STABILIZED CARGO BOX FOR A VEHICLE RACK SYSTEM

Abstract

A vehicle rack system including a stabilized cargo box attached to a pair of crossbars. In some embodiments, the stabilized cargo box includes a container defining a long axis and having a bottom portion hinged to a lid portion to form an enclosure to hold cargo. A plurality of clamp devices may mount the container to the pair of crossbars attached to a roof of a vehicle. The bottom portion may include a housing member defining a groove and also may include a stiffening tube disposed in the groove and providing first and second tubular regions that are laterally spaced from each other and that each extend at least generally parallel to the long axis. The first and second tubular regions may be connected to each other by a third tubular region of the stiffening tube that extends at least part way across a nose of the container.

Description

CROSS-REFERENCES TO PRIORITY APPLICATIONS

This application is based upon and claims the benefit under 35 U.S.C. §119(e) of U.S. Provisional Patent Application Ser. No. 61/390,103, filed Oct. 5, 2010; and U.S. Provisional Patent Application Ser. No. 61/454,403, filed Mar. 18, 2011. Each of these provisional patent applications is incorporated herein by reference in its entirety for all purposes.

CROSS-REFERENCES TO OTHER MATERIALS

This application incorporates herein by reference each of the following patent documents in its entirety for all purposes: U.S. Pat. No. 7,503,470; U.S. Pat. No. 7,740,157; U.S. Pat. No. 7,980,436; U.S. Patent Application Publication No. 2007/0194185; and U.S. Patent Application Publication No. 2010/0084447.

INTRODUCTION

Cargo boxes are vehicle top carriers that provide an enclosed storage space above the vehicle. As fuel becomes more expensive, vehicles become smaller and interior cargo space decreases, making the demand for reliable, easy-to-use top carriers even greater. Cargo boxes have become quite popular for carrying cargo and are often preferable over conventional open racks for a variety of reasons. For example, cargo boxes protect cargo from the elements, such as wind, rain, and snow, and are more secure from theft or vandalism.

However, cargo boxes are often heavy and thus expensive to ship. The costs can mount when a cargo box needs to be shipped from a factory to a distribution center, from the distribution center to a retailer, and then on to a consumer. As a result, there are strong incentives to minimize the weight of the cargo box by reducing the amount of material used in construction, which also can reduce manufacturing costs. Cargo boxes typically have a plastic housing that forms an enclosure for cargo. Making the housing thinner reduces manufacturing and shipping costs but at the expense of stability. If too thin, the housing tends to deform under pressure, such as when loaded with heavy cargo and/or during travel on a rough road. On the other hand, use of bulkier plastics generally strengthens the housing, but adds weight and cost.

There is a need for cargo boxes that are lightweight but strong enough to hold their shape during use.

SUMMARY

The present disclosure provides a vehicle rack system including a stabilized cargo box attached to a pair of crossbars. In some embodiments, the stabilized cargo box includes a container defining a long axis and having a bottom portion hinged to a lid portion to form an enclosure to hold cargo. A plurality of clamp devices may mount the container to the pair of crossbars attached to a roof of a vehicle. The bottom portion may include a housing member defining a groove and also may include a stiffening tube disposed in the groove and providing first and second tubular regions that are laterally spaced from each other and that each extend at least generally parallel to the long axis. The first and second tubular regions may be connected to each other by a third tubular region that extends at least part way across a nose of the container.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a view of an exemplary vehicle rack system attached to a roof of a vehicle and including a cargo box mounted to a pair of crossbars and stabilized with a stiffening member, in accordance with aspects of present disclosure.

FIG. 2 is an exploded view of the cargo box of FIG. 1.

FIG. 3 is a front-end view of the cargo box of FIG. 1 with the cargo box opened from a lateral side of the box.

FIG. 4 is another front-end view of the cargo box of FIG. 1, taken as in FIG. 3, but with the cargo box opened from the other lateral side of the box.

FIG. 5 is yet another front-end view of the cargo box of FIG. 1, taken as in FIGS. 3 and 4, with the cargo box loaded with cargo and closed, but not deformed.

FIG. 6 a front-end view of an embodiment of the cargo box of FIG. 1 constructed without the stiffening member, with the cargo box loaded and closed as in FIG. 5, but deformed into an exemplary configuration termed “fishmouth,” in accordance with aspects the present disclosure.

FIG. 7 is a view of the cargo box of FIG. 1 taken from below the cargo box.

FIG. 8 is a fragmentary sectional view of the cargo box of FIG. 7, taken generally along line 8-8 of FIG. 7 through the stiffening member and a lower housing member disposed above the stiffening member.

FIG. 9 is a fragmentary sectional view of a second exemplary embodiment of a cargo box with a stiffening tube, taken generally as in FIG. 8 and illustrating placement of a stiffening tube inside a cargo space formed by upper and lower housing members, in accordance with aspects of the present disclosure.

FIG. 10 is a fragmentary sectional view of a third exemplary embodiment of a cargo box with a stiffening tube, taken generally as in FIG. 8 and illustrating a stiffening tube embedded in a lower housing member, in accordance with aspects of the present disclosure.

FIG. 11 is a fragmentary sectional view of a fourth exemplary embodiment of a cargo box with a stiffening tube, taken generally as in FIG. 8, and illustrating a stiffening tube formed in part by an attached rib, in accordance with aspects the present disclosure.

FIG. 12 is a fragmentary sectional view of a fifth exemplary embodiment of a cargo box with a stiffening tube, taken generally as in FIG. 8, and illustrating a stiffening tube formed in part by an attached plate, in accordance with aspects the present disclosure.

FIG. 13 is a fragmentary sectional view of a sixth exemplary embodiment of a cargo box with a stiffening tube, taken generally as in FIG. 8, and illustrating a stiffening tube formed integrally by a lower housing member, in accordance with aspects the present disclosure.

FIG. 14 is a fragmentary sectional view of a seventh exemplary embodiment of a cargo box with a stiffening tube, taken generally as in FIG. 8, and illustrating a stiffening tube formed by twin sheets of a lower housing member, in accordance with aspects the present disclosure.

FIG. 15 is a schematic bottom view of an exemplary embodiment of a cargo box including a stiffening tube formed as a loop, in accordance with aspects the present disclosure.

FIG. 16 is a schematic bottom view taken as in FIG. 15, with the single stiffening tube of FIG. 15 replaced by a pair of discrete, linear stiffening tubes, in accordance with aspects of the present disclosure.

FIG. 17 is a schematic bottom view taken as in FIG. 15, with one of the linear stiffening tubes omitted and the cargo box constructed in a narrower form, in accordance with aspects of the present disclosure.

FIG. 18 is a schematic bottom view taken as in FIG. 15, with the stiffening tube being U-shaped and disposed directly over clamp devices of the cargo box, in accordance with aspects of the present disclosure.

FIG. 19 is an exploded side view of a bottom portion of a cargo box including a stiffening tube that curves upward to pre-load end regions of the bottom portion, in accordance with aspects of the present disclosure.

FIG. 20 is an exploded side view of upper and lower housing members of an exemplary cargo box with the lower housing member constructed with an upward curvature toward the ends that gives the ends an upward bias when the cargo box is closed, in accordance with aspects of the present disclosure.

DETAILED DESCRIPTION

The present disclosure provides a vehicle rack system including a stabilized cargo box attached to a pair of crossbars. In some embodiments, the stabilized cargo box includes a container defining a long axis and having a bottom portion hinged to a lid portion to form an enclosure to hold cargo. A plurality of clamp devices may mount the container to the pair of crossbars attached to a roof of a vehicle. The bottom portion may include a housing member defining a groove and also may include a stiffening tube disposed in the groove and providing first and second tubular regions that are laterally spaced from each other and that each extend at least generally parallel to the long axis.

The first and second tubular regions may be connected to each other by a third tubular region of the stiffening tube that extends at least part way across a nose of the container. Many alternatives and modifications which may or may not be expressly mentioned, are enabled, implied, and accordingly covered by the spirit of the disclosure.

The stabilized cargo box disclosed herein may have an increased overall stiffness of the bottom portion. The increased stiffness may include increased longitudinal stiffness, increased lateral stiffness, or a combination thereof, which may strengthen the nose against deformation. As a result, the housing member of the bottom portion may be formed of a thinner layer of material, which reduces weight and cost.

FIG. 1 shows an exemplary vehicle rack system 40 attached to a roof 42 of a vehicle 44. System 40 may include a pair of crossbars 46 and a top carrier in the form of a cargo box 48 mounted to the crossbars above the vehicle.

Vehicle 44 defines a longitudinal axis 49 extending through a front and a rear of the vehicle and corresponding to the vehicle's travel direction. Each crossbar 46 may extend transversely, such as substantially orthogonally, to longitudinal axis 49, to provide a front crossbar and a rear crossbar. Crossbars 46 may be mounted to the vehicle with towers or feet 50, which each may, for example, engage a crossbar and the vehicle and/or a longitudinally extending rail secured to the vehicle's roof.

FIG. 2 shows an exploded view of selected aspects of cargo box 48. The box includes an elongate container 52 having a base or bottom portion 54 and a lid or top portion 56 that fit together to form an enclosure to hold cargo. A stiffening member 58 may be incorporated into bottom portion 54 (or lid portion 56) to stabilize the container. In other words, the stiffening member may be configured to strengthen and reinforce the container, and particularly the bottom portion or lid portion into which the stiffening member is incorporated.

Stiffening member 58 may extend from a front region 60 to a rear region 62 of container 52. The front region represents a front half of the container by length, and the rear region a back half of the container by length. Member 58 may include one or more longitudinal regions 64, 66 that extend along the container, for example, at least generally parallel to a long axis 68 defined by the container and/or at least substantially parallel to longitudinal axis 49 and/or transverse/orthogonal to crossbars 46 (see FIG. 1). The longitudinal regions may be spaced laterally from each other and may be at least substantially parallel to each other. The longitudinal regions may be a left region and right region disposed on opposite sides of a central vertical plane 69 that conceptually divides the container into a left half and a right half. The stiffening member also may include at least one transverse region 70 that extends at least part way across the container, for example, extending at least generally parallel to crossbars 46 and/or at least generally orthogonal to either or both of axes 49 and 68. Longitudinal regions 64, 66 and transverse region(s) 70 may be joined continuously to one another, or may be formed by discrete components that are attached to each other. In some cases, the stiffening member may be U-shaped and/or may extend along a U-shaped path. The stiffening member may be substantially solid or hollow (i.e., a stiffening tube), and may be formed of metal (e.g., steel or aluminum), a polymer (i.e., plastic), a composite, or the like. Any of the embodiments of the present disclosure that are described as having a stiffening tube alternatively may be described as having a stiffening member, which may or may not be a stiffening tube.

FIG. 3 shows a front-end view of cargo box 48 with the cargo box opened from a lateral side 72. Lid portion 56 may be hinged to bottom portion 54 (and vice versa) by one or more hinges 74 disposed on opposing lateral side 76. Hinges 74 may be disposed inside or outside container 52.

Container 52 may be formed by a pair of housing members, namely, an upper housing member 75A and a lower housing member 75B. Lid portion 56 may be at least mostly formed, with respect to area, by upper housing member 75A, and bottom portion 54 may be at least mostly formed, with respect to area, by lower housing member 75B.

FIG. 4 shows a front-end view of cargo box 48 with the cargo box opened from opposing lateral side 76. Lid portion 56 may be hinged to bottom portion 54 (and vice versa) by one or more hinges 74 disposed on lateral side 72, to allow the cargo box to be opened interchangeably from either lateral side.

FIG. 5 shows a front-end view of cargo box 48, with the cargo box loaded with cargo and closed, but not deformed. Stiffening member 58 strengthens the box against flexing, twisting, or deforming otherwise when the box is loaded with cargo. When closed, a perimeter flange or bottom lip 78 of lid portion 56 may extend over and around a top lip 80 of bottom portion 54. In other words, top lip 80 may be received in lid portion 56. In this way, rain that falls on the top of the cargo box can drain off via bottom lip 78 of the lid portion without entering bottom portion 54. Further aspects of containers that may be suitable for the cargo box are disclosed in the patent documents listed above under Cross-References, which are incorporated herein by reference.

Cargo box 48 may include one or more latches 84 that hold container 52 closed. The latches may be provided by hinges 74 (see FIGS. 3 and 4) or may be separate devices. In any event, the cargo box may be latched on lateral side 72, lateral side 76, or both. Further aspects of hinges and latches that may be suitable for the cargo box are disclosed in the patent documents listed above under Cross-References, which are incorporated herein by reference.

FIG. 6 shows a front-end view of cargo box 48 constructed without stiffening member 58, with the cargo box loaded with cargo and closed and latched as in FIG. 5. Here, however, because the stiffening member is absent, a nose 86 of the cargo box projecting forward of the front crossbar is not stiff enough to resist deformation caused by the cargo. As result, the nose is deformed centrally to produce an exemplary configuration called “fishmouth.” In fishmouth, bottom portion 54 sags centrally in nose 86 and rises up laterally. In some cases, a gap 88 may be formed between the bottom portion and the lid portion. The lid portion of the nose may or may not also be deformed in an opposing direction, as shown here. In any event, fishmouth is undesirable because it may damage/warp the container; may allow entry of the elements into the container; and/or may encourage theft.

An unstabilized cargo box lacking stiffening member 58 may be prone to other deformations. For example, the box may twist in response to torsional stress, a process called “racking.” In racking, one lateral side of the nose rises up and the other drops down. As another example, the bottom portion and lid portion of the nose may vibrate relative to each, to produce “flutter.” Any of these other deformations can reduce cargo box performance by making the box less secure, more prone to damage or breakage, and/or noisier, among others.

Stiffening member 58 may be constructed as a stiffening tube. In some embodiments, a tubular configuration may have substantial advantages over non-tubular arrangements because the tube can provide substantial stabilization of the container without producing a large increase in weight and can resist torsional stress more effectively. The stiffening tube (and/or stiffening member) may have any suitable cross-sectional shape, such as circular, oval, rectangular, or the like. The tube may have a continuous circumference, may be formed from a rolled layer of material (e.g., a rolled sheet of metal), or may be formed from two or more discrete components, among others. The tube may be formed of metal, plastic (e.g., injection molded), or the like. The tube may have any suitable wall thickness, such as a wall that is thicker or thinner than an adjacent wall of lower housing member 75B. In exemplary embodiments, intended for illustration only, the stiffening tube is formed of steel and the lower housing member of plastic (e.g., acrylonitrile butadiene styrene (ABS)), the tube has a wall thickness of about 0.05 inch, and the lower housing member a wall thickness of about 0.125 inch.

FIG. 7 shows a view of cargo box 48 taken from below the cargo box. Cargo box 48 may be equipped with a set of clamp devices 102 that mount container 52 to the crossbars by gripping engagement of each clamp device with a region of a crossbar. The clamp devices may include at least one or a pair of front clamp devices and at least one or a pair of rear clamp devices. If the clamp devices include a front pair and a rear pair of clamp devices, the clamp devices may provide a left pair and right pair of clamp devices. Each clamp device may (or may not) be movable along a respective track 104 that allows the longitudinal position of the clamp device along the container to be adjusted and then fixed. Clamp devices 102 may be attached to bottom portion 54 and may depend from the bottom portion to engage crossbars disposed below container 52. Further aspects of clamp devices that may be suitable for the cargo box are disclosed in the patent documents listed above under Cross-References, which are incorporated herein by reference.

Clamp devices 102 conceptually divide the cargo box into three regions arranged longitudinally with respect to each other along container 52. Nose 86 may be a cantilevered region of the container that projects forward from positions above the front clamp devices and tail 106 a cantilevered region that projects rearward from positions above the rear clamp devices. These cantilevered regions are separated from each other by a central region 108 of container 52. Nose 86 (and/or tail 106), as a cantilever, may not be supported as well as central region 108 and thus may benefit more from the increased stiffness offered by stiffening member 58, particularly with member 58 providing a supporting linkage between central region 108 and the nose and/or tail. Also, stiffening member 58 may allow a longer stabilized nose 86 to project forward of the front crossbar, with clamp devices positioned farther back in tracks 104. In other words, the container may be positioned farther forward on the crossbars, which can, for example, increase clearance for opening a rear hatch of the vehicle.

Stiffening member 58 may extend any suitable distance along and across container 52. For example, at least a region (e.g., one or more tubular stiffening regions) of at least one stiffening tube may extend from central region 108 (and/or rear region 62; see FIG. 2) to nose 86; from tail 106 to nose 86; from tail 106 to central region 108 (and/or front region 60; see FIG. 2); from tail 106 to nose 86, at least part way across the nose, and then back to tail 106; from central region 108 (and/or rear region 62) to nose 86, at least part way across the nose, and then back to the central region 108 (and/or rear region 62); or the like. In some examples, the stiffening tube may provide a left tubular region and a right tubular region each extending generally parallel to the long axis of the container and connected to each other by a third tubular region that extends at least part way across the nose. In some examples, a central vertical plane may conceptually divide the container into a left half and a right half, the left tubular region may be disposed between the central vertical plane and the left pair of clamp devices, and the right tubular region may be disposed between the central vertical plane and the right pair of clamp devices.

FIGS. 7 and 8 illustrate a recessed configuration of stiffening member 58 in bottom portion 54. Lower housing member 75B may define a groove or channel 110 that receives the stiffening member. The groove may be formed in an inner surface or an outer surface of the lower housing member. Groove 110 may have a continuous structure or may be formed of discrete groove segments separated by nongrooved regions where the groove is interrupted. The stiffening member may be received in the groove along any suitable portion of the member's length, such as a majority or substantially all of the length of stiffening member 58. The groove may be formed by a bottom wall 112 (i.e., a bottom layer of material) of housing member 75B, such that the stiffening member is disposed under (or over) the bottom wall. The groove may be spaced from lateral side walls 113 and/or front and rear end walls 113A, 113B of the lower housing member (see FIG. 7). The depth of the groove may be at least about the same as or greater than the diameter of stiffening member 58, to provide a recessed configuration as shown (see FIG. 8), or may be less than the diameter such that a lower region of the stiffening member protrudes from the groove. Also, the width of the groove may be at least about the same as or greater than that diameter of stiffening member 58. Alternatively, the width of the groove may be less than the diameter of the stiffening member, such that the stiffening member is forced into the groove when installed.

The stiffening member may be attached to lower housing member 75B by any suitable attachment mechanism. In exemplary embodiments, the stiffening member may be attached with one or more fasteners, such as at least one rivet 114 (see FIG. 8), screw, pin, clip, or the like. In other embodiments, the stiffening member may be attached with an adhesive, by bonding, or the like.

FIGS. 9 to 14 show other configurations of a stiffening tube for a cargo box. In these configurations, the stiffening tube may be provided by one or more elements that are discrete from the lower housing member (e.g., FIGS. 9 and 10), may be formed collectively by the lower housing member and another element (e.g., FIGS. 11 and 12), or may be formed integrally with the lower housing member (e.g., FIGS. 13 and 14). Each of the cargo boxes depicted in FIGS. 9 to 14 may have any suitable combination of the features described for cargo box 48 and/or elsewhere in the present disclosure.

FIG. 9 shows another cargo box 140 with stiffening tube 58. The stiffening tube may be placed inside a container 142 formed by an upper housing member and a lower housing member 144. A groove 146 may be formed in an inner surface 148 of lower housing member 144, and stiffening tube 58 may be disposed in the groove.

FIG. 10 shows another cargo box 160 with stiffening tube 58. The stiffening tube may be embedded in a lower housing member 162 of box 160. For example, lower housing member 162 may be molded around the stiffening tube.

FIG. 11 shows a cargo box 180 with a stiffening tube 182 included in a bottom portion 184 of a container of the box. The bottom portion may include a lower housing member 188 and a rib member 190 (e.g., a thermoformed rib) attached to the housing member via lateral flanges 192 (e.g., with an adhesive, by bonding, or with fasteners, among others). Tube 182 may be formed collectively by the housing and the rib member. For example, the lower housing member may form a top wall 194 of tube 182, and rib member 190 may form lateral side walls 196 and a bottom wall 198 of the tube.

FIG. 12 shows a cargo box 200 with a stiffening tube 202 included in a bottom portion 204 of the box. The bottom portion may include a lower housing member 208 forming a rib 210 with a groove 212 and also may include a plate 214 attached to the housing member under groove 212 (e.g., with an adhesive, by bonding, or with fasteners, among others). Tube 202 may be formed collectively by the housing member and the plate. For example, the lower housing member may form a top wall and lateral side walls of the tube, and plate 214 may form a bottom wall of the tube.

FIG. 13 shows a cargo box 220 with a stiffening tube 222 formed integrally in a lower housing member 224 of the box. The tube may, for example, be created by gas-assisted molding.

FIG. 14 shows a cargo box 240 with a stiffening tube 242 formed collectively by twin sheets 244, 246 of a lower housing member 248.

FIGS. 15-18 show bottom views of exemplary cargo boxes that include at least one stiffening member. The stiffening member may have any combination of the features shown and described elsewhere in the present disclosure. For example, the stiffening member may be a stiffening tube and may be formed, disposed, and/or attached as depicted in FIGS. 8-14. Clamp devices 102 are shown schematically in exemplary positions.

FIG. 15 shows a cargo box 260 including a stiffening member 262 formed as a loop and attached to a lower housing member 264 of the box. The stiffening member may incorporate a pair of longitudinal regions 266, 268 that are laterally spaced from one another. The stiffening member also may incorporate a pair of transverse regions 270, 272 that are longitudinally spaced from each other and that connect the longitudinal regions in a front region and a rear region of the cargo box. For example, the transverse regions may be respectively disposed in or under a nose 274 and a tail 276 of a container of the cargo box, and may help to stiffen both the nose and the tail.

FIG. 16 shows a cargo box 280 including a pair of discrete, substantially linear stiffening members 282, 284 extending longitudinally with respect to a lower housing member 286 of the box. Stiffening members 282, 284 may be substantially parallel to one another and may extend any suitable distance along a container of the box, such as a distance described above for stiffening member 58 of cargo box 48.

FIG. 17 shows a cargo box 300 with only one substantially linear stiffening member 302 (compare FIGS. 16 and 17). A single substantially linear stiffening member disposed centrally may, for example, be suitable if the container is relatively narrow.

FIG. 18 shows a cargo box 320 with a U-shaped stiffening member 322. As in cargo box 48, the stiffening member extends near the clamp devices. However, stiffening member 322 is wider than stiffening member 58 (e.g., see FIG. 7). The stiffening member may be disposed directly over clamp devices 102 of the cargo box, and the clamp devices may be attached directly to the stiffening member.

In some embodiments, lid supports may be attached directly to the stiffening member, whether the stiffening member is inside our outside the container of the cargo box. In embodiments where the stiffening member is on the outside of the container, the lid supports may be attached through one or more apertures in the bottom portion. In some examples, the lid supports may be attached directly to the stiffening member at the nose and/or tail.

FIG. 19 shows an exploded view of a cargo box 340 with a bottom portion 342 including a stiffening member 344 having a longitudinal curvature. In particular, the stiffening member may curve upward as it extends from a middle region to a front end 348 and/or back end 350. Due to this curvature, a lower region of nose 86 (and/or tail 106) formed by bottom portion 342 is pre-loaded by the stiffening member such that the lower region of the nose (and/or tail) is urged upward. As a result, nose 86 is resistant to sagging that produces fishmouth.

FIG. 20 shows an exploded view of an exemplary cargo box 360 with a pre-stressed longitudinal curvature. A container of the box is formed by a lower housing member 362 with a longitudinal curvature, such as at a top lip 364 thereof. As a result, the top lip curves upward as it extends from a middle region to a front end 366 and/or a back end 368 of lower housing member 362, to elevate the ends slightly relative to the longitudinal middle region. Alternatively, or in addition, an upper housing member 370 of the container also may (or may not) have longitudinal curvature such that one or both ends of upper housing member curve downward. In any event, the front end and/or back end of the lower housing member engages the upper member first as the container is being closed, which increases interference between the housing members at the nose and tail of the container and/or presses the end(s) of the lower housing member downward. Resiliency of the lower housing member may give the ends an upward bias that resists sagging when the container is closed.

While methods/devices for stiffening a cargo box have been particularly shown and described, many variations may be made therein. This disclosure may include one or more independent or interdependent embodiments directed to various combinations of features, functions, elements and/or properties. Other combinations and sub-combinations of features, functions, elements and/or properties may be claimed later in a related application. Such variations, whether they are directed to different combinations or directed to the same combinations, whether different, broader, narrower or equal in scope, are also regarded as included within the subject matter of the present disclosure. Accordingly, the foregoing embodiments are illustrative, and no single feature or element, or combination thereof, is essential to all possible combinations that may be claimed in this or a later application. Each example defines an embodiment disclosed in the foregoing disclosure, but any one example does not necessarily encompass all features or combinations that may be eventually claimed. Where the description recites “a” or “a first” element or the equivalent thereof, such description includes one or more such elements, neither requiring nor excluding two or more such elements. Further, ordinal indicators, such as first, second or third, for identified elements are used to distinguish between the elements, and do not indicate a required or limited number of such elements, and do not indicate a particular position or order of such elements unless otherwise specifically stated.

Claims

1. A stabilized cargo box for a vehicle, comprising:

a container defining a long axis and including a bottom portion hinged to a lid portion to form an enclosure to hold cargo;

a front pair of clamp devices and a rear pair of clamp devices attached to the bottom portion and configured to mount the container to a pair of crossbars attached to a roof of a vehicle,

wherein the bottom portion includes a housing member defining a groove and also includes at least one stiffening tube disposed in the groove and providing first and second tubular regions laterally spaced from each other and each extending at least generally parallel to the long axis and connected to each other by a third tubular region that extends at least part way across a nose of the container.

2. The stabilized cargo box of claim 1, wherein the housing member includes a bottom wall, side walls, and end walls, and wherein the stiffening tube is disposed adjacent the bottom wall.

3. The stabilized cargo box of claim 1, wherein the stiffening tube is disposed outside the container.

4. The stabilized cargo box of claim 1, wherein the front pair and the rear pair of clamp devices collectively provide a left pair and a right pair of clamp devices, wherein a central vertical plane conceptually divides the container into a left half and a right half, and wherein the first tubular region is disposed between the central vertical plane and the left pair of clamp devices and the second tubular region is disposed between the central vertical plane and the right pair of clamp devices.

5. The stabilized cargo box of claim 1, wherein the housing member is formed of plastic and the stiffening tube is formed of metal.

6. The stabilized cargo box of claim 1, wherein the first and second tubular regions extend forward from positions near the rear clamp devices.

7. The stabilized cargo box of claim 6, wherein the first and second tubular regions extend from a tail to a nose of the container.

8. The stabilized cargo box of claim 7, wherein the first and second tubular regions do not intersect each other in the tail.

9. A rack system for a vehicle, comprising:

a pair of crossbars configured to be attached to a roof of a vehicle; and

a stabilized cargo box including a container having a bottom portion and a lid portion that fit together to collectively form an enclosure to hold cargo, one or more front clamp devices and one or more rear clamp devices disposed under the bottom portion and configured to mount the container to the pair of crossbars,

wherein the bottom portion includes a stiffening tube that extends from a rear region of the container to a position at least generally forward of the front clamp devices, to strengthen the bottom portion against deformation.

10. The rack system of claim 9, wherein the stiffening tube extends along a U-shaped path.

11. The rack system of claim 9, wherein the stiffening tube extends along a pair of laterally spaced paths from a tail to a nose of the container.

12. The rack system of claim 9, wherein the bottom portion includes a housing member that at least substantially forms the enclosure with the lid portion, and wherein the stiffening tube is disposed in a groove formed in an outer surface of the housing member.

13. A stabilized cargo box for a vehicle, comprising:

a container including a bottom portion hinged to a lid portion to form an enclosure to hold cargo;

one or more front clamp devices and one or more rear clamp devices attached to the bottom portion and configured to mount the container to a pair of crossbars attached to a roof of a vehicle,

wherein the bottom portion includes a pair of tubular stiffening regions each extending from a rear region to a nose of the container, to strengthen the bottom portion against deformation.

14. The stabilized cargo box of claim 13, wherein the tubular stiffening regions meet each other in or on the nose.

15. The stabilized cargo box of claim 14, wherein the tubular stiffening regions collectively extend along a path that is U-shaped.

16. The stabilized cargo box of claim 13, wherein the tubular stiffening regions extend from a tail to a nose of the container.

17. The stabilized cargo box of claim 13, where the bottom portion includes a housing member that forms the enclosure with the lid portion, and wherein the tubular stiffening regions are formed by one or more tubes that are discrete from the housing member.

18. The stabilized cargo box of claim 17, wherein the tubular stiffening regions are formed by the same tube.

19. The stabilized cargo box of claim 17, wherein the housing member is formed of plastic and the one or more tubes are formed of metal.

20. The stabilized cargo box of claim 13, wherein the tubular stiffening regions do not intersect each other in the rear region of the container.

21. The stabilized cargo box of claim 13, wherein the bottom portion includes a housing member, and wherein at least a portion of the tubular stiffening regions are formed integrally with the housing member.