably engaged with tire bracket.Claim 7 : The cargo rack system according to Claim 6, wherein the at least one leg comprises a foot at or proximate to the second end, the foot being pivotably engaged with the at least one leg and rigidly fastenable to a surface of the cargo area.Claim 8: Tire cargo rack system according to Claim 7, wherein the at least one leg slides along the bracket while pivoting relative to the foot in transition between the lowered and raised configurations; and optionally wherein the first frame comprises a bracket for receiving the first end of the at least one leg, for storage thereof in the lowered configuration.Claim 9: The cargo rack system according to Claim 7, wherein the at least one leg is pivotably engaged with the bracket and the foot; and wherein the at least one leg comprises a pivot point between the first and second ends thereof; and wherein the at least one leg pivotally translates at the pivot point, the bracket, and tire foot in transition between the lowered and raised configurations.Claim 10: The cargo rack system according to Claim 9, wherein the at least one leg comprises a first segment and a second segment pivotably connected at the pivot point; and wherein the at least one leg comprises a latch that maintains a mutual angular orientation of the first and second segments, preferably in the raised configuration.Claim 11: The cargo rack system according to any one of Claims 7 through 10. wherein the second frame has a first end having said pivotal engagement with the first frame, and a second end engageable to the at least one foot in the lowered configuration.Claim 12: Tire cargo rack system according to Claim 11, wherein the second frame comprises at least one latch, preferably a draw latch, engageable to at least one foot, or vice versa.Claim 13: The cargo rack system according to any one of Claims 7 through 12. wherein the at least one leg includes a first leg and a second leg, respectively being engaged to opposing sides of the second frame; and wherein the at least one foot includes a first foot and a second foot respectively associated with the first and second legs.Claim 14: The cargo rack system according to any one of the preceding claims, further comprising one or more energy storage mechanisms that assist transitioning from the lowered configuration to the raised configuration.Claim 15: The cargo rack system according to Claim 14. wherein the one or more energy storage mechanisms include at least one hydraulic strut fixed at one end to the first frame and at another end to the second frame.Claim 16: Tire cargo rack system according to Claim 15, wherein the one or more energy storage mechanisms include at least one torsion spring fixed at one end to the first frame and at another end to the second frame.Claim 17 : The cargo rack system according to any one of the preceding claims, wherein the first frame is generally U-shaped.Claim 18 : Tire cargo rack system according to any one of the preceding claims, wherein tire first frame comprises a depending portion located at each end of the first frame; wherein the depending portion comprises a mounting plate for fastening to a surface; and wherein the mounting plate contours the surface with one or more bends, curvatures, or both.Claim 19: Tire cargo rack system according to any one of the preceding claims, wherein the second frame is generally H-shaped; wherein the second frame comprises a first elongated member and a second elongated member, both of which being hingedly connected to the first frame; and wherein the second frame comprises one or more cross-bars extending from the first elongated member to the second elongated member.Claim 20: A vehicle comprising the cargo rack system according to any one of the preceding claims, the cargo rack system being located within a cargo area of the vehicle; and wherein the cargo rack system is mountable to one or more side walls of tire cargo area, a floor of the cargo area, or both.

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