Ski rack

March 8, 1966

J. A. BOTT ETAL

SKI RACK

3,239,115

Filed Feb. 6, 1964

Sheets-Sheet 1

<img file="US3239115A_D0001.tif" />

March 8, 1966

J. A. BOTT ETAL

SKI RACK

3,239,115

Filed Feb. 6, 1964

Sheets-Sheet 2

<img file="US3239115A_D0002.tif" />

J. A. BOTT ETAL

SKI RACK

March 8, 1966

Filed Feb. 6, 1964

3,239,115

Sheets-Sheet 3

<img file="US3239115A_D0003.tif" />

W 7March 8, 1966

J. A. BOTT ETAL

SKI RACK

3,239,115

Filed Feb. 6, 19S4 ⁴ Sheets-Sheet 4

<img file="US3239115A_D0004.tif" />

<img file="US3239115A_D0005.tif" />

United States Patent Office Patented Mar. 8, 1966

3,239,115 SKI RACK John A. Bott, 931 Lakeshore Drive, Grosse Pointe Shores,

Mich., and David C. McElroy, Detroit, Mich.; said McElroy assignor to said Bott

Filed Feb. 6, 1964, Ser. No. 342,947

Claims. (Cl. 224—42.1)

This invention relates generally to means for transporting skis or the like, and more particularly to a ski rack assembly which is adapted to be detachably mounted on the exterior of an automotive vehicle.

The ski rack of the present invention is characterized by a novel arrangement of a plurality of ski constraining arms which are adapted to be pivoted to and from a position rigidly securing a plurality of skis or the like to a pair of base rails mounted on the roof or trunk deck of an automotive vehicle. Each of these arms is provided with a novel locking clamp which is adapted to not only lockingly secure the skis or the like within the rack assembly, but also to lockingly secure the entire rack assembly to the automotive vehicle.

It is an object of the present invention to provide an improved ski rack of the above character which particularly lends itself to the use of superior materials which are light, rust proof and pleasant in appearance.

It is another object of the present invention to provide an improved ski rack of the above character which is highly stable and which accommodates skis or the like of varying thickness.

It is still another object of the present invention to provide an improved ski rack of the above character that is readily adjustable and is provided with a superior locking arrangement.

It is yet another object of the present invention to provide an improved ski rack of the above character which is strong, easily assembled, reasonable in cost and which is durable in operation.

Other objects and advantages of the present invention will become apparent from the following detailed description taken in conjunction with the accompanying drawings, wherein:

FIGURE 1 is an elevated perspective view of an automotive vehicle having a preferred embodiment of a ski rack of the present invention in operative association;·

FIGURE 2 is a fragmentary exploded assembly view of a portion of the structure illustrated in FIGURE 1, taken in the direction of the arrow 2 thereof;

FIGURE 3 is a fragmentary perspective view of a portion of the structure illustrated in FIGURE 1, taken within the circle 3 thereof;

FIGURE 4 is an end elevational view of the structure illustrated in FIGURE 3, taken along the line 4 4 thereof;

FIGURE 5 is a longitudinal cross-sectional view of the structure illustrated in FIGURE 4;

FIGURE 6 is an end elevational view similar to FIGURE 4 illustrating the locking clamp portion thereof in its unlatched position;

FIGURE 7 is a transverse cross-sectional view taken along the line 7—7 of FIGURE 2;

FIGURE 8 is an end elevational view similar to FIGURE 6 of another embodiment of the present invention;

FIGURE 9 is an end elevational view similar to FIGURE 4 of the structure illustrated in FIGURE 8;

FIGURE 10 is a longitudinal cross-sectional view of the structure illustrated in FIGURE 9;

FIGURE 11 illustrates another embodiment of the transversely extending base rail and support means therefor illustrated in FIGURE 3;

FIGURE 12 is an elevated perpsective view of an alternative embodiment of the ski constraining arms of the present invention as shown in operative association with a conventional luggage rack mounted on the roof of an automotive vehicle; and

FIGURE 13 is an enlarged perspective view of one of the ski constraining arms illustrated in FIGURE 12, taken in the direction of the arrow 13 thereof.

Referring now to FIGURE 1 of the drawings, a ski rack assembly 10, in accordance with a preferred embodiment of the present invention, is shown in operative association with an automotive vehicle 12 having a roof portion 14 which extends longitudinally rearward of a windshield 16. The assembly 10 includes a pair of identical, longitudinally spaced base rails 18 and 20 which extend transversely of and are rigidly secured to the roof portion 14. The base rails 18 and 20 are each provided with a pair of ski constraining arms 22, 24 and 26, 28, respectively. Each of the arms 22, 24, 26 and 28 has its inboard end pivotably secured to its associated base rail 18 or 20 and is adapted to detachably secure a plurality of skis or the like thereto, in a manner hereinafter to be described. By virtue of the fact that each of the arms 22, 24, 26 and 28 is of an identical construction, and each operates in essentially the same manner, a detailed description of these arms will be given with particular reference being made only to the arms 22 and 24, together with their associated base rail 18. .

As best seen in FIGURES 2 and 7, the arm 22 is formed in a generally U-shaped configuration and consists of a central portion 29 and downwardly depending, coextensive side sections 30 and 31. Formed along the lower side of the central portion 29 is an annular recess or groove 32 through which extends a cylindrical shaft, generally designated 33. The inboard end of the shaft 33 is formed in the angular configuration illustrated in FIGURE 2 which defines a tip section 36 that is adapted to be pivotably mounted within a pair of axially aligned apertures, generally designated 38, formed in the opposite sides of the base rail 18. A friction cap 40, which is preferably constructed of molded plastic or rubber, is adapted to be press fitted over the end of the tip section 36 to prevent the end of the shaft 33 from sliding out of the apertures 38. A pair of longitudinally extending slots 32α and 326 are formed in the opposite sides of the annular recess 32 and are adapted to have a pair of diametrically opposed ear portions 33α and 336, which extend radially outwardly from the opposite sides of the shaft 33, press fitted therewithin to rigidly secure the shaft 33 to the arm 22.

Referring now to FIGURES 3 through 6, the arm 24, together with the arms 22, 26 and 28, is provided with a detachable locking clamp, generally designated 42, which is adapted to detachably secure the outboard or swinging end of the arm 24 to the base rail 18. The locking ⁵⁵ clamp 42 consists of a generally C-shaped clamping hook 44 that is formed with a pair of spaced parallel flange portions 46 and 48, the former of which extends from the lower end of the clamping hook 44 and is adapted to selectively engage a lower edge portion 50 of the base ⁶⁰ rail 18, as will be described. The flange portion 48, which extends from the upper end of the clamping hook 44, is provided with an arcuately configured end portion 51 which defines a cylindrical bore 52 within which is disposed a pivot pin 54. The pivot 54 also extends ⁶⁵ through a pair of axially aligned apertures 56 and 58 formed within a pair of ear portions 60 and 62 of an elongated locking lever, generally designated 64, to pivotably connect the clamping hook 44 thereto. The ear portions 60 and 62, which extend perpendicularly from the locking lever 64 in a general spaced parallel relationship, are provided with a second pair of aligned apertures 66

3,239,115 and 68 respectively, through which extends the outer end of a shaft 70. It will be apparent, of course, that the shaft 70 corresponds to the shaft 33 in the arm 22. A friction cap 72, which is preferably of an identical construction as the cap 40, is provided on the outer end of the shaft 70 to prevent the locking lever 64 from sliding axially therefrom.

The base rails 18 and 20 are supported upon the vehicle 12 by a plurality of generally bifurcated support members disposed one at the outboard end of each of these rails. One of these support members, generally designated 74, is illustrated in FIGURES 3 through 7, and comprises a central portion 76 having a pair of leg portions 78 and 80 extending downwardly and outwardly therefrom. A rectangularly shaped recess 82 is formed in the top of the central portion 76 for slidably receiving the lower edge portion 50 of the base rail 18. It will be noted that the support member 74 may be longitudinally adjusted along the base rail 18 in accordance with the curvature of the vehicle’s roof portion 14, thereby providing the maximum support for the load placed on the base rail 18.

The leg portions 78 and 80 of the support member 74 are formed with an oblate recess, generally designated 84, in the lower ends thereof for slidably receiving the upper end portion of a cushioning or bumper element 86. The bumper elements 86 may be constructed of any suitable resilient deformable material such as molded rubber or the like, and are adapted to prevent the support member 74 from scratching, marring or similarly damaging the upper surface of the vehicle’s roof portion 14.

The base rails 18 and 20 are each provided with a pair of fastening straps, one of which is illustrated in FIGURES 3 and 5 and designated by the numeral 88. The fastening strap 88 has a generally arcuate configured outer end portion 90 which is adapted to surmount a portion of a rain gutter rail 92 extending longitudinally along the side of the vehicle’s roof portion 14. The inboard or inner end of the fastening strap 88 extends through a conventional helically threaded screw adjustment assembly 93 which includes a threaded screw 94 mounted within a housing 96 that is secured within an elongated cavity 98 in the base rail 18 by a securing strap 100 and a rivit 102. A plurality of slots 104 are formed in the inner end of the fastening strap 88 which are 45 adapted to be engaged by the threads of the screw 94. It will be seen that upon suitable rotation of the screw 94, the inner end of the strap 88 will be advanced inwardly through the adjustment assembly 93, thereby tensioning the strap 88 to secure the end of the base rail 18 and the support member 74 to the roof portion 14. It may be noted that in the event it is desired to mount the ski rack assembly 10 on the trunk deck of an automotive vehicle, the arcuate outer end 90 of the strap 88 is adapted to lockingly engage the side of the trunk lid, thereby rigidly 55 securing the end of the base rail 18 and support member 74 thereto.

As best seen in FIGURES 4 and 6, the base rail 18, together with the rail 20, is provided with an elongated resilient deformable cushion member 106. The member 60 106 is formed with a pair of longitudinally extending grooves 108 and 110 in the opposite sides thereof, which grooves are adapted to slidably receive a pair of inwardly extending shoulder sections 112 and 114 that are formed on the opposite sides of the base rail 18. 65 The cushion member 106 is adapted to be inserted longitudinally between the shoulder sections 112 and 114, and when disposed therebetween, prevent the surfaces of the skis or the like which are supported upon the base . - _________________ rail 18 from being scratched or similarly damaged 70 ⁱⁿ. ^FiGURE 4, the apertures 131 and 132 are axially thereby oiiona/4 »» _r* _ .. , . . _ *

Each of the ski constraining arms 22, 24, 26 and 28 is also provided with a resilient deformable cushion member, as representatively illustrated by a cushion member 116 operatively associated with the arm 22 ₇5 tion 135 of a conventional padlock 135 through^!^ in FIGURE 7. The cushion member 116 is of a generally inverted V-configuration and consists of a central section 118 and downwardly extending leg sections 120 and 122. A pair of longitudinally extending recesses 124 and 126 are formed in the opposite sides of the central section 118 and are adapted to respectively receive inwardly and downwardly extending shoulder portions 128 and 130 formed on the lower ends of the side sections 30 and 31 of the arm 22. It may be noted that the cushion member’s central section 118 is slightly larger in the lateral direction than the distance between the arm’s side sections 30 and 31 so that upon assembly of the cushion member 116 and the arm 22, the central section 118 may be press fitted interjacent the arm’s shoulder portions 128 and 130. A particular feature of the bifurcated or V-shaped configuration of the cushion member 116 resides in the relatively high column strength which the leg sections 120 and 122 provide to prevent pivoting of the arm 22 about the axis of the shaft 33, thus substantially enhancing the stability of the arm 22. Another feature of the V-configuration of the cushion members may be seen by the fact that skis or the like of varying thickness may be adjacently disposed and rigidly supported between the arms 22, 24, 26 and 28, and the base rails 18 and 20.

During the normal transport of skis within the rack assembly 10, the V-configured cushion members on each of the arms 22, 24, 26 and 28, together with the cushion members on the base rails 18 and 20, are resiliently deformed so as to exert a substantial compressive force on the skis, thereby effectively precluding any relative axial or lateral movement of the skis within the rack assembly 10. When it is desired to remove the skis from the rack assembly 10, the clamping assemblies of the outer end of each of the arms 22, 24, 26 and 28 are each unfastened in a manner hereinafter described with particular reference being made to the assembly 42 mounted on the outboard end of the arm 24.

Initially, the locking lever 64 of the locking clamp 42 40 is pivoted in a generally clockwise direction about the cylindrical shaft 70 which extends longitudinally through the arm 24. Upon thus pivoting the locking lever 64, the pin 54, which extends between the ear portions 60 and 62 of the lever 64, is transposed circumferentially about the longitudinal axis of the shaft 70, thereby biasing the flange portion 48 of the clamping hook 44 to the position illustrated in FIGURE 6. In this position, the clamping hook 44 may be pivoted counterclockwise about the axis of the pin 54, whereby the flange portion 46 that extends from the lower end of the hook 44 is disengaged from the lower edge portion 50 of the base rail 18. Thereafter, the arm 24 may be pivoted upwardly about the inboard end of the shaft 70 to permit removal of the skis supported on the base rail 18.

In order to again lockingly secure the outboard end of the arm 24 to the base rail 18, the locking lever 64 is disposed m a position illustrated in FIGURE 6 and the flange portion 46 of the clamping hook 44 is engaged with the lower edge portion 50 of the base rail 18. The locking lever 64 is then pivoted in a general counterclockwise direction about the longitudinal axis of the shaft 70 whereby the pin member 54 is transposed circumferentially about the shaft 33 until the clamping hook 44 and locking lever 52 are once again disposed in the latched position, illustrated in FIGURE 4.

As best seen in FIGURES 4 and 5, a pair of apertures 131 and 132 are respectively formed within the clamping hook 44 and the locking lever 64. When the locking F^mPjt^Js^disposed in the latched position as illustrated

-· --------- αΛίαιι/ aligned with a pair of apertures 133 and 134 formed within the vertically extending sides of the base rails 18 and 20, thereby allowing insertion of a suitable lockin &lt;pm or, as illustrated in FIGURES 3 and 4, one leg por50

3,239,115 shown in operative association with a pair of laterally or transversely extending rails 202 and 204 of a conventional luggage rack 206 mounted on a roof portion 208 of an automotive vehicle 210. Because all of the arms 200 are identical in construction, reference will hereinafter be made to only a single arm 200. As illustrated in FIGURE 13, the arm 200 is generally U-shaped in transverse section and consists of parallel sides 214 and 216 extending perpendicularly downward from a central section 218. Preferably, the construction of the arm 200 is identical to that of the aforediscussed arms 22, 24, 26 and 28 of the ski rack assembly 10.

As best seen in FIGURE 13, a shaft 220 extends longitudinally through a cylindrical groove 222 formed on the lower side of the arm’s central section 218. One end of the shaft 222 is formed in an arcuate hook configuration and is adapted to extend around a lower edge portion 224 of the laterally extending luggage rack cross rail 202, thereby securing the inboard end of the arm 200 to the cross rail 202 in a manner such that the opposite end of the arm 200 may be pivotably biased to and from a position securing a plurality of skis or the like between the arm 200 and the cross rail 202.

A locking clamp assembly, generally designated 230 and including a locking lever 232 and a clamping hook 234 of essentially the same construction as the aforediscussed locking lever 64 and clamping hook 44, is operatively mounted on the outboard or swinging end of the arm 200. The assembly 230 is adapted to function in an identical manner as the clamp assembly 42 in detachably securing the end of the arm 200 to the rail 202.

The arm 200 is provided with an elongated V-configured cushion member 236 which is coextensive therewith and is prefeably of an identical construction as the aforesdiscussed cushion member 116. The V-configuration of the member 236 acts to substantially improve the stability of the arm 200, thus preventing possible rotative motion of the arm 200 about the axis of the rail 202 an alternative con- 40 and/or 204 when the arm 200 is operatively securing skis or the like to the rail 202 and/or 204.

The base rails 18, 20 and 150, together with the ski constraining arms 22, 24, 26, 28, 152 and 200, and the base rail support member 74, are preferably formed by extruding aluminum or a similar strong lightweight material. Such a construction not only requires relatively low cost tooling, but also minimizes the structurally accrued weight added to the automotive vehicle.

Moreover, this construction provides a corrosion resistant structure which is extremely pleasant in appearance.

While it will be apparent that the preferred embodiments herein illustrated are well calculated to fulfill the objects stated, it will be appreciated that the invention is susceptible to modification, variation and change without departing from the proper scope or fair meaning of the subjoined claims.