GB2534868A

GB2534868A - A vehicle exterior load carrier system

Info

Publication number: GB2534868A
Application number: GB1501645.4A
Authority: GB
Inventors: Apsie King Tony
Original assignee: Individual
Current assignee: Individual
Priority date: 2015-02-01
Filing date: 2015-02-01
Publication date: 2016-08-10
Anticipated expiration: 2035-02-01
Also published as: GB201501645D0; GB2534868B

Abstract

The present invention provides an external load carrier system for a vehicle, such as a car or van (figure 2A), and more particularly a mechanism for securing a load to the load carrier. The system provides a pair of clamping members 110 where each clamping member is supported on a rail 108 and includes an upright member 112, 113 for engaging the load. At least one of the clamping members is laterally movable with respect to the vehicle towards the other of the clamping members by the action of a transmission, said transmission preventing the clamping member from moving in the opposite direction. Therefore, a load may be clamped between the clamping members. The transmission may be released so as to allow the movable clamping member to move in an opposite release direction, said actuation possibly being operated remotely from the clamping members without a user having to access the roof of the vehicle or relinquishing control of the load while securing it.

Description

A VEHICLE EXTERIOR LOAD CARRIER SYSTEM

Technical Field

[001] The present invention concerns a vehicle exterior load carrier system, especially a vehicle roof bar system. More particularly the invention is concerned with a means for securing a load to be carried to the load carrier system.

Prior Art

[0021 The reader should note that the convention followed in this specification defines longitudinal, lateral and upright as the longitudinal, lateral and upright directions of a vehicle to which the system is attached and not the long direction of the roof bar. If the load carrier system is examined in isolation from a vehicle it should be construed accordingly.

1003) A conventional load carrier system is illustrated in prior art figure 1. In this case a medium sized van 1 is provided with mounting points 2. A load carrier generally indicated by arrow 3 comprises a roof bar 4. A support structure comprises a left foot 5R and a right foot 5L (which cannot be seen in the figure). Each of the feet 5 are identical. Each foot 5, is secured at the bottom by means of a machine screw to one corresponding vehicle mounting point. A further machine screw attaches the top of the foot to a point on the underside of the roof bar 4 in a manner which prevents relative movement of the bar and vehicle roof. There are many variations of the means of attachment to accommodate the large range of vehicles and this application is not intended to be restricted to any one of them.

[0041 In this prior art example two load carriers are attached to the roof laterally spaced to facilitate carrying elongate loads such as the light weight sailboard shown. Additional load carriers may be used to increase the load carrying capacity. An inexhaustive list of alternative loads include other kinds of small vessel, building materials such as planks of wood, pipe and tools such as ladders. For a user, the process requires that the load is placed onto the load carriers and then secured to at least one, or preferably each of the load carriers. The illustration shows a user deploying a cam strap 6 to secure the sailboard. In this case the cam strap is run under the roof bar 4 to the right hand side of the sailboard and each end must then be thrown over the sailboard. The user must then move to the left side of the vehicle, climb up to gain access to the ends of strap, pass one end of the strap under the roof bar 4 to the left of the sailboard, attach the ends of the straps together via a cam buckle 7 and then tighten the strap 6 to clamp the sailboard to the roof bar 4. This can be challenging even in fair weather, since for high sided vehicles or users who are not very tall it may require the user to climb on the roof or balance precariously on a wheel. However in windy conditions it can become very difficult to get the straps across the sailboard and the sailboard is likely to literally blow away while the user attempts to reach the other side of the vehicle and secure the straps. This has been known to cause damage to the sailboard and adjacent vehicles and presents a hazard to anyone standing downwind.

10051 While the exemplary load in this case is a sailboard some or all of these problems can apply to many other kinds of load and load carriers deployed even on low sided vehicles. For example securing a ladder may be secured via cam straps or by means of a screw down or overlocking clamp attached to the roof bar of the vehicle. Either system requires that the user gain access to the roof of the vehicle.

[0061 A further problem is experienced with securing loads comprising multiple elements, especially of disparate types, for example a load consisting of a ladder and materials such as pipe and beams of wood as might commonly be carried by a tradesman. Such loads do not readily pack closely together on initial loading. In consequence a load can appear to be tightly gripped by cam straps but wind and vibration can cause the load to move and loosen while driving. The result can be damage to the load, the vehicle and others.

[007] Certain vehicle exterior load carrier systems such as GB2472105A attempt to address the problem of securing a load by providing the roof bar with a first upright U shaped element disposed at a first end. A telescoping bar is received in the roof bar at the opposite end and supports a second upright U shaped element such that the openings of the U shaped elements are horizontally opposed. A securing pin is arranged to act between the roof bar and the telescoping bar to lock the telescoping bar into any one of a plurality of discrete lateral locations. This load carrier system cannot secure a load without accessing the securing pin on the roof and is limited to loads exactly compliant with the height and separation of the U shaped elements and the discrete lateral locations.

10081 The use of an upright member to partially alleviate a few of the problems mentioned above is commonplace. However these are all difficult to adjust in that they usually have a nut and bolt system to grip the upright at a fixed position against the roof bar. FR2989338 discloses another load carrier system in which an upright member is secured to a roof bar. The uprights can be displaced laterally (with respect to the vehicle) and locked in place. To displace the upright a pin latch is released and the upright pivoted to a horizontal condition substantially parallel to the roof bar. This disengages a cam brake from the roof bar and allows the upright to slide in a track formed in the roof bar. When the upright reaches the desired position it is pivoted to the upright condition where the cam brake bears against the roof bar securing it against lateral movement. As with GB2472105A, the user must access the upright to displace it and cannot displace the upright when it is deployed to the upright condition.

[009] The present invention aims to provide a vehicle exterior load carrier system which alleviates at least some of the technical problems described above and improves on the solutions presented by GB2472105A and FR2989338.

Statements of Invention

[0101 A vehicle exterior load carrier system comprising a roof bar; a pair of clamp members, each of which supports an upright member projecting up from the roof bar; at least one of said clamp members being a movable clamp member capable of movement to apply a gripping force to a load clamped between the clamp members and capable of being immovably secured when clamping the load.

/um In a first preferred form of the invention the movable clamp member is moved by means of a transmission. The transmission may have a first clamping condition and a second release condition. In the clamping condition the transmission is configured so that the clamping member is only capable of moving in a clamping direction, towards the other clamping member. In the release condition the movable clamping member is capable of moving away from the other static clamping member to release the load.

[012] The transmission preferably is operable from a position remote from the clamping member. This may advantageously be achieved by means of an elongate drive cable which can be manually operated to operate the transmission in the clamping condition. A separate release cable may also be manually operable from the remote position to switch the movable clamp member to the release condition and move the movable clamp away from the other clamp. The remote position may be provided by a bracket secured to a foot whereby the roof bar is secured to the vehicle and relatively easily accessed by a user.

/0/3] The other clamping member may also be movable by similar transmission means or may be a static clamp secured in a fixed position to the roof bar.

/0/4/ In one preferred embodiment the clamp members are mounted on a rail. The rail may be attached to a substantially conventional roof bar by means of brackets, allowing a conventional load carrier to be readily adapted by the system. An alternative system may have a rail formed integrally with the roof bar.

[0/5] The transmission may comprise an inchworm drive. For the purpose of this specification an inchworm drive is any drive which allows the carriage to be moved, by increments, in one direction but during operation prevents movement in the opposite direction.

Instead of using the drive cable and release cable to remotely operate the clamping member the transmission may be motorised. A motorised clamping member could be wirelessly controlled from a wireless remote control device such as a smart phone.

(01 7] The transmission may alternatively comprise an elongate flexible cable led around a system of guides to the accessible point where the cable may be secured by a releasable cleat to prevent the carriage moving in the reverse direction.

[OM In use the system is attached to a vehicle roof by means of a support structure. A load to be secured is disposed between the first and second uprights, most conveniently from the rear or front of the vehicle. The cable is actuated manually from the access point to move the first upright towards the second upright and clamp the load between them.

10191 The system allows an infinite degree of movement by the movable clamp member unlike the system of GB2472105A and so accommodates gripping any load which can be fitted between the uprights. Unlike the system of FR2989338 the clamping member can move with the uprights erect and in combination with the transmission can move to actually apply a gripping force to secure the load against longitudinal, lateral and vertical movement.

Brief Description of Figures

[020] Embodiments of a vehicle exterior load carrier system in accordance with the present invention will now be described, by way of example only, with reference to the accompanying figures, in which: figure 2A is a SW isometric view of a load carrier system according to a first embodiment mounted on a van; figure 2B is an enlarged SW isometric view of the rear load carrier system of the first embodiment; figure 2C is a front elevation of the rear system of the first embodiment; figure 2D is a further enlarged detail "2D" of a movable clamp in figure 2C; figure 2E is a further enlarged detail "2E" of a static clamp in figure 2C; Figure 2F is a front elevation of a motorised and remote wirelessly controlled variant of the first embodiment; figure 3A is a SW isometric view of a second embodiment of the system in use on a van; figure 3B is an enlarged SW elevation of the rear system from figure 3A; figure 3C is a further enlarged elevation view from the right hand side (of the van) shown in figure 3B; figure 3D is a broken sectional front elevation on the view line 3D-3D in figure 3C; figure 3E is an enlarged sectional view through a roof bar of the second embodiment on the line 3E-3E in figure 3D; figure 3F is an enlarged left side elevation of a movable clamp of the second embodiment; figure 3G is an enlarged perspective detail of the left end of the roof bar in figure 3B; figure 3H is an enlarged perspective detail of the right hand end of the roof bar; figure 31 is an enlarged perspective detail of a mechanism of the static clamp of the second embodiment; Figure 3J is a left end elevation of a variant of the second embodiment; Figure 3K is a front elevation sectional view on the line 3K-3K in figure 3J; Figures 4A, 4B and 4B are front elevations which diagrammatically illustrate a variant applicable to either of the first or second embodiment wherein an upright member is adapted to conform to and grip a load; Fig 5A is a SW isometric view of part of the top of the vehicle and a load carrier according to the first embodiment with a second variant of the carrier; Fig 5B is a front elevation of the variant of figure 5B.

Detailed Description of the Figures

[021] Figure 2A shows a vehicle exemplified by a medium sized van 1, having mounting points 2 provided in the van roof. For the avoidance of any doubt the system may be applied to any vehicle capable of use with an exterior load carrier system. In this case a conventional rear load carrier generally 3 comprising a roof bar 4 and feet 5R and 5L is secured to the rearmost mounting points 2 via machine screws. For the sake of brevity only the rear system will be described since the front system is identical other than in its location.

1022/ A rail 108 is fastened by means of identical brackets 109R and 109L to extend horizontally and laterally in front of the roof bar 4. The rail 108 supports a movable clamp member 110 and a static clamp member 111. The movable clamp member 110 comprises a car which supports a movable upright member 112. The static clamp member 111 comprises a car which supports a static upright member 113.

[023] The movable clamp 110 comprises a housing 114 defining a passage through which the rail 108 passes. The housing 114 contains an inchworm drive arrangement having a first clutch 115 and second clutch 116. The clutches are operable by the oscillation of a drive lever 117 which can be pivoted about a pivot pin 118. As the lever is pivoted counter clockwise one of the clutches 115, 116 grips the rail 108 while the other releases the rail such that the action of the lever propels the housing 114 in one direction, to the left in figure 2D. Springs cooperate to urge the lever 117 in a clockwise direction causing the other of the clutches to grip the rail while the clutch which moved first returns to its starting condition ready to repeat the cycle. Thus the movable clamp 110 can be incrementally displaced along the rail 108 in a clamping direction to the left. At least one of the clutches 115, 116 always engages the rail 108 to resist movement to the right (the release direction).

[24] Oscillating movement of the lever 117 is induced by a drive cable 119. The drive cable is attached to the end of the lever remote from the pin 118 and is led through a cable sheath 120 retained in a fixed position relative to the housing by an abutment 121 extending from the housing 114. The cable sheath 120 guides the inner cable to a relatively accessible location which for convenience is shown as a bracket 122 secured to the left hand foot 5L of the carrier.

[25] An arm 123 extends up from the housing 114 to support the upright member 112. The upright member 112 is attached to the arm via a sliding junction so that its height above the rail can be adjusted. A resiliently deformable pad 124 may be used to face the upright 112 whereby the face of the upright can resiliently conform to the shape of a load.

10261 A release cable 125 is attached to a release lever 126 and lead to the bracket 122.

Pulling the release cable 125 actuates the release lever 126. Actuation of the release lever disengages each clutch 115, 116 from the rail 108 which allows the movable clamp 110 to move in a release direction to the left in figure 2D opposite the motion induced by lever 117.

[27] The release cable 125 is stored in an inertial reel 125' which allows the release cable to extend as the movable clamp moves away from the left foot 5L and retracts the cable as the movable clamp moves towards the left foot 5L. Vigorously tugging the release cable 119 engages the clutch in the inertial reel 125' to allow the release lever to be actuated.

[28] In a variant of the first embodiment a second inertial reel (not shown) can be mounted between the drive cable end and the remote operation position to accommodate movement of the movable clamp without leaving slack in the drive cable.

[29] Static clamp 111 comprises a housing 127 formed with a passage into which the rail 108 is received. The static clamp housing 127 houses a rail clamp provided by an anvil portion 128 underlying the rail and a press portion 129 overlying the rail 108. The press portion is displaceable vertically in the housing 127 to move towards or away from the rail 108. The press portion 129 is normally urged towards the rail 108 via the action of a cam 130 which can be rotated by an arm 131 to press down or release a connecting rod 132. The connecting rod 132 bears onto the press portion 129. Wth the lever 131 depressed as shown the rail 108 is clamped between the press portion 129 and the anvil 128 so that it strongly resists sliding in either direction along the rail 108. The lever 131 and cam arrangement are such that the position of the lever is monostable in the locked position.

[30] Similarly to the movable clamp 110 the static clamp has an arm 133 extending up from the housing to support the upright 113 and a resiliently deformable pad 134 which serves the same purpose as pad 124.

[03/] To use the system the user locates the static clamp 111 at a position suited to the load and locks it in place on the rail 108 by means of the lever 131. The load, such as the sailboard shown in figure 2A is loaded onto the roof bars between the static and movable clamps. The user then repeatedly pulls on the cable end 119' to move the pad 124 of the clamp 110 into engagement with the corresponding side of the load until the load is firmly gripped between the uprights of the two clamps 110,111. Because this is a single handed operation which can be undertaken by the user from the side or rear of the van the user need not release the load until it is firmly held by the clamps. This works equally well with loads such as ladders. In the case of complex loads comprising multiple elements the action of the movable clamp tends to pack the elements into a dense configuration which cannot move sideways and come loose in transit. Furthermore multiple load elements can be secured to each other first by using a cam strap or bungee then clamped as one peace to reduce the risk of movement.

[0321 The first embodiment has been described with a static clamp 111. However a variant of the first embodiment substitutes a second movable clamp for the static clamp arranged to move towards each other to secure a load. Where a second movable clamp is employed the second movable clamp may be controlled by a second drive cable or an arrangement of a common drive cable 119.

[0337 In another variant of the first embodiment the drive cable Figure 2F illustrates a variant of the first embodiment which substitutes a motor drive and wireless controller for the drive cables 119, and the release cable 125 in the movable clamp 110A. As shown in figure 2F the abutment 121 is replaced by a battery pack housing 135 and a chassis 136. The chassis 136 supports each of a first servo drive motor 137 and servo release motor 138. The battery pack 135 also contains a motor controller 139 operable via a wireless link to be controlled either via a dedicated wireless control device running a protocol such a ZigbeeTM or via an application running on a smart phone 140 and communicating via a wireless protocol such as WiFi or BluetoothTM. Batteries in the battery pack power the controller 139 and motors 136 and 137. Operation of first switch 141 on the controller activates the first motor 137 which oscillates the lever 117 and drives the movable clamp to grip the load. Actuation of a second switch 142 drives the release motor 139 which operates the release lever 126.

[0341 The first embodiment of the system is advantageous in that it can readily be used to adapt an existing load carrier system.

Second embodiment [0351 Figures 3 show a second embodiment of the invention in which the conventional roof bar 4 and rail 108 is replaced by a single roof bar 208. As can best be seen in figures 3E and 3H the roof bar has a special "H" section profile which might be made by extrusion from plastics or aluminium or made up by welding standard extrusions. The profile comprises opposing upstanding front and back walls 209, 210, a top flange 211, 212 extends from the uppermost edge of each upstanding wall towards the opposing upstanding wall to leave a through channel 213 which extends the length of the roof bar 208 and between the flanges. Bottom flanges 214, 215 extend in opposition to each other from the bottom edges of the upstanding walls to leave a bottom channel 216. The upstanding front and back walls are rigidly connected by a web 217 which extends horizontally between them to form a rigid structure.

[36] The bottom channel 216 provides a point of attachment to the feet 5 by means of machine screws and nuts.

Each of the clamp members 217 and 218 is similar in construction and so only the movable clamp member 217 will be described in detail with reference to figure 3F. The clamp member comprises a car in the form of an inverted "I" section slider part having a vertical web 219 which spans between a horizontally extending runner 220, and an overlying member 221. An upright member is provided by an elongate channel section 222 which extends up from the overlying member 221. The dimensions of the runner and web correspond to the dimensions of the channel 213 so that the runner and web can be slidably received into the channel 213 for lateral movement.

[37] When the movable clamp member 217 is mounted into the channel 213 it is connected to the end of a transmission cable 223. Thus the channel 213 serves as the rail in the first embodiment. The cable 223 is passed through the channel 213 to the opposite end of the roof bar where it is guided around a first pulley 224. The cable 223 is then led under the web 217 to a second pulley 225. An end cap 226 is attached to the first end of the roof bar 208 to swing around a pivot so that a cable cleat 227 can be brought into engagement with the cable to prevent the cable 223 moving or released to permit motion. A second end cap 228 covers the opposite second end of the roof bar to cover the pulley 224 and may include cable guides to ensure that the cable remains engaged in the grooves of the pulley.

[0.381 The static clamp 218 is similar to the movable clamp except that a spring biased latch mechanism 229 is installed In the channel section 222 as shown in figure 31. The latch 229 normally biases two pins extending through through-holes 230 in the overlying member 221 to engage with an array of pin holes 231 which extend the length of the roof bar 208. Thus raising a lever 232 of the latch allows a user to manually slide the static clamp member 218 to an alternative fixed position in engagement with any pair of the pinholes 231.

/0391 In use the system according to the second embodiment employs a procedure much like the first embodiment. The static clamp 218 is secured at any desired lateral position using the latch 229. The load is then lifted onto the roof bars 208 and with the end cap swung to the disengaged position the cable end 223 is pulled causing the movable clamp member 217 to slide laterally towards the static clamp member clamping the load between them. When the load is firmly clamped the end cap 226 is latched down so that the cable is engaged by the cleat 227 and the clamp members are retained in place.

10401 A variant of the second embodiment is shown in figures 3J and 3K in which a second movable clamp member 217 L replaces the static clamp member 218. The arrangements fpr moving and securing the right hand side movable clamp member 217R are substantially as described above and common components are identified by similar numerals however the cable 223R and corresponding pulleys 224R and 225R of the transmission mechanism are offset from the centreline of the roof bar 208 to allow for a second transmission cable 223L to be lead to the left hand side movable clamp member 217L and out through the channel 213 over a second guide pulley 225L, where it may be cleated by a second cleat 227L.

10411 The second embodiment obviates the clutch mechanism used in the first embodiment and retains all the cables neatly within the roof bar. Providing a key or combination operated lock on the end cap 226 and latch 229 would make unauthorised release of the load difficult and improve load security.

[042] Figure 4A shows a variant applicable to either the first or second embodiments. The variant has a roof bar 4 which may have a separate rail as at 108 or an integral rail such as 208. A pair of movable clamp members 310 comprise a car 311 which can be similar to either of the cars described for the first or second embodiments. As with the first and second embodiments each car supports an upright member 312. As with the first and second embodiments the transmission is capable of moving the or each car towards a load "L" which in this example is planks of wood. The transmission may be any transmission suitable for the purpose such as those described with reference to the first and second embodiments.

10431 The variant differs from the previous embodiments in that the upright 312 is formed from a lower upright part 313 and an upper upright part 314. The lower part 313 is mounted to move laterally along the car 311 from a medial end 315 of the car towards a strut 316. The upright is biased towards the medial end by a bias means such as a compression spring 317. A rigid first connecting rod 318 is connected to the lower part 313 via pivot 319. The end of the first connecting rod 318 remote from the lowere upright is connected via a pivot 320 to a crank arm 321 mounted on a crank arm pivot 322 supported on the strut 316. Thus, as the car is displaced into engagement with the load L as described with reference to the first and second embodiments, the force applied to the load overcomes the bias force and displaces the lower upright towards the strut as shown between figures 4B and 4C. This will cause the crank arm 321 to rotate. Rotation of the crank arm 321 displaces an upper connecting rod pivot 322 to which is coupled an upper telescopic connecting rod 323. The upper telescopic connecting rod 323 is connected via a pivot 324 to upper part 314. The upper part 314 is connected via a hinge 325 to extend vertically up from the lower part 313. As the upright is displaced towards the strut the upper part 314 rotates medially, towards the load to trap and grip the load vertically between the upper part 314 and the roof bar. The upper connecting rod 323 is telescopic and biased by means such as a spring to the extended condition. The telescopic function of the upper connecting rod allows accommodation for loads with a range of profiles.

10441 When the transmission is released the spring 317 will encourage the upright to move towards the medial end 315 and return to its starting position.

10451 As with previous embodiments the uprights may be faced with a layer of resilient material to better accommodate the shape of a load, enhance the grip of the load and distribute the gripping force to prevent damage to the load.

[46] The variant of figures 4A-4C allows the upright to deform by articulating around the hinge. However further variants may allow the upright to deform around an elastic hinge region or hinge regions.

[47] The variant of figures 4A-C can be configured to work where one car is static and an upright according to the variant is mounted on the static car.

[48] Where the load carrier is to carry only a very specific kind of load such as sailboards, surfboards or the like the uprights can be adapted by means of pads and/or attachments to accommodate the special needs of such loads.

[49] Figures 5A and 5B illustrate a second variant of the load carrier applicable to either of the first or second embodiments. In this variant opposing movable clamps 11OR and 110L are mounted on the rail 108. Each opposing movable clam supports an upright 400. Each upright supports a gripping element 401A, 401B. The gripping element is elastically or plastically deformable by the action of the gripping element bearing against the load. In the variant of figures 5A and 5B each gripping element comprises two bands of sprung steel or memory metal 402 and 403 secured to the upright to extend generally horizontally and medially of the load carrier. Band 403 overlies band 402 and each is bent to a "U" shaped formation with the opening of the "U" facing medially. With a load such as the sailboard the incremental movement of the uprights towards the load causes the edges of the load to be captured between the upper band 403 and lower band 402 which deform to the shape of the load as they are pressed onto the load.

10501 The second variant may have a second layer of gripping elements 401 B supported above the first elements 401A in order to facilitate gripping a second load stacked on top of the first load. The second variant contemplates adding additional layers of gripping elements as required.

[51] Where multiple layers of gripping elements are provided the relative horizontal positions of the overlying gripping elements can be adjusted via a clamping bolt 403 as shown in figure 5B to accommodate stacked loads elements of different widths.

[52] The gripping elements 402, 403 may be padded with neoprene or a like material to improve grip and prevent the gripping elements damaging the load.

Claims

Claims 1. An external load carrier system for a vehicle wherein the load carrier comprises a roof bar adapted by means of a support structure to be mounted, extending laterally across the roof of a vehicle the system comprising: a rail (108, 208) capable of attachment to, or forming an integral part of, a roof bar (4), a first clamp member (110, 217) and second clamp member (111, 218) engageable with the rail (108) each supporting an upright member (112, 113, 222); wherein a transmission is arranged to move at least the first clamp member in a first clamping direction along the rail to clamp a load between the first and second upright members and to prevent the first clamp member from moving in the opposite release direction.
2. A system according to claim 1 wherein the transmission comprises an inchworm drive assembly operable by a drive lever (117) such that the clamping member can move only in a clamping direction.
3. A system according to claim 2 wherein the transmission further comprises a drive cable (119) arranged to actuate the drive lever (117) from a position remote from the movable clamp member (110).
4. A system according to claim 3 wherein a release cable (125) is lead to the remote position and communicates with a release actuator whereby the inchworm drive can be released from engagement with the rail (108) to enable the movable clamp to move in a release direction opposite to the clamping direction and release the load.
5. A system according to claim 3 or claim 4 wherein the drive cable and the release cable are lead to a bracket (122) mounted on a support structure of the load carrier.
A system according to any one of the preceding claims wherein the transmission is operated by a motor (137).
7. A system according to claim 6 wherein the motor (137, 138) is arranged to act between the lever (117) and a housing (114) of the car.
8. A system according to claim 6 or claim 7 wherein the motor (137, 138) is remotely operable.
9. A system according to claim 8 wherein the remote operation is achieved via wireless communication with a remote control device.
10. A system according to claim 9 wherein the remote control device is a smartphone.
11. A system according to any one of the preceding claims wherein the rail (108) is attached to a conventional roof bar (4) by means of brackets (109).
12. A system according to claim 1 wherein the rail (208) is integral with the roof bar.
13. A system according to claim 12 wherein the rail (208) is provided by a channel (213) formed in the roof bar.
14. A system according to claim 13 wherein the car slides in the channel.
15. A system according to claim 14 wherein the movable clamp member (217) is connected to a cable lead through channels formed in the roof bar (208) for operation from the end of the roof bar.
16. A system according to claim 15 wherein the cable can be secured by a cable cleat (227) to prevent the movable clamp member from moving in the release direction.
17. A system according to any one of the preceding claims wherein the uprights are faced with a resiliently deformable pad (124, 134) to conform to the shape of the load.
18. A system according to any one of the preceding claims wherein the second clamp member is a movable clamp member arranged to move in opposition to the first clamp member.
19. A system according to anyone of claims 1 to 17 wherein the second clamp member is a static clamp member (111) having a car including a rail clamp or latch adapted to releasably grip the rail (108) and prevent movement in either the clamping or release direction.
20. A system according to any one of the preceding claims wherein an upright is deformable by the action of bearing against a load to deform to grip the load.
21. A system according to claim 20 wherein the deformation of the upright causes the upright to grip the load between the roof bar and the upright as well as between opposing uprights.
22. A system according to one of claims 20 or 22 wherein the deformation accommodates loads with a range of profiles and profile dimensions.
23. A system according to any of claims 20-22 wherein the deformation is achieved by articulating an upper part of the upright around a hinge mounted on the lower part of the upright.
24. A system as herein described with reference to the accompanying figures.
25. A method of securing a load to an external load carrier mounted on a vehicle comprising the steps of: placing the load between a pair of clamping members of the load carrier system; operating a transmission to move at least one clamping member relatively towards the other clamping member to clamp the load between the clamping members.
26. A method of securing a load according to claim 25 comprising the step of operating the transmission from a location remote from the clamping members.
27. A method according to claim 26 where the transmission is operated from a location to; * the side, * the rear, and/or * the front of the vehicle.
28. A method according to claim 26 or 27 wherein the transmission is operated by actuating a wireless remote control.
29. A method according to claim 25 and as herein described.Amendments to the calims have been made as follows Claims 1. An external load carrier system for a vehicle wherein the load carrier comprises a roof bar adapted by means of a support structure to be mounted, extending laterally across the roof of a vehicle the system comprising: a rail (108, 208) capable of attachment to, or forming an integral part of, a roof bar (4), a first clamp member (110, 217) and second clamp member (111, 218) engageable with the rail (108) each supporting an upright member (112, 113, 222); wherein (r) a transmission is arranged to move at least the first clamp member in a first clamping direction along the rail to clamp a load between the first and second upright members and to prevent the first clamp member from moving in the opposite release (r) direction, C\I wherein the transmission comprises an inchworm drive assembly operable by a drive lever (117) such that the clamping member can move only in a clamping direction.2. A system according to claim 1 wherein the transmission further comprises a drive cable (119) arranged to actuate the drive lever (117) from a position remote from the movable clamp member (110).3. A system according to claim 2 wherein a release cable (125) is lead to the remote position and communicates with a release actuator whereby the inchworm drive can be released from engagement with the rail (108) to enable the movable clamp to move in a release direction opposite to the clamping direction and release the load.4. A system according to claim 2 or claim 3 wherein the drive cable and the release cable are lead to a bracket (122) mounted on a support structure of the load carrier.5. A system according to any one of the preceding claims wherein the transmission is operated by a motor (137).6. A system according to claim 5 wherein the motor (137, 138) is arranged to act between the lever (117) and a housing (114)of a car.7. A system according to claim 5 or claim 6 wherein the motor (137, 138) is remotely operable.8. A system according to claim 7 wherein the remote operation is achieved via wireless communication with a remote control device.9. A system according to claim 8 wherein the remote control device is a O smartphone.10. A system according to any one of the preceding claims wherein the rail (108) is attached to a conventional roof bar (4) by means of brackets (109).11. A system according to claim 1 wherein the rail (208) is integral with the roof bar.12. A system according to claim 11 wherein the rail (208) is provided by a channel (213) formed in the roof bar.13. A system according to claim 12 wherein a car slides in the channel.14. A system according to claim 13 wherein the movable clamp member (217) is connected to a cable lead through channels formed in the roof bar (208) for operation from the end of the roof bar.15. A system according to claim 14 wherein the cable can be secured by a cable cleat (227) to prevent the movable clamp member from moving in the release direction.16. A system according to any one of the preceding claims wherein the uprights are faced with a resiliently deformable pad (124, 134) to conform to the shape of the load.17. A system according to any one of the preceding claims wherein the second clamp member is a movable clamp member arranged to move in opposition to the first clamp member.18. A system according to anyone of claims 1 to 16 wherein the second clamp member is a static clamp member (111) having a car including a rail clamp or latch adapted to releasably grip the rail (108) and prevent movement in either the clamping or release direction.19. A system according to any one of the preceding claims wherein an upright is deformable by the action of bearing against a load to deform to grip the load.20. A system according to claim 19 wherein the deformation of the upright causes O the upright to grip the load between the roof bar and the upright as well as between opposing uprights.21. A system according to one of claims 19 or 21 wherein the deformation accommodates loads with a range of profiles and profile dimensions.22. A system according to any of claims 19-21 wherein the deformation is achieved by articulating an upper part of the upright around a hinge mounted on the lower part of the upright.23. A system as herein described with reference to the accompanying figures.24. A method of securing a load to an external load carrier mounted on a vehicle comprising the steps of: placing the load between a pair of clamping members of the load carrier system; operating a transmission to actuate an inchworm drive in order to move at least one clamping member, in a clamp direction relatively towards the other clamping member to clamp the load between the clamping members.25. A method of securing a load according to claim 24 comprising the step of operating the transmission from a location remote from the clamping members.26. A method according to claim 25 where the transmission is operated from a location to; * the side, * the rear, and/or * the front of the vehicle.27. A method according to claim 25 or 26 wherein the transmission is operated by actuating a wireless remote control.28. A method according to claim 24 and as herein described.O