Cargo stabilizer for utility vehicles

A cargo stabilizer is provided for utility vehicles, such as vans, pickup trucks, and the like, which have a cargo carrying bed. The stabilizer prevents the cargo from shifting either fore-to-aft or laterally in the vehicle bed. The stabilizer comprises two guide rails attached lengthwise along the opposite sidewalls of the vehicle bed in a generally mutually parallel relationship. A crossbar is slidingly supported on the guide rails, and includes latches at the opposite ends of the crossbar to adjustably and positively connect the crossbar to the guide rails at a selected location. The crossbar is longitudinally adjustable between locked and unlocked positions, and includes abutment surfaces at its opposite ends which directly abut the sidewalls of the vehicle bed when the crossbar is in the locked position. Hence, substantially all laterally directed stabilizing forces that develop in retaining the cargo in its selected position are transferred directly to the sidewalls of the vehicle's bed, and do not on the guide rails themselves, thereby providing very secure stabilizing support, without requiring a heavy-duty stabilizer construction.

BACKGROUND OF THE INVENTION 
The present invention relates to cargo retaining equipment, and in 
particular to a unique cargo stabilizer, which is particularly designed 
for aftermarket installation in conventional utility vehicles, such as 
pickup trucks, vans and the like. 
Conventional utility vehicles, such as pickup trucks and vans are currently 
very popular with homeowners who use these vehicles as a primary mode of 
transportation in place of the family car. Many of these vehicles are 
custom painted, well maintained, and in the case of pickup trucks, may 
have a cap or tarpaulin covering the truck bed. Campers and toppers are 
also installed in the bed of pickup trucks. Homeowners typically use these 
vehicles to transport recreational equipment, such as bicycles, trail 
bikes, snowmobiles, outboard motors and the like, as well as home 
improvement materials, such as refrigerators, stoves, lumber, bricks, 
paint and ladders. Such utility vehicles are also used for other household 
applications, such as carrying groceries, camping equipment, furniture and 
other similar bulky articles. 
In most instances, the load or cargo being transported does not completely 
fill the vehicle bed. As a result, the cargo will shift fore-to-aft along 
the length of the bed when the vehicle is accelerated and decelerated, or 
it will slide side-to-side across the width of the vehicle bed when the 
vehicle goes around a curve or corner, unless the cargo is appropriately 
restrained. When articles shift within the vehicle bed, they can slam with 
considerable force into the walls of the vehicle bed, or into other 
articles in the vehicle bed. As a result, the walls of the vehicle may 
become chipped or dented, which detrimentally affects the aesthetic 
appearance and value of the vehicle. Further, the articles being 
transported may themselves become damaged. Moreover, the shifting articles 
can present a safety hazard if they fall out of the vehicle, or distract 
the driver of the vehicle. 
Truck and van owners have only a few non-commercial, aftermarket types of 
stabilizers available to them which can be used to prevent or minimize the 
shifting of cargo in the vehicle bed. Most of these cargo stabilizers, as 
exemplified by U.S. Pat. No. 2,608,420 to Eck, entitled LOAD BRACING 
STRUCTURE FOR VEHICLES, are designed for use in commercial carriers, and 
are only effective in preventing the longitudinal movement of an article. 
When the vehicle is accelerated or decelerated, the articles still can 
shift laterally across the width of the bed, or when the vehicle goes 
around a corner. A few stabilizers, such as that disclosed in U.S. Pat. 
No. 4,121,849 to Christopher, entitled STABILIZER FOR ARTCICLES CARRIED 
WITHIN A VEHICLE BED prevent, to some extent, the lateral movement of 
small articles. However, the stabilizer is really a vertical hold-down 
that does not positively prevent lateral movement of the cargo. Also such 
stabilizers cannot prevent the lateral shifting of large articles, such as 
refrigerators, etc., which extend above the height of the crossbar. 
Further, these and other stabilizers available on the market are quite 
complicated in design, expensive to manufacture, difficult to install, and 
are usually considered aesthetically unpleasing. Because they attach to 
the top of the vehicle bed, they can interfere or prevent the use of 
covers, caps, campers and the like, on the vehicle bed. 
Therefore, a need exists for an uncomplicated, economical cargo stabilizer, 
which can prevent not only the longitudinal movement of an article in the 
vehicle bed, but also the lateral movement of that article. Further, a 
need exists for a stabilizer which is easily adjustable so as to prevent 
the lateral movement of articles of various shapes and sizes. A need also 
exists for a stabilizer which is inexpensive to manufacture, easily and 
quickly installed in an aftermarket environment, and does not 
substantially affect the aesthetic appearance of the vehicle, or hinder 
the use of covers, caps, toppers, campers and the like. 
SUMMARY OF THE INVENTION 
One aspect of the present invention is to provide a uniquely uncomplicated 
and economical cargo stabilizer for conventional utility vehicles, such as 
vans, pickup trucks, and the like which have a cargo carrying bed. A 
stabilizer prevents cargo from shifting either fore-to-aft or laterally in 
the vehicle bed. A stabilizer comprises two guide rails attached 
lengthwise along the opposite sidewalls of the vehicle bed in a generally 
mutually parallel relationship. A crossbar is slidingly supported on the 
guide rails for fore-to-aft movement thereon, and latches adjustably and 
positively connect the opposite ends of the crossbar to the guide rails at 
one of a number of selected locations. The crossbar is longitudinally 
adjustable between locked and unlocked positions, and includes abutment 
surfaces at its opposite ends, which contact the sidewalls of the vehicle 
bed when the crossbar is in the locked position. Hence, substantially all 
laterally directed stabilizing forces that develop as a result of 
retaining the cargo in its selected position, are transferred directly to 
the vehicle bed sidewalls, and do not act on the guide rails themselves, 
thereby providing very secure stabilizing support, without requireing a 
heavy-duty stabilizer construction. For example, the guide rails need not 
be constructed of a heavy gauge, expensive metal. Also, they can be 
perforated to mate with the crossbar latches, and they need not be 
attached to the sidewalls of the vehicle bed by numerous heavy-duty 
fasteners, such as through bolts or the like, which must be secured on the 
blind side of the vehicle sidewall. 
The guide rails are preferably attached to the vehicle bed sidewalls by a 
plurality of spacers and sheet metal-type screws which particularly adapt 
the stabilizer for easy aftermarket installation and removal. The guide 
rails are positioned below the top of the vehicle bed, so that the 
stabilizer does not interfere with or hinder the use of vehicle bed 
covers, caps, campers or other similar accessories. 
Cargo stabilizing arms may be adjustably connected with the crossbars for 
positioning on opposite sides of the cargo to prevent lateral movement. 
The cargo stabilizing arms can be moved along the longitudinal axis of the 
crossbar so as to accommodate loads of various widths, and can be rotated 
about the longitudinal axis of the crossbar to accommodate loads of 
various heights. A locking system locks the crossbar to the vehicle to 
prevent unauthorized removal of the cargo. 
The stabilizer is relatively uncomplicated in construction, inexpensive to 
manufacture, easy to install and remove as an aftermarket accessory even 
by relatively unskilled personnel, and does not substantially affect the 
aesthetic appearance of the vehicle to which it is attached, or interfere 
with the use of covers, campers, toppers or the like. 
These and other features, advantages and objects of the present invention 
will be further understood and appreciated by those skilled in the art by 
reference to the following written specification, claims and appended 
drawings.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
For purposes of description herein, the terms "upper," "lower," "right," 
"left," "rear," "front," "vertical," "horizontal" and derivitives thereof 
shall relate to the invention as oriented in FIGS. 1 and 3-4. However, it 
is to be understood that the invention may assume various alternative 
orientations, and installation step sequences, except where expressly 
specified to the contrary. 
The reference numeral 1 (FIG. 1) generally designates a cargo stabilizer 
embodying the present invention. Cargo stabilizer 1 is particularly 
designed as an aftermarket accessory for conventional, utility vehicles, 
such as vans, and the illustrated pickup truck 2, which have a cargo 
carrying bed 3, defined by a floor panel 4, a front wall 5, opposite 
sidewalls 6 and 7, and a rear wall or gate 8. Cargo stabilizer 1 comprises 
two guide rails 9 and 10, which are attached lengthwise along the opposite 
sidewalls 6 and 7 of vehicle bed 3 in a generally mutually parallel 
relationship. A crossbar 11 is slidingly supported on guide rails 9 and 10 
for fore-to-aft movement therealong. Latches 12 are located at the 
opposite ends of crossbar 11 to adjustably and positively connect the ends 
of crossbar 11 to guide rails 9 and 10 at one of many selected positions. 
Crossbar 11 is longitudinally adjustable between locked and unlocked 
positions, as illustrated in FIGS. 3 and 4, and includes abutment surfaces 
13 at its opposite ends, which contact the sidewalls 6 and 7 of vehicle 
bed 3 when crossbar 11 is in the locked position. As a result of this 
contact, substantially all laterally directed stabilizing forces that 
develop as a result of retaining the cargo in the selected position within 
vehicle bed 3 are transferred directly to the sidewalls 6 and 7 of the 
vehicle bed, and do not act on guide rails 9 and 10, thereby providing 
very secure stabilizing support, without requiring a heavy-duty stabilizer 
construction. 
Pickup truck 2 is a conventional vehicle, which as best illustrated in 
FIGS. 3 and 4, includes a hollow, inwardly oriented flange or lip 20 along 
the upper edge of the sidewalls 6 and 7 of bed 3. In the illustrated 
example, lip 20 includes an upper flange 21, a lower flange 22, and a web 
wall 23 extending therebetween. Sidewall 7 includes interior and exterior 
panels 24 and 25 respectively, which are closely spaced together, thereby 
preventing conventional tools from accessing the interior of hollow lip 
20. Typically, the pickup truck sidewalls 6 and 7 are constructed from 
stamped sheet steel. 
Guide rails 9 and 10 (FIGS. 1 and 2) comprise elongate strips that are 
shaped to extend substantially along the entire length of the sidewalls 6 
and 7 of vehicle bed 3, adjacent the upper edge thereof. In the 
illustrated example, guide rails 9 and 10 are substantially identical in 
shape and construction, and comprise rectangularly shaped strips or bars 
of steel, or other similar, rigid material. Guide rails 9 and 10 are 
substantially rigid against bending in the vertical plane (as oriented in 
the installed condition), and are semi-rigid or slightly flexible in the 
horizontal plane. In one example of the present cargo stabilizer, guide 
rails 9 and 10 have a thickness of around 3/16 inch, a width of 
approximately 1 inch, and a length of 6-8 feet, and are constructed from a 
mild, cold rolled carbon steel. It is to be understood that the specific 
dimensions contained herein are merely exemplary, and that the present 
invention contemplates other sizes and dimensions. The various parts of 
cargo stabilizer 1 are preferably chrome plated to prevent oxidation. 
Guide rails 9 and 10 have a generally rectangular lateral cross-sectional 
shape, and include upper and lower edges 30 and 31 respectively (FIGS. 3 
and 4), and opposite side faces 32 and 33. The opposite ends of guide 
rails 9 and 10 preferably have rounded corners for safety. 
The illustrated guide rails 9 and 10 (FIG. 6) include a plurality of holes 
or apertures 36 which extend therethrough, between their opposite side 
faces 32 and 33. Apertures 36 are preferably spaced substantially 
uniformly along the length of guide rails 6 and 7, and their centers are 
aligned longitudinally, generally along the longitudinal center line of 
guide rails 9 and 10. In this example, apertures 36 are cylindrical in 
shape, and have a diameter of approximately 9/32 inch. Countersunk 
fastener apertures 37 are also provided in guide rails 9 and 10 to 
facilitate attaching the guide rails to the opposite sidewalls 6 and 7 of 
the vehicle bed 3, as described in greater detail hereinafter. Each 
illustrated guide rail 6 and 7 includes five fastener apertures, which are 
spaced evenly apart along the lower portions of guide rails 9 and 10, and 
at the opposite ends thereof. 
Guide rails 9 and 10 (FIGS. 3 and 4) are spaced inwardly from the adjacent 
sidewalls 6 and 7 of pickup truck 2 to accommodate proper locking action 
of crossbar 11, as described hereinafter. In the illustrated cargo 
stabilizer 1, a plurality of spacers 40 are positioned between the web 
walls 23 of lips 20, and the interior faces 33 of the associated guide 
rails 9 and 10. Spacers 40 are substantially identical in construction, 
and rigidly retain guide rails 9 and 10 a predetermined distance inwardly 
from web walls 23 in a parallel relationship therewith. In one example of 
the present invention, spacers 40 are annular in shape, and have a length 
of approximately 7/16 inch. In this example, fasteners 41 extend through 
fastener apertures 37, and mating spacers 40, thereby retaining spacers 40 
in place. Preferably, fasteners 41 are of the type which can attach guide 
rails 9 and 10 and spacers 40 to the web walls 23 of the vehicle sidewalls 
6 and 7 without requiring access to the blind side or interior end of the 
fastener, as would be required by a through bolt and nut arrangement. 
Examples of suitable fasteners are pop rivets, self-tapping screws, and 
the illustrated sheet metal-type screws 41. In this manner, even 
relatively unskilled personnel can attach the cargo stabilizer 1 to a wide 
variety of different types of vehicles without requiring any special tools 
or special fasteners. Furthermore, cargo stabilizer 1 can also be readily 
removed from the vehicle by the user when desired. 
Crossbar 11 (FIGS. 1 and 2) spans between guide rails 9 and 10, and is 
slidingly supported on the upper edges 30 of the guide rails. The 
illustrated crossbar 11 (FIG. 5) comprises a rigid, cylindrically shaped 
tube 45, having an inverted J-shaped end fitting 46 rigidly attached to 
one end of tube 45. The opposite end of tube 45 has an adjustable, 
rod-shaped leg 47 telescopingly received therein, with an inverted 
J-shaped end fitting 48 rigidly mounted on the exterior end of leg 47. A 
set screw 49 is mounted on tube 45, adjacent leg 47, and is adapted to 
engage a flat, lower surface 50 of leg 47 to lock the leg at a desired 
position within tube 45. Contact between set screw 49 and flat 50 retains 
end fitting 48 in the desired angular position with respect to tube 45. A 
coil spring 51 is positioned between the interior end 52 of leg 47, and a 
stop pin 53, which is fixedly mounted in tube 45. Coil spring 51 
resiliently urges leg 47 outwardly toward a locked position with guide 
rails 9 and 10, as described in greater detail hereinafter. Preferably, 
set screw 49 is located on the lower side of tube 45 to avoid interference 
with vehicle covers, and the like, and includes a handle 54 shaped for 
grasping to facilitate manual manipulation of the set screw. 
End fittings 46 and 48 (FIGS. 5 and 6) are substantially identical in 
shape, and include a vertical base plate 58, a top flange 59 extending 
perpendicularly from the upper edge thereof, and an outer flange 60 spaced 
apart from vertical flange 58, and oriented parallel therewith. Vertical 
plate 58 has a vertical length substantially coextensive with the width of 
guide rails 9 and 10. The lower surfaces of top flanges 59 abut the upper 
edges 30 of guide rails 9 and 10 to slidably support crossbar 11 thereon. 
The outer surfaces of the end fitting outer flanges 60 define the abutment 
surfaces 13, which are shaped to contact or abut the adjacent web walls 23 
of the vehicle sidewalls 6 and 7 for purposes to be described in greater 
detail hereinafter. In this example, non-scratch pads 62, constructed of 
rubber or other similar materials, are attached to abutment surfaces 61 to 
prevent marring or scratching the adjacent surfaces of the vehicle 
sidewalls 6 and 7. 
In this example, latches 12, which positively and adjustably connect the 
ends of crossbar 11 to guide rails 9 and 10, comprise two locator pins or 
lock pins 68, which are rigidly attached to central portions of vertical 
plates 58 and protrude generally perpendicularly therefrom. Lock pins 68 
are shaped to be closely received within two mating apertures 36 in guide 
rails 9 and 10, so as to positively locate crossbar 11 in a selected 
position, and prevent both fore-to-aft and vertical movement therefrom. 
Lock pins 68 are shifted between a locked position, as shown in FIG. 3, 
and an unlocked position, as shown in FIG. 4, by translation of end leg 47 
in the following fashion. When crossbar 11 is placed on guide rails 9 and 
10, crossbar 11 is in the unlocked position (FIG. 4), wherein end leg 47 
is retracted into the free end of tube 45, so that the outermost end 
surfaces of both lock pins 68 are spaced inwardly from the adjacent side 
faces 32 of guide rails 9 and 10. Coil spring 51 is compressed between the 
inner end 52 of end leg 47 and stop pin 53, and set screw 49 is tightened 
against the adjacent flat 50 on end leg 47 to retain crossbar 11 in the 
unlocked position (FIG. 4). In the unlocked position (FIG. 4), crossbar 11 
can be slid freely in a fore-to-aft direction along the length of guide 
rails 9 and 10 to any desired location. To lock crossbar 11 in place, lock 
pins 68 are aligned with an associated pair of apertures 36 in guide rails 
9 and 10 at the desired location. Set screw 49 is then loosened or 
released, such that coil spring 51 resiliently extends end leg 47 
outwardly thereby diverging end fittings 46 into the locked position 
illustrated in FIG. 3. In the locked position, the pads 62 on abutment 
surfaces 61 engage the adjacent web walls 23 of vehicle sidewalls 6 and 7, 
and the lock pins 68 are closely received into the selected mating 
apertures 36 in guide rails 9 and 10. The outer flanges 60 of end fittings 
46 and 48 are spaced apart from the associated vertical plates 58 a 
distance which permits lock pins 68 to retract fully from the associated 
apertures 36 in guide rails 9 and 10 in the unlocked position. Preferably, 
the distance betwen the outer ends of lock pins 68 and the inner surfaces 
of outer flanges 60 is two to three times the thickness of guide bars 9 
and 10, as illustrated in FIGS. 3 and 4, to prevent binding as crossbar 11 
is moved in the fore-to-aft direction. It is important to note that in the 
locked position (FIG. 3), the vertical plates 58 of end fittings 46 are 
spaced apart from the adjacent exterior faces 32 of the guide rails 9 and 
10, such that they do not touch or abut. In this manner, substantially all 
laterally directed stabilizing forces which are developed in reaction to 
retaining the cargo in its selected position within the bed 3 of the 
vehicle are transferred directly to the sidewalls 6 and 7 of the vehicle 
bed 3, and do not act on guide rails 9 and 10. 
It is to be understood that the present invention contemplates other types 
of latches 7 to positively locate crossbar 11 on guide rails 9 and 10 in 
the fore-to-aft direction. For instance, guide rails 9 and 10 may be 
provided with a toothed rack (not shown) positioned on their interior 
faces 32 which mate with similarly shaped pawls (not shown) on the 
vertical plates 58 of end fittings 46 and 48. Extension and retraction of 
crossbar 11 between the locked and unlocked positions would engage and 
disengage the pawls from the toothed racks. 
End fittings 46 and 48 preferably include a pair of lock apertures 55 
through each vertical plate 58 on opposite sides of the associate lock pin 
68. Lock apertures 58 are positioned to align with guide rail apertures 36 
when crossbar 11 is in the locked position (FIG. 3), and are of a 
substantially coextensive diameter therewith to permit a conventional 
padlock 56 (FIG. 6) to be inserted through lock apertures 58 and 
aperatures 36 at both end fittings 46 and 48. Since guide rails 9 and 10 
are spaced apart from the adjacent vehicle sidewalls 6 and 7 by spacers 
40, the gap formed therebetween permits the padlocks 56 to be readily 
attached to both ends of cargo stabilizer 1, and thereby lock crossbar 11 
to the vehicle. When hauling bicycles, motorcycles, snowmobiles, and other 
similar irregularly shaped objects, crossbar 11 is preferably inserted 
either through or adjacent the open framework of the article. Hence, the 
article cannot be removed from the vehicle without unlocking both padlocks 
56. 
Cargo stabilizer 1 (FIGS. 1 and 2) preferably includes at least one 
stabilizer arm 72 attached to crossbar 11. In the illustrated example, 
stabilizer arm 72 comprises a tubular leg 73 having an annular sleeve 74, 
which is rigidly attached to one end thereof, and is closely received over 
the crossbar tube 45. With reference to FIG. 5, a set screw 75 with a 
handle-shaped outer end 76 is mounted in sleeve 74, and engages the 
exterior surface of crossbar tube 45 when locked in position. Preferably, 
sleeve 74 has an annular shape, such that arm 72 can be rotated around 
tube 45 to facilitate engaging all types of cargo, and accomodate many 
different situations. A resilient cover or foot 77 is attached to the free 
end of leg 73, and is designed to prevent scratching or marring the finish 
of vehicle bed 3. The illustrated leg 73 has a slight Z-shape in front 
elevation, such that the outermost portion 78 of leg 73 has its exterior 
surface substantially coplanar with the adjacent side edge of sleeve 74. 
The offset or crook 78 in arm 72 greatly facilitates securely engaging 
different types and shapes of cargo, and permits two stabilizer arms 72 to 
be used together on crossbar 11 for maximum efficiency, as described 
hereinafter. In the cargo stabilizer 1 illustrated in FIGS. 1 and 2, two 
stabilizer arms 72 are mounted on crossbar 11, with the inwardly bent 
portions 78 oriented inwardly toward each other. Hence, when both 
stabilizer arms 72 are positioned immediately adjacent to one another in a 
side-by-side fashion, the legs 73 can be oriented in a triangular pattern 
to form a single plane to hold cargo against one of the vehicle sidewalls 
6 and 7. 
Cargo stabilizer 1 may be installed in the illustrated pickup truck 2 in 
the following fashion. Guide rails 9 and 10 are positioned adjacent the 
opposite vehicle sidewalls 6 and 7, with their upper edges 30 positioned 
slightly lower and parallel with the upper flange 21 of the sidewall lip 
20, as best illustrated in FIGS. 3 and 4. Holes are then drilled through 
the web walls 23 of lip 20 at each fastener aperture 37 in the guide rails 
9 and 10. Guide rails 9 and 10 are mutually positioned so that mating 
apertures 36 are located directly opposite one another. This relationship 
can be assured by positioning the front and rear ends of guide rails 9 and 
10 a predetermined, equal distance from the adjacent front wall 5 and rear 
wall 8 of vehicle bed 3. Guide rails 9 and 10 can then be used as a 
template to locate fastener apertures 37. Spacers 40 are then positioned 
between the sidewalls 6 and 7 of vehicle bed 3 and the associated guide 
rails 9 and 10, and fasteners 41 are inserted through fastener apertures 
37 and spacers 40, and threaded into just drilled apertures in the web 
walls 23 of the vehicle sidewalls 6 and 7. After each set of fasteners 41 
and spacers 40 have been installed, crossbar 11, with leg 47 in the 
unlocked position, is positioned on top of guide rails 9 and 10, so that 
the top flanges 59 of end fittings 46 and 48 slidingly support crossbar 11 
on the upper edges 30 of guide rails 9 and 10. Crossbar 11 can be placed 
on guide rails 9 and 10 with set screw 49 oriented at either side of the 
vehicle bed to accommodate both right-handed and left-handed users. 
Cargo stabilizer 1 can be used in a wide variety of different ways to 
stabilize cargo of various shapes and sizes, and to accommodate different 
situations and circumstances. In the example illustrated in FIG. 2, an 
article of cargo 85 is positioned in the bed 3 of pickup truck 2. In this 
example, the cargo 85 is shoved flush against the rear gate 8 of vehicle 
bed 3. Crossbar 3 is then slid along guide rails 9 and 10 until stabilizer 
tube 45 engages the forward surface of cargo 85. Set screw 49 is then 
released, and end fittings 46 and 48 are adjusted in a fore-to-aft 
direction so that lock pins 68 engage the nearest pair of apertures 36 in 
guide rails 9 and 10. Set screw 49 is then tightened so that the crossbar 
11 will remain in the locked position at the selected location. Cargo 85 
is thus captured between the rear gate 8 of the pickup truck, and crossbar 
11, and prevents fore-to-aft movement of the cargo 85. Stabilizer arms 72 
are then adjusted laterally inwardly to abut the side surfaces of the 
cargo 85. The set screws 75 on stabilizer arm 72 are tightened, so as to 
lock both stabilizer arms 72 in the selected position, and thereby prevent 
lateral motion of the cargo 85 within the bed 3 of pickup truck 2. 
It is to be understood that stabilizer arm 72 can be adjusted laterally and 
pivotally with respect to crossbar 11 to stabilize a wide variety of 
different types of cargo. Furthermore, a third stabilizer arm (not shown) 
may be attached to crossbar 11, or one of the two illustrated stabilizer 
arms 72 can be used to hold the cargo 85 down in the vertical direction. 
Cargo stabilizer 1 provides an uncomplicated, economical stabilizing system 
that is particularly designed as an aftermarket accessory for use with 
commercial utility vehicles, such as vans, pickup trucks and the like. 
Because lateral stabilization forces are transferred directly to the 
sidewalls 6 and 7 of the vehicle, guide rails 9 and 10 need not be of a 
heavy-duty construction, and need not be attached to the vehicle sidewalls 
6 and 7 by a complicated fastening system, such as through bolts or the 
like, but can use sheet metal-type screws, pop rivets, or similar 
fasteners. This feature permits the average user to easily install the 
stabilizer himself in a utility vehicle for recreational uses, and 
everyday household uses. Stabilizer arms 72 permit the user to stabilize 
all different shapes of cargo in both the fore-to-aft and side-to-side 
directions. 
In the foregoing description, it will be readily appreciated by those 
skilled in the art that modifications may be made to the invention without 
departing from the concepts disclosed herein. Such modifications are to be 
considered as included in the following claims, unless these claims by 
their language expressly state otherwise.