Abstract:
A sports equipment rack for mounting to a vehicle, the vehicle including a first generally planar surface expanse and a second generally planar surface expanse disposed adjacent the first surface expanse in a concave relation thereto to form a corner. The rack comprises a base, the base including a first surface-contacting portion for supporting the base against the first surface expanse, a second surface-contacting portion for supporting the base against the second surface expanse, and an equipment-supporting portion for supporting equipment on the rack. The rack also includes at least one securing structure coupled to the base, wherein the securing structure is configured to simultaneously urge the first surface-contacting portion against the first surface expanse and the second surface-contacting portion against the second surface expanse to thereby secure the rack to the vehicle.

Description:
TECHNICAL FIELD 
     The present invention relates to vehicle-mounted sports equipment racks. More particularly, it provides a sports equipment rack that may be quickly and easily mounted in a pickup truck bed adjacent the tailgate of the truck. 
     BACKGROUND OF THE INVENTION 
     The transportation of sports equipment, such as bicycles, on a pickup truck poses unique problems not encountered when transporting sports equipment on other automobiles. Generally, some sort of rack system, such as a roof rack, is used when carrying bicycles on most automobiles. Roof rack systems typically employ two crossbars that are mounted across the roof of a vehicle to provide at least two secure points of attachment for mounting a bicycle to the vehicle. However, these systems are often not suited for use with pickup trucks. For example, many of these systems require the automobile to have a fairly long roofline so that the crossbars are spread for enough apart to allow the bike fork to be mounted to one bar and the rear wheel to the other. Pickup trucks often have too short a roofline for this type of rack. Second, the height of the roof of many pickup trucks may make it difficult both to attach a rack to the roof and to mount equipment on a rack attached to the roof. 
     Instead of using a roof rack, a pickup truck owner may choose to transport a bicycle loose in the bed of the truck. However, this method has several drawbacks. First, there is a danger that the bicycle may be ejected from the back of the vehicle under some driving conditions. Second, a loose bicycle may damage the truck bed, or may be damaged itself, by sliding or bouncing around in the truck bed during transport. Third, when carrying more than one bike, the bikes must often be laid on their sides at least partially on top of one another in the truck bed. This arrangement can cause damage to both bikes as the bikes slide around or bump each other while in transport. Thus, it is better to secure the bikes in the bed than to leave them loose. One solution is to tie or strap the bikes into the truck using tie-downs that are often standard equipment on pickup trucks. However, the bikes still must generally be laid on their sides in the truck bed, leading to the possibility that the bikes may scratch or damage the truck bed or each other during transport. Furthermore, it can be difficult to strap or tie the bikes in tightly enough to ensure they will not move when the truck changes speed or direction. 
     A second solution is to use a rack system designed to be mounted in a truck bed. Several different types of racks made for mounting in pickup truck beds are known. For example, one type requires special mounts to be bolted into the truck bed to which an ordinary roof rack may be mounted. Another type has equipment mounts that may be directly bolted to the truck. Both of these types of racks require holes to be drilled into a truck bed to mount the rack. Thus, these types of racks may not appeal to some truck owners, as drilling holes into the truck bed may require some time and expertise, and may lower the value of the truck. Moreover, once the mounts are bolted to the truck, they may be difficult to remove or reinstall. 
     Another type of pickup truck bed rack system consists of a strap or crossbar tensioned between the rails of a pickup truck bed to which bicycles may be mounted. This type of rack has several drawbacks. First, the racks are braced only against the sides of the truck bed. Thus, they may shift forward or backward when the truck decelerates or accelerates. Second, only the tension of the crossbar or strap between the side rails secures the racks to the truck. If the tensioning system loosens or fails, the crossbar or strap may come loose from the truck, possibly resulting in damage to the bicycles or the truck. 
     Other pickup truck rack designs balance the bicycles on the truck rails or hang the bike off of the tailgate outside of the truck bed. These designs are limited in the number of bikes they may hold, and do not place the bikes within the protective confines of the truck bed. Moreover, some of these designs require holes to be drilled into the truck body. 
     Therefore, there remains a need for a sports equipment rack for a pickup truck bed that may be quickly and securely mounted in the bed. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 is a perspective view of a sports equipment rack according to one embodiment of the present invention. 
     FIG. 2 is side view of the embodiment of FIG. 1, with a cutaway view of a pickup truck bed and a tailgate in an open position. 
     FIG. 3 is a side view of the embodiment of FIG. 1, with a cutaway view of a pickup truck bed and a tailgate in a closed position. 
     FIG. 4 is an enlarged perspective view of an anchor of the embodiment of FIG.  1 . 
     FIG. 5 is a sectional view taken along line  5 — 5  of FIG.  4 . 
     FIG. 6 is a partially sectioned view taken along line  6 — 6  of FIG. 4, with a loop of strap in an unbiased position. 
     FIG. 7 is a partially sectioned view taken along line  6 — 6  of FIG. 4, with the loop of strap in a biased position. 
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     The present invention provides a lightweight, easy to install sports equipment rack that may be quickly mounted to a vehicle. One embodiment of the invention is shown in FIGS. 1-3 as a rack  10  for mounting in the bed of a pickup truck. Rack  10  includes a base  12  for supporting rack  10  against a first surface expanse  14 , such as the upper surface of a truck bed  16 , and a second surface expanse  18 , such as the inner surface of a tailgate  20 , in the region where first surface expanse  14  and second surface expanse  18  meet to form a corner  22 . Rack  10  also includes at least one securing structure  24  that secures the rack to the vehicle by simultaneously urging base  12  against first surface expanse  14  and second surface expanse  18 . Thus, securing structure  24  holds rack  10  firmly in corner  22 , fixing rack  10  to the vehicle and preventing rack  10  from moving when the vehicle changes direction or speed. 
     Base  12  includes a first surface-contacting portion  26  for supporting rack  10  against bed  16 , a second surface-contacting portion  28  for supporting rack  10  against tailgate  20 , and an equipment-supporting portion  30  for mounting sports equipment to rack  10 . These portions may be formed from a single piece of material, or may be constructed from more than one piece, depending upon the features desired in base  12 . For example, if minimizing the storage size of rack  10  is an important design consideration, base  12  may be made from a plurality of pieces that may be disassembled for compact storage. In the preferred embodiment, however, base  12  has a one-piece design. This offers several advantages over other designs. For example, a one-piece design does not require any assembly before use, simplifying the mounting of rack  10 . Also, the design reduces the risk of losing constituent parts of rack  10 , and lessens the danger of failure or breakage at the joints between pieces. 
     Base  12  is generally constructed from a material that is strong and resistant to damage and oxidation. In the preferred embodiment, base  12  is formed from a length of 1⅛-inch outer diameter, {fraction (1/16)}-inch wall tubular steel, as this material may be easily formed into the various shapes for rack  10  that may be necessary for different types of vehicles. In the preferred embodiment, a first surface-contacting portion  26  and a second surface-contacting structure  28  are formed in each end of base  12  by bending the length of tubular steel into the desired shapes, described in more detail below. The tubular steel may be painted or otherwise coated to protect the rack from rust and damage, as well as to increase the grip of accessories on base  12 . 
     Base  12  is supported against bed  16  by first surface-contacting portion  26 . First surface-contacting portion  26  helps to prevent rack  10  from tipping or rocking when a vehicle to which rack  10  is mounted changes speed or direction, and supports equipment-supporting portion  30  over bed  16 . In the preferred embodiment, first surface-contacting portion  26  includes a generally linear foot structure  32 , and a support structure  34  that curves upward from foot structure  32  to meet equipment-supporting portion  30 . The long axis of foot structure  32  is aligned generally perpendicular to the long axis of equipment supporting portion  30 , increasing the stability of rack  10 . The width W of foot structure  32  may be chosen to give rack  10  desired stability and storability characteristics. A wider foot structure  32  provides more stable support, but also takes up more storage space. A preferred range of measurements for the width W of foot structure  32  to provide reasonable stability and storability is 8-16 inches, and more preferably approximately 12 inches. To prevent first surface-contacting portion  26  from damaging bed  16 , one or more pads  36  may be disposed between foot structure  32  and surface  14 . In the preferred embodiment, two pads  36  are attached to each foot structure  32  relatively close to the ends of foot structure  32  so the stability of base  12  is not compromised by the use of pads  36 . 
     In addition to foot structure  32 , first surface-contacting portion  26  also includes support structure  34 . Support structure  34  has a curved spacing region  38  that curves upward from one end of foot structure  32  to support equipment-supporting portion  30  above bed  16 , and a generally linear connecting region  40  that connects spacing region  38  to equipment-supporting portion  30 . In the preferred embodiment, each end of equipment-supporting portion  30  is held suspended above bed  16  by one support structure  34 . Placing equipment-supporting portion  30  above bed  16  makes it easier to attach a bike to rack  10 , because a user does not have to bend down as far to tighten the fork block. 
     The height H of support structure  34 , along with the width W of foot structure  32 , may be chosen to give rack  10  desired stability and storability characteristics. While support structure  34  may be made to any desired height, it is preferable for height H to be less than width W to increase the stability of rack  10 . With a preferred foot structure length W of approximately 12 inches, a suitable range of heights h for support structure  34  would be 3-8 inches, and more preferably 4½-5½ inches, although it should be understood that values outside these ranges could be used. Similarly, connecting portion  40  may have any desired length X. However, for greater stability, equipment-supporting portion  30  is preferably positioned approximately above the middle of foot structure  32 . Thus, if foot structure  32  has a length W of 8-16 inches, connecting portion  40  preferably has a length X of 4-8 inches. A particularly preferred length X for connecting portion  40  is approximately 6 inches. 
     Second surface-contacting portion  28  supports rack  10  against tailgate  20  to space equipment-supporting portion  30  away from tailgate  20 , and to prevent rack  10  from rocking or tipping toward tailgate  20 . In the preferred embodiment, second-surface contacting portion  28  includes a bracing structure  42  extending upwardly from each foot structure  32  at an angle θ toward tailgate  20 . Though second surface-contacting portion  28  may contact tailgate  20  at any desired point, second surface-contacting portion  28  preferably contacts tailgate  20  at a point  44  on tailgate  20  spaced from corner  22 . Placing the contact point  44  away from corner  22  increases the stability of rack  10  and reduces the tendency of rack  10  to rock or tip with changes in vehicle speed or direction. The point  44  at which second surface-contacting portions  28  contact tailgate  20  is determined by the length Y of bracing structure  42  and the angle θ between bracing structure  42  and foot structure  32 . The values of these parameters may be chosen to give rack  10  desired stability characteristics. In the preferred embodiment, bracing structure  42  has a length Y between 3-9 inches, and more preferably between 4½-6 inches. Similarly, bracing structure  42  preferably extends upward from foot structure  32  at an angle θ between 15 and 70 degrees, and more preferably between 25 and 50 degrees. 
     Base  12  also includes equipment-supporting portion  30  for attaching sports equipment to rack  10 . In the preferred embodiment, equipment-supporting portion  30  includes a crossbar  48  positioned between the two first surface-contacting portions  26 . Crossbar  48  may have any desired length that fits within the truck bed. For example, crossbar  48  may extend substantially across bed  16  if maximum carrying capacity is desired. Likewise, crossbar  48  may be made shorter to decrease the amount of storage space taken by rack  10 . Preferably, crossbar  48  is sized to carry at least two bicycles, yet still be small enough to easily handle and store. Typically lengths for crossbar  48  include lengths between 30-50 inches, and more preferably between 35-45 inches, although values outside these ranges could also be used. Though crossbar  48  may include permanent sports equipment mounts, it is preferably configured for the attachment of removable equipment mounts. For example, in FIG. 1, two removable bicycle fork blocks  50  are shown attached to crossbar  48 , with a bicycle fork  52  shown in phantom attached to one. 
     Base  12  is secured to a vehicle with at least one securing structure  24 . In the preferred embodiment, securing structure  24  secures rack  10  to the vehicle by simultaneously urging first surface-contacting portion  26  against bed  16  and second surface-contacting portion  28  against tailgate  20 . Any suitable mechanism for stabilizing rack  10  in the vehicle may be used. In the preferred embodiment, securing structure  24  comprises a strap and anchor system that may be trapped between bed  16  and tailgate  20  to pull base  12  against bed  16  and tailgate  20 . In FIG. 1, rack  10  is shown with two securing structures  24  coupled to base  12 . Each securing structure  24  includes a first length of strap  54  with a loop at each end. First loop  56  extends around crossbar  48 , and second loop  58  is coupled to a tensioning system, such as a buckle  60 , for adjustably biasing base  12  against bed  16  and tailgate  20 . A second length of strap  62  has a loop  64  at one end that is coupled to an anchor  66 , and a loose end  68  that is adjustably coupled to buckle  60 . First and second lengths of strap  54  and  62  are preferably made of a material strong enough to withstand repeated closures in the space between bed  16  and tailgate  20 . A preferred strap is nylon webbing, and a particularly preferred strap is 1-inch nylon webbing. 
     The attachment of rack  10  to a pickup truck is illustrated in FIGS. 2-3. Generally, tailgate  20  is pivotally attached to bed  16 , and may be pivoted between an open position, shown in FIG. 2, and a closed position, shown in FIG. 3. A space  70  exists between bed  16  and tailgate  20 . Space  70  is typically wider when tailgate  20  is in the opened position than when it is in the closed position. Anchor  66  is sized to fit into space  70  when tailgate  20  is in the opened position, and to be trapped in space  70  when tailgate  20  is in the closed position. To attach rack  10  to a truck, rack  10  is first set on bed  16  of the truck with second surface-contacting portions  28  toward tailgate  20 . Anchors  66  are then inserted into space  70 , tailgate  20  is closed, and securing structure  24  is shortened by pulling loose end  68  of second length of strap  62 . Pulling loose end  68  increases the tension of first surface-contacting portion  26  against bed  16  and second surface-contacting portion  28  against tailgate  20 , thus securing rack  10  in the truck bed. Rack  10  may be removed from the vehicle by simply lowering tailgate  20  to the open position and removing anchors  66  from space  70 . 
     Anchor  66  is configured to retain loop  64 , yet allow loop  64  to be selectively removed from anchor  66  without having to open the loop. One embodiment of anchor  66  is shown in FIGS. 4-5. Anchor  66  includes a receiving portion  72  configured to receive loop  64 . Receiving portion  72  is configured to retain loop  64  around anchor  66  when loop  64  is in a generally flat, unbiased configuration perpendicular to its long axis  74  to prevent the accidental disengagement of loop  64  from anchor  66 . However, loop  64  may be easily removed from receiving portion  72  by deforming loop  64  perpendicular to long axis  74 . To accomplish this, receiving portion  72  includes a neck portion  76  configured to support loop  64 , and at least one retaining portion, such as a tab  78 , configured to retain the loop of strap around the neck portion. In the preferred embodiment, anchor  66  also includes at least one, and preferably two, body portions  80 . Where two body portions  80  are used, one body portion  80  may be disposed on each side of neck portion  76 . Body portions  80  have a larger circumference than neck portion  76 . Thus, when loop  64  is around neck portion  76 , body portions  80  prevent loop  64  from slipping off the side of anchor  66 . At least one, and preferably two, tabs  78  extend from each body portion  80  partially over neck portion  76 . 
     The physical properties of the strap from which loop  64  is made allow loop  64  to be removed from anchor  66  without opening the loop. For example, while the nylon strap of the preferred embodiment typically is flexible, it has a rest or unbiased state in which it remains relatively flat. An example of this is shown in FIGS. 6 and 7. FIG. 6 shows a cross-section of the strap in loop  64  in a normal, unbiased or rest configuration. In this configuration, the strap has a generally flat cross section, substantially covering the entire neck portion  76  of anchor  66 . The strap cannot be removed from the neck portion because of tabs  78  so long as the strap remains in the unbiased configuration. Because the strap remains in the unbiased configuration unless force is applied thereto, the strap will not come off the neck unless a user intentionally biases the strap out of the unbiased configuration. 
     In contrast, FIG. 7 shows a cross-section of loop  64  in a biased configuration, created by bending or pinching the strap in loop  64  in a direction substantially perpendicular to long axis  74 . In this biased configuration, the deformed cross-section of the strap allows one edge of the strap to be slid through the gap between the tabs. Thus, loop  64  may be removed from anchor  66  by pulling the strap through the gap and passing the anchor out of the loop. 
     Neck portion  76  may be made to any desired size, but preferably is just wider than the width of second length of strap  62  to minimize the sliding of loop  64  along neck portion  76 . For instance, if 1-inch webbing is used for second length of strap  62 , neck portion preferably has a width of approximately 1⅛ inch. Tabs  78  should be sized to retain loop  64 , yet not to prevent its removal. Typical lengths for tabs  78  are from ⅛-⅜ inch, and more preferably ¼ inch. This spaces opposing tabs  78  ⅜-⅞ inch apart, which provides adequate room therebetween for the removal of loop  64 . 
     Body portions  80  should fit through space  70  when tailgate  20  is in the open position, and to be retained in space  70  when tailgate  20  is in the closed position. In the preferred embodiment, body portions  80  have an elongate shape to spread the pressure exerted by anchor  66  against the outside of tailgate  20  over a relatively wide area to lessen the pressure against any one part of the tailgate exterior. Preferred lengths for each body portion  80  are between 1-4 inches long, and more preferably between 1¾-2¾ inches. Similarly, anchor  66  may have any desired cross-sectional shape. In the preferred embodiment, anchor  66  has a triangular cross-section, with sides between {fraction ( 1 / 2 )}-1¼ inch long. More preferably, each side of anchor  66  is ⅞-inch long. Preferably, anchor  66  has a one-piece design, made of a rigid molded plastic. Anchor  66  may have a solid structure, but preferably includes hollowed-out portions  82  to reduce the weight and cost of anchors  66 . In the preferred embodiment, anchor  66  has two solid faces  84  and  86  for contacting the truck when anchor  66  is in use, and a third face  88  with hollowed-out portions  82  that faces away from tailgate  20  when anchor  66  is trapped in space  70 . 
     It is believed that the disclosure set forth above encompasses multiple distinct inventions with independent utility. While each of these inventions has been disclosed in its preferred form, the specific embodiments thereof as disclosed and illustrated herein are not to be considered in a limiting sense as numerous variations are possible. The subject matter of the inventions includes all novel and non-obvious combinations and subcombinations of the various elements, features, functions and/or properties disclosed herein. No single feature, function, element or property of the disclosed embodiments is essential to all of the disclosed inventions. Similarly, where the claims recite “a” or “a first” element or the equivalent thereof, such claims should be understood to include incorporation of one or more such elements, neither requiring nor excluding two or more such elements. 
     It is believed that the following claims particularly point out certain combinations and subcombinations that are directed to one of the disclosed inventions and are novel and non-obvious. Inventions embodied in other combinations and subcombinations of features, functions, elements and/or properties may be claimed through amendment of the present claims or presentation of new claims in this or a related application. Such amended or new claims, whether they are directed to a different invention or directed to the same invention, whether different, broader, narrower or equal in scope to the original claims, are also regarded as included within the subject matter of the inventions of the present disclosure.