Abstract:
A vehicle ballast system for improving the balance of a vehicle. The system is particularly well suited for use in the bed of a pickup truck but is not limited to that deployment. The system includes one or more ballast units. Each ballast unit includes a frame set and a ballast element. The frame set retains the ballast element therein. The ballast element may be one or more concrete blocks. The frame set includes an upper frame and a lower frame. The respective frames are connected together in a manner to contain the ballast element using a front retaining rod and a rear retaining rod is preferably affixable to a bracket secured to the rear of the vehicle. A tether may be removably connected between the upper frame and a securing point of the vehicle. A shock-absorbing lanyard may be employed at the rear of the system as a restraint upon sudden deceleration of the vehicle.

Description:
BACKGROUND OF THE INVENTION  
       [0001]     1. Field of the Invention  
         [0002]     The present invention relates to systems for improving vehicle balance. The present also relates to such systems configured to improve stability and counterbalance overloaded vehicles axles. More particularly, the present invention relates to a ballasting system installable in the bed of a truck.  
         [0003]     2. Description of the Prior Art  
         [0004]     Most vehicles are configured with the engine at the front and storage capacity at the rear. As a result, such vehicles are generally unevenly weighted, setting up the possibility of a reduction in traction at the rear end. In the past, vehicles had rear-wheel drive, and drivers would add load or weight, referred to herein as ballast, at the vehicle rear to counterbalance the front-end loading and improve vehicle traction. Vehicle traction is particularly important when road conditions are less than optimal, such as when covered in snow, ice, or water. Advances in vehicle design have made front-wheel drive and all-wheel drive fairly standard features. Vehicles with front-wheel and all-wheel drive generally have better traction than those with rear-wheel drive, due to positioning of the engine weight over the driven wheels.  
         [0005]     In spite of the advances in vehicle drive operation, there remains a substantial portion of vehicles without sufficient load balancing to operate effectively under all conditions. For example, drivers tasked to conduct snow removal operations, particularly those employing pickup trucks, often do not have sufficient ballast at the rear. In fact, the rear of the truck is usually simply an open or capped bed for storage. The truck&#39;s engine and an attached plow produce more loading at the front axle than at the rear. This can reduce traction at the rear end, and generally can reduce handling stability under a variety of road conditions. Many pickup trucks used for snow removal are equipped with four-wheel drive, at least ensuring that some traction is provided at the front and rear wheels. However, this does not balance the overloading of the front axle of the truck associated with the attached plow, nor does it improve vehicle handling.  
         [0006]     Drivers use a variety of ad hoc techniques to overcome the inherent limitations associated with the unbalanced weight distribution of a pickup truck. Those techniques generally involve placing a load in the truck bed. That load may be sandbags, weightlifting weights, cinder blocks, water-filled containers, miscellaneous equipment, and even snow or ice accumulating naturally in the bed. Unfortunately, such loads may not be placed a sufficient distance behind the vehicle&#39;s center of gravity to balance the truck effectively. Moreover, these loads tend to shift when the truck is in use, or they may be insufficient to provide the desired traction, particularly when snowplowing is performed. In other instances, rather than shifting position, the load may become rigidly fixed in place, such as by ice gathering in the bed. Further, the load may be positioned in the truck bed in a way that makes it difficult to use the bed for its intended storage purpose, or in a way that makes it difficult to access other items in the bed, particularly when load shifting occurs. Therefore, present ad hoc means for improving rear-wheel traction and/or balance for a pickup truck have undesirable limitations.  
         [0007]     Several patents have been granted for devices intended to improve traction for a vehicle. See, for example, U.S. Pat. Nos. 5,941,565, 5,897,138, and 6,079,741. The devices described in these patents are of limited value for one or more of several reasons. They may require substantial modification to a truck bed, they may require fixing in place rather than being easily movable in and out of the truck bed and within the truck bed. Further, they may require the introduction of a load that may not be easily removable, such as water that turns into ice in cold weather. Such loading may be difficult to adjust, either by adding to or subtracting from, the load as desired Therefore, what is needed is a vehicle ballast system that may be easily inserted into and removed from the storage area, preferably by a single individual and without the need of hoisting equipment. Also, what is needed is a vehicle ballast system that may be adjusted in its positioning as desired, but with the balancing of the vehicle&#39;s center of gravity kept in mind. In addition, what is needed is a vehicle ballast system that minimizes the impact on the use of the remaining portions of the vehicle&#39;s storage area. Further, what is needed is a vehicle ballast system that is configured in a manner that reduces or eliminates ballast shifting when the vehicle is in use.  
       SUMMARY OF THE INVENTION  
       [0008]     It is an object of the present invention to provide a vehicle ballast system that may be easily inserted into and removed from the storage area of the vehicle, preferably by a single individual and without the need of hoisting equipment. It is also an object of the present invention to provide a vehicle ballast system that may be adjusted in its positioning as desired. Further, it is an object of the present invention to provide such a vehicle ballast system that minimizes the impact on the use of the remaining portions of the vehicle&#39;s storage area so that, for example, other equipment may be stored within the storage area if needed. Still further, it is an object of the present invention to provide a vehicle ballast system that is configured in a manner that reduces or eliminates ballast shifting when the vehicle is in use.  
         [0009]     These and other objects of the present invention are achieved with the present invention, which is a vehicle ballast system particularly well suited for use in pickup truck storage beds, but not limited thereto. The system may be used under any condition where additional weight is required to counterbalance the front end of the vehicle in uneven loading conditions. For example, it may be used in a truck bed to improve traction when the truck is used for plowing snow. Specifically, ballast forming a portion of the system provides for improved balance in a manner that aids vehicle traction and improves vehicle handling in all conditions, particularly when the vehicle includes a front-end load, such as a plow.  
         [0010]     The vehicle ballast system includes a pair of frames designed and arranged to retain therebetween a load, preferably, but not limited to, a plurality of concrete blocks, that is the ballast. Other materials may be used as the ballast. Further, it is contemplated that a single element is the ballast component. However, a plurality of pieces as the ballast enables the user to add to, or take away from, the overall load as conditions warrant. When the vehicle ballast system includes a plurality of ballast pieces, it is easier for a single individual to move the system without the need of hoisting equipment. The frame set is used to prevent the load from coming apart, assuming the load is formed of a plurality of pieces. The frame set is also used to secure the positioning of the load within the truck bed, and for ease of movement of the load to positions of interest, preferably toward the rear of the vehicle to enhance counterbalancing with minimal load. It is contemplated that at least a pair of loads, each retained by its own frame set, may be deployed toward the back of the vehicle&#39;s storage area at opposing sides thereof.  
         [0011]     One of the frame set pieces is a lower frame and the other is an upper frame. Each of the frames includes two or more tabs extending outwardly from two or more sides of the frame. The lower frame is positioned where desired in the truck bed and the load positioned therein. The upper frame is then fitted about the installed load, with the tabs of the upper frame aligned with the tabs of the lower frame. Each tab includes a hole through which a retaining rod may be passed. The retaining rod preferably includes a handle for fixing the rod in place in the tab of the lower frame. One or more retaining straps may be secured between the frame set and to the vehicle body in a manner that substantially fixes the framed load in place.  
         [0012]     The vehicle ballast system of the present invention allows for the easy placement and removal of ballast load when and where desired in the storage area of a vehicle, such as the bed of a truck. The present system allows for convenient and relatively rapid movement of the load. It also minimizes the amount of truck bed space used for ballast. These and other advantages and features of the invention will become more apparent upon review of the following detailed description, the accompanying drawings, and the appended claims. 
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0013]      FIG. 1  is a side view of a pickup truck including the vehicle ballast system of the present invention.  
         [0014]      FIG. 2  is a rear view of the pickup truck showing the vehicle ballast system with a pair of ballast units.  
         [0015]      FIG. 3  is an oblique view of a first side ballast unit of the vehicle ballast system of the present invention shown as positioned in the bed of the pickup truck.  
         [0016]      FIG. 4  is a partial rear view showing a closer view of the ballast unit shown in  FIG. 3 .  
         [0017]      FIG. 5  is a perspective view of the frame set for a ballast unit of the vehicle ballast system of the present invention.  
         [0018]      FIG. 6  is a side view of an optional modified lower frame including a rear retaining tab. 
     
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT  
       [0019]     A vehicle ballast system  10  of the present invention is shown in  FIGS. 1-5 . In  FIG. 1 , the vehicle ballast system  10  is shown positioned in a storage compartment (truck bed  110 ) of a vehicle (truck  100 ). The vehicle ballast system  10  may be deployed in any of a plurality of locations within the truck bed  110 . However, it is preferably positioned at a back end  120  of the truck  100  to counterbalance any opposing weight or load at a front end  130  of the truck, such as the truck&#39;s engine (not shown), or a snowplow  140 . The vehicle ballast system  10  may vary in dimensions as a function of the available space in the storage compartment, the ballast needed, and/or the material available to provide the ballast portion of the system  10 .  
         [0020]     As illustrated in  FIGS. 2-4 , the vehicle ballast system  10  preferably includes a first ballast unit  12  and a second ballast unit  14 . Alternatively, a single ballast unit may be employed, or more than two ballast units may be employed, dependent upon the space available for the system  10  and the ballast requirements. Nevertheless, in the preferred embodiment of the invention shown in these figures, there are two ballast units that may be spaced apart from one another as shown. Alternatively, they may be spaced in a different manner or placed together if deemed appropriate. However, in general, the ballast units  12  and  14  should be positioned somewhere along the same vertical plane as the respective wheels of the truck  100 , preferably behind the respective well wheels, such as wheel well  150  shown in  FIG. 3  associated with first ballast unit  12 . The first ballast unit  12  may be positioned within the bed  110  in the vicinity of the rear end  120  on a first side thereof. The second ballast unit  14  may also be positioned within the bed  110  in the vicinity of the rear end  120  on a second side thereof. The first ballast unit  12  and the second ballast unit  14  rest on a floor  160  of the truck bed  110  when the system  10  is in use.  
         [0021]     Each ballast unit of the system  10  includes a frame set, a ballast element, movable retaining rods, and a tether. As shown in  FIG. 2 , the first ballast unit  12  includes a first frame set  16  and a first ballast element  18 , and second ballast unit  14  includes a second frame set  20  and a second ballast element  22 . The respective frame sets are configured and arranged to retain the ballast elements in place within the frame sets. Further, the frame sets are configured and arranged to be removably affixed to the vehicle. As illustrated in  FIGS. 2-4  in regard to the first ballast unit  12 , the first frame set  16  includes an upper frame  24  and a lower frame  26 . The upper frame  24  is spaced from the lower frame  26  by the first ballast element  18 . The first ballast element  18  may be formed of a single structure, or preferably a plurality of structures, such as the six ballast pieces  28 ,  30 ,  32 ,  34 ,  35 , and  36  shown in  FIG. 4 . More or fewer structures may be employed. The structures are preferably solid concrete blocks. Of course, other materials may be used as ballast, such as metallic materials, for example.  
         [0022]     With continuing reference to  FIG. 3 , and with reference to  FIG. 5 , the first frame set  16  further includes a front retaining rod  38  and a rear retaining rod  40 . The front retaining rod  38  is rotatably and removably positioned within a clearance hole of upper front bracket  42  of upper frame  24  and a clearance hole of lower front bracket  44  of lower frame  26 . The front retaining rod  38  is preferably threaded at least at the opposing ends thereof. The lower bracket  44  includes a nut or other reversible affixing means below the clearance hole thereof. One threaded or connecting end of the front retaining rod  38  may be threadingly connected to the nut or affixing means of the lower front bracket  44 . In this way, when the ballast unit  18  is placed in the lower frame  26  and the upper frame  24  then placed on top of the ballast unit  18 , the front retaining rod  38  may be threaded into the nut of lower front bracket  44  to secure partially the ballast unit  18  in place between the upper frame  24  and the lower frame  26 . The ballast unit  12  further preferably includes a front rod handle  46  that is either internally threaded, or that includes affixed thereto a threaded nut. The opposing end of the front retaining rod  38  passing through the clearance hole of the upper front bracket  42  may be threadingly affixed to the front rod handle  46 . The front rod handle  46  may be rotated in a first direction to draw the front retaining rod  38  upwardly in a manner that draws the upper frame  24  and the lower frame  26  together, thereby securing the ballast  18  in place. The front rod handle  46  may be rotated in the reverse direction to loosen the front retaining rod  38  when the ballast  18  is to be moved. It is to be understood that other affixing means may be employed to releasably secure the front retaining rod  38  in position when desired. For example, a release pin or clip may be used to fix the front retaining rod  38  to either or both of the upper front bracket  42  and lower front bracket  44 .  
         [0023]     The rear retaining rod  40  shown in  FIGS. 4 and 5  is configured and arranged differently from that of the front retaining rod  38 . Specifically, the rear retaining rod  40  of these figures is of a form requiring its placement at the rear end  120  of the vehicle  100  in a manner that ensures the first ballast unit  12  will be connected to the rear end  120  of the vehicle  100 . If the first ballast unit  12  is to be deployed elsewhere in the truck bed  110 , the rear retaining rod  40  may be configured more like the front retaining rod  38  and the first ballast unit  12  removably connected to the vehicle  100  in a different manner than described herein. In regard to the first ballast unit  12  of  FIGS. 4 and 5 , the rear retaining rod  40  is rotatably and removably positioned within a clearance hole of upper rear bracket  48  of upper frame  24  and within a clearance hole of lower rear bracket  50  of lower frame  26 . The rear retaining rod  40  is preferably threaded at least at the upper end thereof. In this way, when the ballast unit  18  is placed in the lower frame  26  and the upper frame  24  then placed on top of the ballast unit  18 , the rear retaining rod  40  may be positioned within the clearance holes of the upper rear bracket  48  and the lower rear bracket  50 .  
         [0024]     The rear retaining rod  40  of  FIGS. 4 and 5  additionally includes at a lower end thereof an angled or hook terminus  52  for removably fixing the rear retaining rod  40  to the vehicle  100 . That fixing may be accomplished by connecting the terminus  52  to the frame of the vehicle  100 , or preferably by adding a vehicle bracket  54  to the rear end  120  of the vehicle in front of the vehicle bumper  170  (if one exists). The lower portion of the rear retaining rod  40  may be threaded to provide for the removable fixing. The rear retaining rod  40  preferably includes a rear rod handle  56  that is either internally threaded, or that includes affixed thereto a threaded nut. The upper end of the rear retaining rod  40  passing through the clearance hole of the upper rear bracket  48  may be threadingly affixed to the rear rod handle  56 . The rear rod handle  56  may be rotated in a first direction to draw the rear retaining rod  40  upwardly in a manner that draws the upper frame  24  and the lower frame  26  together, thereby securing the ballast  18  in place. The rear rod handle  56  may be rotated in the reverse direction to loosen the rear retaining rod  40  when the ballast  18  is to be moved. It is to be understood that other affixing means may be employed to releasably secure the rear retaining rod  40  in position when desired. For example, a release pin or clip may be used to fix the rear retaining rod  40  to either or both of the upper rear bracket  48  and lower rear bracket  50 . The front retaining rod  38  and the rear retaining rod  40  are preferably tightened and loosened in substantial unison so that they may both be positioned within their respective brackets as needed.  
         [0025]     An alternative embodiment of the lower frame of the frame set is shown in  FIG. 6 . The alternative lower frame  26 ′ includes affixed thereto one or more rear retaining tabs, represented by rear retaining tab  27 . The retaining tab  27  is preferably welded to the angle of lower frame  26 ′ and is of sufficient configuration to ensure that it extends below the plane of the truck bed floor  160  at the rear end  120  of the truck. The tab  27  is configured and arranged to act as a blocking mechanism for forward movement of the ballast unit  12 / 14  forward within the truck bed  110 , such as may otherwise occur during vehicle deceleration.  
         [0026]     Returning to  FIG. 3 , the first ballast unit  12  may further include an anchor tab  58  at a front end of the upper frame  24  to the inside of the relative position of the upper front bracket  42  approximately near the upper front bracket  42 . The anchor tab  58  may be used to releasably connect a tether  60 , such as a strap with a release hook, to a securing point of the vehicle  100 . Optionally, as shown in  FIG. 4 , a lanyard  70 , such as a shock-absorbent lanyard available from DBI/SALA of Red Wing, Minn., may be affixed to the rear of the vehicle  100  at its frame, at one end, and to the lower frame  26  at its opposing end. The lanyard  70  is arranged as a restraint, which deploys upon sudden deceleration of the vehicle  100 , to minimize substantial ballast shifting. The tether  60  may be strapping or webbing such as is used to secure loads in place on large flatbed trucks. The tether  60  may be fabricated of metallic or nonmetallic material, provided it is flexible enough to allow it to be tightened in place once the ballast unit  12  is in a desired position. It is to be understood that one or more other tether components may be used to secure the ballast unit  12  to different securing points of the vehicle once the first ballast unit  12  is deployed where desired within the vehicle bed  110 . The combination of one or more tethers such as tether  60 , and/or the attachment of the terminus  52  of the rear retaining rod  40  to the vehicle ensures that the first ballast unit  12  will remain in place while the vehicle  100  is in use, provided the upper frame  24  and the lower frame  26  are secured about the ballast element  18  using the front retaining rod  38  and the rear retaining rod  40 .  
         [0027]     The vehicle ballast system  10  of the present invention may be formed of a single ballast unit, such as the first ballast unit  12 . Alternatively, a plurality of such ballast units may be positioned where desired in the vehicle bed  110 , such as second ballast unit  14 . While the focus of the description of the vehicle ballast system  10  with respect to  FIGS. 3-5  has been directed to the first ballast unit  12 , it is to be understood that the second ballast unit  14  is preferably similarly configured and arranged, including the use of upper and lower frames, front and rear retaining rods and brackets, and the removable fixing to the vehicle  100  through the use of one or more tethers and/or the rear retaining rod lower terminus connection to the vehicle  100 . The upper frame  24  and the lower frame  26  of the first ballast unit  12 , or similar frames of other ballast units, may be fabricated as unitary pieces, or combinations of pieces joined together. The frames may be fabricated of metallic or nonmetallic material. For example, the frames may be fabricated of metal angles that are welded together. The brackets may also be fabricated of metal, or other suitable material and welded or removably affixed to the respective frames.  
         [0028]     While the present invention has been described with particular reference to certain embodiments of the vehicle ballast system  10 , it is to be understood that it includes all reasonable equivalents thereof as defined by the following appended claims.