U.S. patent number 3,642,157 [Application Number 04/837,209] was granted by the patent office on 1972-02-15 for car top boat carrier.
Invention is credited to Clifford Harrison Williams, Jr..
United States Patent |
3,642,157 |
Williams, Jr. |
February 15, 1972 |
CAR TOP BOAT CARRIER
Abstract
A car top boat loader including a pair of parallel spaced guide
rails terminating at a stationary rest at one end of the rails. The
rails are pivotally supported on the car top in such a manner that
the stationary rest extends over either the hood or trunk of the
car. A carriage for supporting the boat to be loaded is movable
supported by the spaced guide rails and is free to move through the
length of the guide rails. The boat may be easily loaded to a
balanced position on the carriage by pivoting the guide rails into
engagement with the hood or trunk of the car after which the boat
may be sequentially rested on the carriage and moved away from the
stationary rest and then pivoted on the stationary rest permitting
the carriage to return to the stationary rest until the boat is
balanced on the carriage. Thereafter, the boat and supporting
carriage are moved up the guide rails to a point at which the guide
rails pivot to a horizontal balanced position on the car top. A
first locking pin is provided for maintaining the guide rails in a
horizontal position and a second locking pin locks the carriage to
the guide rails for transporting the boat.
Inventors: |
Williams, Jr.; Clifford
Harrison (Wyncote, PA) |
Family
ID: |
25273821 |
Appl.
No.: |
04/837,209 |
Filed: |
June 27, 1969 |
Current U.S.
Class: |
414/462;
414/522 |
Current CPC
Class: |
B60P
3/1025 (20130101) |
Current International
Class: |
B60P
3/06 (20060101); B60P 3/10 (20060101); B60r
009/00 () |
Field of
Search: |
;214/450,451,452,453,454,505,506,501,83.24 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Makay; Albert J.
Assistant Examiner: Mannix; John
Claims
The car top loader of the present invention has been described in
respect to a specific embodiment thereof shown in the drawings.
However, no limitation on the invention is thereby intended but
instead, the scope of the invention is defined in the appended
claims.
1. A car top boat loader and boat carrying apparatus
comprising:
a carriage frame having a pair of spaced-parallel guide rails
including in-turned horizontal roller flanges on the lower edges
thereof and transverse supporting members rigidly innerconnecting
the guide rails,
a carriage for supporting the boat having side supports including a
plurality of carriage rollers in engagement with the roller flanges
and cross supports innerconnecting the side supports whereby the
carriage may move longitudinally along the carriage frame, and
means disposed intermediate the ends of the carriage frame for
pivotally securing the carriage frame to the top of the car in a
position with the stationary rest extending over either the hood or
trunk of the car whereby, during loading, the boat may be easily
moved to a balanced position on both the carriage and the car by
pivoting the end of the carriage frame including the stationary
rest into engagement with the hood or trunk of the car after which
the boat may be sequentially rested on the carriage and moved away
from the stationary rest and then pivoted on the stationary rest
permitting the carriage to return to the stationary rest until the
boat is balanced on the carriage after which the boat and
supporting carriage are moved up the carriage frame to a point at
which the carriage frame pivots to a horizontal balanced position
on the car top.
2. The car top loader of claim 1 further including a plurality of
apertures in one of the side rails of the carriage frame, a mating
aperture in the corresponding side support of the carriage and a
locking pin adapted to selectively interlock the guide rail and the
side support in a balanced position.
3. A car top boat loader and carrying apparatus comprising:
a carriage frame,
a carriage secured to the carriage frame for longitudinal movement
therealong,
a stationary rest secured to the carriage frame at one end
thereof,
a pair of spaced-parallel carrying members disposed in engagement
with the top of the car and extending transversely thereto and
under the carriage frame, the member nearest the stationary rest
pivotally securing the carriage frame to the top of the car at a
pivot point positioned from the stationary rest approximately
one-third of the total length of the carriage frame and supporting
the carriage frame in a position with the stationary rest extending
over either the hood or the trunk of the car and the carrying
member furthest from the stationary rest including a pivot pin
innerconnecting the carrying member and carriage frame to permit
the carriage frame to pivot upon the top of the car,
whereby, during loading, the boat may be easily moved to a balanced
position on both the carriage and the car by pivoting the end of
the carriage frame including the stationary rest into engagement
with the hood or trunk of the car after which the boat may be
sequentially rested on the carriage and moved away from the
stationary rest and then pivoted on the stationary rest permitting
the carriage to return to the stationary rest until the boat is
balanced on the carriage after which the boat and supporting
carriage are moved up the carriage frame to a point at which the
carriage frame pivots to a horizontal balanced position on the car
top.
Description
BACKGROUND OF INVENTION
There has been, in recent years, a marked growth in boating
activity in the United States. Today many people travel
considerable distances to various lakes and streams at which the
boat will be used. In the case of lighter and smaller boats, there
has been a trend toward carrying these boats on the top of the
automobile rather than on trailers thus eliminating the dangers
accompanying their usage.
One of the apparent disadvantages of car top boat carriers is, of
course, the effort which must be expended to elevate or remove the
boat from the height of the car top.
The car top boat loaders presently available can be classified into
many different types. For example, there is the type in which the
supporting carriage employs rollers on one end thereof against
which the boat is physically hoisted and rolled onto the top of the
car. In another type, rollers or suspended rails are used in
conjunction with a wench which pulls the boat to the top of the
car. In yet another form, a plurality of telescopic guide rails are
used which are extended to the ground for sliding the boat up and
down the guide rails. Many other types of devices exist which
include combinations of the above types as well as various other
arrangements of linkages, track ways and the like.
All of the above devices are subject to numerous short comings and
disadvantages which are sought to be obviated by the present
invention. For example, the cable and wench arrangements are
initially quite costly and also subject to various mechanical
failures. The telescopic rail types are more simple in their
construction but nearly the entire weight of the boat must be
manipulated in loading the boat onto or from the car top.
SUMMARY AND OBJECTS OF INVENTION
It is accordingly an object of the present invention to overcome
the foregoing disadvantages of boat loaders presently available by
providing a boat loader which is both simple in construction and in
which the entire weight of the boat is never lifted during the
loading and unloading operation.
It is a further object of the present invention to utilize the
weight of the boat itself in a seesaw or cantilever fashion to aid
both in bringing the boat to proper balance on the boat carriage
and in raising the boat to a horizontal position on the car
top.
The present invention carries out the foregoing objects by
utilizing a carriage frame consisting of a pair of spaced-parallel
guide rails connected at their ends by a transverse members. The
carriage frame is disposed along the longitudinal axis of the car
and is pivotally connected to one of a pair of carrier members on
the top of the car in a manner such that one end of the carriage
frame extends beyond either the hood or trunk of the car depending
upon which ever end it is desired to unload the boat from.
A carriage for supporting the boat is disposed between the parallel
side rails and is secured therein by rollers which permit the
carriage to move the entire length of the guide rails.
A stationary rest is disposed on end of the guide rails extending
over the hood or trunk of the car, as the case may be. During
loading of the boat, the carriage frame is tilted into engagement
with the trunk or hood of the car and one end of the boat placed on
the carriage. The boat and carriage are then moved upwardly a short
distance and the boat then pivoted or cantilevered against the
stationary rest permitting the carriage to return under the boat.
This operation is repeated until the boat has obtained a balanced
point on the carriage after which the boat is then rolled up the
carriage track until a balance point is reached at which the boat
pivots to horizontal position on top of the car.
A locking pin is then inserted between carriage supporting member
and the carriage frame to lock the frame against further pivoting
action. A second locking pin is used between the carriage and
carriage frame to lock the carriage against movement.
Other objects and advantages of the present invention will become
apparent from the detailed description thereof as follows taken in
conjunction with the drawings.
DESCRIPTION OF DRAWINGS
FIG. 1 is a side view of the boat loader of the present invention
in place on a car;
FIG. 2 is a perspective view of the boat loader of the present
invention;
FIG. 3 is a side view showing the boat during the initial stages of
loading and;
FIG. 4 is a side elevation view showing the cantilever sequence by
which the boat is brought to balance on the carriage.
DETAILED DESCRIPTION OF INVENTION
FIG. 1 of the drawings illustrates the boat loader 10 of the
present invention in place on top of an automobile 11. The boat 12
is designed to rest on the boat loader in a horizontal position on
top of the automobile for normal travel. Shown in broken lines is
the manner in which the boat loader inclines or tilts into contact
with either the hood or trunk of the automobile for loading and
unloading as will be described in more detail hereinafter.
The boat loader of the present invention, as shown in more detail
in FIG. 2, includes a carriage frame 13. The carriage frame 13
consists of a pair of parallel opposed guide rails 14 rigidly
interconnected at their ends by transverse supports 15.
The carriage frame is designed to rest upon a pair of car top
carrier members 16 and 17 which connect to the top of the
automobile in a conventional manner. The carrier member 17 includes
a pair of opposed angle supports 18 which engage the side edges of
the guide rails 14 at a point approximately one-third of the way
from one end thereof. Pivot pins 19 extend through the sidewalls of
the guide rails 14 to secure the guide rails to the carrier member
and also to permit the carriage frame 13 to pivot on the car top 17
as shown in FIG. 1.
The forwardmost car top carrier 16 includes a similar pair of angle
braces 20 secured to the car top carrier. These braces likewise are
disposed against the outside of each of the parallel guide rails 14
and provide a guide between which the parallel guide rails 14
passes when the carriage frame is tilted back to the horizontal
position. Locking pins 21 are provided and pass through
corresponding mating holes in the angle brace 20 and the side of
the guide rails 14 to lock the carriage frame into its horizontal
position whenever the boat is being carried by the car.
The locking pins 21 include an enlarged head 22 at one end and a
pair of opposed spring fingers 2 at the opposite end which serve to
maintain the locking pin in place when inserted within the mating
appertures in the brace and guide rails.
A carriage 24 for supporting the boat is disposed between the guide
rails 14. The carriage 24 includes a pair of opposed side supports
25 which are in parallel relationship with the guide rails 14. The
side supports 25 are maintained rigidly in place by a pair of cross
supports 26 connected to the side supports.
Carriage rollers 27 are suitably journaled at either end of both of
the side supports 25. The carriage rollers operate in conjunction
with an internal horizontal roller flange 28 in each of the guide
rails 14. This arrangement permits the carriage 24 to move in
either direction between the guide rails to the extremities of the
rails as defined by the transverse supports 15 at either end
thereof.
A plurality of carriage balance adjusting holes 29 are provided in
the sides of at least one of the parallel guide rails 14 at the end
thereof closest the car top carrier 16. A corresponding mating
aperture in the sidewall of the corresponding side support 25 of
the carriage registers with the balance adjusting holes 29 as the
carriage is moved along the carriage frame. This arrangement
permits the carriage 24 and the boat thereon to be moved to a
balanced position on top of the car after which a carriage locking
pin 30, similar to the locking pin 21, may be inserted into the
respective holes to lock the carriage in its balanced position.
The carriage 24 also includes chock supports 31 and padded chocks
32 attached thereto for supporting the boat. The chocks are
provided in each corner of the carriage 24 and operate in a
conventional manner to support the boat during loading, unloading
and while in transit.
A stationary rest 33 is provided at the end of the carriage frame
closest the pivot point of the frame. The stationary support 33 is
attached to the transverse support 15 and extends above the
carriage frame to a height not quite that of the padded chocks.
The novel aspects and features of the boat loader of the present
invention may be realized from the load sequence shown in FIGS. 3
and 4.
To begin the loading sequence the carriage frame 13 is tilted
downwardly until the end having the stationary rest 33 thereon
comes to rest against the hood or trunk of the car which ever the
case may be. A rubber bumper 34 is provided on the underside of the
carriage frame to prevent damage or scaring of the automobile
finish.
When the carriage frame 13 is in this position, the carriage 24
will roll down the incline and against the stationary rest 33. Due
to the balance position of the pivot on the rear carrier member 17,
the weight of the carriage and the portion of the carriage frame 13
extending beyond the balance point will maintain the carriage frame
in its tilted position.
In the next step, one end of the boat (i.e., the front end) is
placed on the rear set of chocks 31 while the rear end of the boat
remains in contact with the ground or on a dolly used for moving
the boat. In this manner, only a portion of the weight of the boat
need be lifted to place the boat on the chocks 32.
Following the above, the rear of the boat is now elevated and
pushed toward the automobile resulting in the front end of the boat
supported by the chocks 32 being rolled up the carriage frame to a
position as shown in FIG. 4. At this point, the rear of the boat is
permitted to move downwardly bringing the midportion of the boat to
rest upon the stationary rest 33 and elevating the front portion of
the boat up out of contact with the chocks 33. When this occurs,
the carriage 24 will return to the stationary rest 33 by reason of
gravity as shown in broken lines in FIG. 4.
The rear of the boat will now again be elevated and again bring the
front of the boat into engagement with the chocks 32 on the
carriage 24. The boat can again be pushed up the carriage frame and
the sequence repeated until the boat has assumed a balanced
position on the carriage 24.
Whenever the boat has assumed a balanced position on the carriage
24, then the boat and carriage are rolled up the carriage frame 13
until the center of gravity thereof passes over the balanced
position of the pivot on the car top carrier 17 resulting in the
boat and boat carrier pivoting to a horizontal position on the top
of the car. After this has been accomplished, the locking pins for
the carriage and the carriage frame may be inserted and the boat
secured to the frame by elastic straps or the like.
It will be realized that during the loading operation, the
overhanging portions of the boat resting on the stationary rest
aids in tilting of the boat in a seesaw manner onto and off of the
padded chocks. In this manner, the weight of the boat itself is
used in bringing the boat to proper balance on the carriage frame.
In a like manner, the weight of the boat itself, as it passes up
the carriage tracks, aids in swinging the boat into a horizontal
position as the balance point of the carriage frame is passed.
Accordingly, in the foregoing manner, the weight of the boat itself
is used to aid in loading the boat to the top of the car and, at no
time, does the individual loading the boat ever have to lift more
than a portion of the weight of the boat.
To unload the boat, the carriage frame and carriage locking pins 21
and 30 respectively are removed and the boat unsecured from the
carriage frame. The boat is then moved back on the carriage frame
13 until the balance point is reached at which the carriage frame
tilts downwardly into engagement with the hood or trunk of the car
as the case may be. At this point, the rear of the boat is lifted
from engagement with the stationary support 33 and slid off of the
chocks 32 until the rear portion of the boat may be placed into
engagement with the ground or upon a suitable dolly.
* * * * *