Abstract:
A cargo support and storage system for use in a vehicle and method is provided and includes a first stabilizing element having a primary end and a secondary end. The primary end of the first stabilizing element is extendible from a first sidewall to a second sidewall of the vehicle. A second stabilizing element can include a primary end and a secondary end, the primary end of the second stabilizing element being extendible from the first sidewall to the second sidewall of the vehicle. The first and second stabilizing elements are spaced away from and substantially parallel to each other, and can be formed as belts. When in use, the first and second stabilizing elements can be maintained in tension, but can be removed or retracted when not in use so that they do not take up space in the cargo area of the vehicle. A storage box can be provided and tailored to include extension that mate with the stabilizing elements such that the box can be hung in the cargo area. The cargo support and storage system according to the disclosed subject matter provides for a lower cost, lower weight and space efficient solution to cargo storage needs in a vehicle.

Description:
BACKGROUND 
       [0001]    1. Field 
         [0002]    The presently disclosed subject matter relates to a cargo support system for a vehicle and more particularly, to a cargo support system that utilizes tensioned belts to support and stabilize cargo loads. 
         [0003]    2. Brief Description of the Related Art 
         [0004]    Most vehicles have areas for the storage of cargo. Automobiles typically have a trunk, rear seat area or hatch back area for the storage of cargo, while sport utility vehicles (SUVs) typically provide a rear cargo storage area. In general, these storage areas provide an empty space where cargo can be held for transport. 
         [0005]    Cargo stored in the trunk, rear seat areas and rear cargo storage described above are often subject to disturbance caused by abrupt movements of the vehicle. For example, groceries and goods placed in the rear cargo storage area of an SUV may dramatically shift during transport and, in some case, may become damaged. 
         [0006]    In order to address the need for stable cargo storage in a vehicle, various solutions have been proposed. One such method has been to provide hooks in a vehicle&#39;s storage area. These hooks are situated on an inside wall of the vehicle cargo area, or relatively vertical surface of the vehicle cargo area, and at a location above the relatively horizontal surface upon which a cargo is intended to “rest.” Typically, the hooks are permanent fixtures in the vehicle and designed to allow a user to place the handles of a storage bag around it, thereby stabilizing the handles of the storage bag in hopes of stabilizing the storage bag and its contents. 
         [0007]    There are several drawbacks to such hooks. First, it often is difficult to place cargo in a storage bag. Even if a storage bag can be used, it may be difficult to use the hooks described above because of difficulty placing the storage bag on a hook, as well as removing it from a hook. This occurs because the hooks are against a sidewall, which may serve as an obstacle, and because they are against a sidewall, one has to reach a certain distance into the vehicle to use the hook. Second, it often is difficult to grasp the handles of a bag from a hook because the handles often are “stretched” (or rather elongated) because the hook is not flexible. When the handles of a bag are stretched, or elongated, or twisted, the openings of the handles become difficult to discern, both with one&#39;s eyes and with one&#39;s hands. Third, a relatively limited number of bags can be placed on each hook. If the bags are roughly the same size, there is only a limited amount of “floor” space available for bags intended for a given hook because each bag&#39;s handles must be placed on the hook. Fourth, if there are a large number of bags, many hooks will be needed. In this regard, when more hooks are needed, the additional hooks become more difficult to reach. Fifth, it is possible for a bag to become separated from a hook, as there is nothing to maintain the handles of a bag in place on a hook. Consequently, loading bags on hooks and removing bags from hooks, as well as from the vehicle, is quite cumbersome and can be rather difficult. 
         [0008]    Another method for addressing the problems inherent in transporting cargo is a net-type device, sometimes referred to as a “cargo net.” Typically, such nets extend between two points in a vehicle. For example, in an SUV, a net may extend between the two sidewalls of the rear section, or cargo area, of the vehicle. Generally, the net itself may have two sidewalls, connected at the bottom, and an open top for receiving cargo, i.e., various items, including plastic grocery bags. Thus, such a net has a generally V-shaped or generally U-shaped cross-section. Also, the sidewalls of a net may be flexible to accommodate bags or items of various sizes. 
         [0009]    There are several drawbacks, however, to cargo nets. First, as opposed to the hooks that typically are permanently-fixed features of an automobile, nets need to be set-up and taken-down. Otherwise, a net would use too much valuable cargo space when a net was not necessary, e.g., when transporting pieces of furniture. Accordingly, using a net takes time, and typically needs to be stowed for extended periods of time. Second, the net is inherently cumbersome to use in that it is prone to tangling unless it is always set-up in its ready-to-use mode. Third, a net has limited flexibility and accordingly has a somewhat limited capacity. Forth, a net may take up the entire cargo space and not allow room for cargo that is not shaped to fit inside the cargo net. 
         [0010]    Yet another method for addressing the problems inherent in transporting cargo in a vehicle is to provide containment areas. Typically, these containment areas are areas smaller than the trunk of a sedan or the cargo area of an SUV and devoted to holding a small number, sometimes even a single container. Typically, a containment area is a prominently-visible compartment that is sometimes a compartment recessed into the floor surface or sidewall of a vehicle. In some vehicles, however, such as SUVs or station wagons, the floor surface of the rear section will lift up and reveal a containment area devoted to holding a cargo container. Such a hidden containment area may have one or more compartments designed for this purpose. In this way, the compartments provide a certain amount of sidewall to support individual cargo container. Further, a containment area may be equipped with flexible cords or other devices or features to help provide additional support. 
         [0011]    There are several drawbacks, however, to containment areas. First, containment areas provide limited stability to the cargo they are designed to store and stabilize. Even if additional support features are provided, use of these features makes containment areas more difficult to use by requiring several steps to stabilize an item. Second, there is a limited amount of space provided to stabilize items in a containment area, and usually more limited in a hidden containment area. This drawback is common to most areas specially designed to stabilize items. Third, containment areas usually have very little flexibility, e.g., to accommodate items of varying and/or odd size and/or shape. Fourth, containment areas are often difficult to use. For example, as just described, items may not quite fit easily in a containment area. Also, hidden containment areas may be more difficult to use than visible containment areas. For example, lifting up a section of the floor surface of the cargo area of an SUV requires that section of floor surface to be free of items or requires one to relocate whatever may be on top of that surface before accessing the hidden compartment area. Thus, in light of their many disadvantages, containment areas are underutilized. 
         [0012]    Another device that provides containment areas for addressing the problems inherent in transporting cargo is that of an organizer. As with a net, an organizer would need to be set-up and taken-down so that the entire cargo area can be put to other uses. An organizer usually is a structure that is separate from the vehicle, but can be placed in a vehicle to provide a number of smaller containment areas to hold individual (or maybe a couple of) items. As with a hidden compartment (or even a prominently-visible and/or recessed compartment), such areas provide a degree of sidewall support that otherwise would not exist. 
         [0013]    There are several drawbacks, however, to organizers for automobiles. First, such organizers require a relatively large amount of space when in use and when not in use. Most users do not welcome the idea of devoting a large amount of space in their automobile (and garage, etc.) to such devices. Second, assembly, or set-up, of such organizers is not easy and requires time. These first two drawbacks alone render an organizer an impracticable device for addressing the concerns raised herein. Third, when placing a bag in or taking a bag out of a compartment that is located too far into the interior of an automobile, it is difficult for one to reach such compartments. Fourth, as stated above, any defined compartment provides limited flexibility for accommodating odd-sized items. Thus, as with a net and a hidden compartment area, in light of its many disadvantages, organizers are left underutilized. 
         [0014]    Another device that is used for storing cargo in a vehicle&#39;s storage area is a hard tonneau. A hard tonneau generally includes an internal support structure made up of a ribbing or steel tubing to support the hard tonnaeu cover. The tonneau itself is generally a planer structure made of plywood, injection molded plastic or blow molded plastic. Such tonneaus provide an additional flat plane upon which cargo can be stored, but may not be capable of handling heavy loads because of the limitations of the support structure. Furthermore, such tonneaus take up a significant amount of space in the vehicle&#39;s cargo area and cannot be easily removed from the cargo area. 
         [0015]    In view of the above and other drawbacks of the conventional devices, there is a need for a cargo system and method that, among other features, can be stowed away when not in use, assists with the storage of heavy objects and/or objects in a variety of shapes, and does not take up the entire cargo storage area of a vehicle even when in use. 
       SUMMARY 
       [0016]    The disclosed subject matter addresses the characteristics and drawbacks in the conventional devices described above by providing a cargo support and storage system and method that provides a light weight, low cost solution that can be implemented in a variety of vehicles. According to an aspect of the disclosed subject matter, a cargo support and storage device can include first and second stabilizing elements that are spaced apart from and substantially parallel to each other. The first and second stabilizing elements can be retained in tension at the sidewalls of a vehicle through the use of hooks and tie downs affixed to the vehicle sidewalls. 
         [0017]    According to an aspect of the disclosed subject matter, a cargo support and storage system for a cargo area of a vehicle can include a first vehicle sidewall including first and second secondary attachment structures located thereon, a second vehicle sidewall including first and second primary attachment structures located thereon, a first stabilizing element having a primary end with a primary securing structure and a secondary end with a secondary securing structure, the first stabilizing element being extendible from the first secondary attachment structure of the first sidewall to the first primary attachment structure of the second sidewall, and a second stabilizing element having a primary end with a primary securing structure and a secondary end with a secondary securing structure. The second stabilizing element can be extendible from the second secondary attachment structure of the first sidewall to the second primary attachment structure of the second sidewall. The second stabilizing element can also be spaced away from and substantially parallel to the first stabilizing element when the first stabilizing element and second stabilizing element are extended and the first stabilizing element primary securing structure is attached to the first primary attachment structure of the second vehicle sidewall, the first stabilizing element secondary securing structure is attached to the first secondary attachment structure of the first vehicle sidewall, the second stabilizing element primary securing structure is attached to the second primary attachment structure of the second vehicle sidewall, and the second stabilizing element secondary securing structure is attached to the second secondary attachment structure of the first vehicle sidewall. 
         [0018]    According to another aspect of the invention, one side of the first and second stabilizing elements can be clamped at one of the vehicle sidewalls through the use of a retractor mechanism. The retractor mechanism allows the stabilizing elements to be clamped in place so that they can be maintained in tension. The retractor mechanism is also capable of coiling and storing the stabilizing elements when they are not in use so that the vehicle&#39;s cargo area is open. The retractor&#39;s clamping mechanism may be automatically or manually engaged. 
         [0019]    According to another aspect of the disclosed subject matter, the stabilizing elements can be belt shape, cord-like in shape or a shape having a rectangular cross sectional area. 
         [0020]    According to another aspect of the invention, the stabilizing elements have a belt shape wherein the length of a longitudinal side of the stabilizing element that is parallel to the first sidewall is larger than a thickness of the stabilizing element which is in a direction perpendicular to the first sidewall. 
         [0021]    According to another aspect of the disclosed subject matter, the first and second stabilizing elements are made of a flexible material capable of deflection upon application of a load. 
         [0022]    According to another aspect of the disclosed subject matter, a cargo support and storage system is provided which includes a first stabilizing element having a primary end and a secondary end, the primary end of the first stabilizing element extendible from a first sidewall to a second sidewall, a second stabilizing element having a primary end and a secondary end, the primary end of the second stabilizing element extendible from the first sidewall to the second sidewall, the second stabilizing element spaced away from and substantially parallel to the first stabilizing element when the first stabilizing element and second stabilizing element are extended and a storage box having a container region and a container top, the container top capable of being fitted onto a top section of the container region, the container region being capable of fitting between the first and second stabilizing elements and the container top having a first extension portion capable of being retained by the first stabilizing element and a second extension portion capable of being retained by the second stabilizing element 
         [0023]    Still other aspects, features, and attendant advantages of the disclosed subject matter will become apparent to those skilled in the art from a reading of the following detailed description of embodiments constructed in accordance therewith, taken in conjunction with the accompanying drawings. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0024]    The disclosed subject matter will now be described in more detail with reference to exemplary embodiments of the apparatus and method, given only by way of example, and with reference to the accompanying drawings, in which: 
           [0025]      FIG. 1  illustrates a perspective view of an exemplary embodiment of a cargo support system made in accordance with principles of the disclosed subject matter; 
           [0026]      FIG. 2  shows a top view of the cargo support system of  FIG. 1 ; 
           [0027]      FIG. 3  is an isometric view of the cargo support system of  FIG. 1  as viewed from the rear of a vehicle; 
           [0028]      FIG. 4  shows a detailed rear view of the tie down and clip feature of  FIG. 1 ; 
           [0029]      FIG. 5  shows a schematic rear view of the retractor of  FIG. 1 ; 
           [0030]      FIG. 6  shows a perspective view of another exemplary embodiment of a cargo support system made in accordance with principles of the disclosed subject matter; 
           [0031]      FIG. 7  shows a perspective view of the embodiment of  FIG. 1  with a hard storage box in the cargo support system; and 
           [0032]      FIG. 8  shows a perspective view an embodiment of a cargo support system including a soft storage container made in accordance with principles of the disclosed subject matter. 
       
    
    
     DETAILED DESCRIPTION OF EXEMPLARY EMBODIMENTS 
       [0033]    The disclosed subject matter provides a system for supporting and stabilizing cargo. The system according to the disclosed embodiments occupies little space whether in use or not and can accommodate a large amount of cargo of varied shapes and sizes. 
         [0034]    Although the following description illustrates the system according to the disclosed embodiments in the cargo area of an SUV, it should be understood that the system can be used in any automobile and in other areas of an automobile, such as the rear sear area or trunk, or in other vehicles, such as airplanes and trains. 
         [0035]    Referring to the drawing figures, like reference numerals designate identical or corresponding elements throughout the several figures. 
         [0036]      FIG. 1  illustrates a perspective view of an exemplary embodiment of a cargo support system  100  made in accordance with principles of the disclosed subject matter.  FIG. 1  shows, from the perspective of one looking into the rear of an SUV, the cargo support system  100  which is provided in the cargo hold area  105  of a vehicle having a first sidewall  110  and a second sidewall  120 . The cargo support system  100  includes first and second stabilizing elements that can be configured as a first belt  125  and a second belt  130 , respectively. The stabilizing elements can each have a primary end with a primary securing structure and a secondary end with a secondary securing structure. For example, in the embodiment of  FIG. 1 , a primary end of the first belt  125  can be attached to the second sidewall  120  by a first hook  135  and a secondary end of the first belt  125  can be retained at the first sidewall  110  by a first retractor  155 . Likewise, an end of the second belt  130  can be retained at the first sidewall  120  by a second retractor  160 . The retractors  155  and  160  are described in greater detail below but generally serve to clamp the belts  125  and  130 , thereby tensioning the belts  125  and  130 . The retractors  155  and  160  can be tunable so that their tension can be adjusted depending upon the weight of the cargo to be placed on the belts  125  and  130 . In this embodiment, a primary end  127  of the first belt  125  is provided with a first hook  135  and a primary end  132  of the second belt  130  is provided with a second hook  140 . The second sidewall  120  of the cargo area  105  can also include sidewall attachment structures, which can be formed as a first tie down  145  and a second tie down  150 . The first and second belts  125  and  130  are spaced away from and generally parallel to each other when attached to the first and second sidewall and across the cargo area. The first sidewall  120  can include first and second secondary attachment structures that can be, for example, formed as a tie down, a retractor, or other locking structure. When the attachment structure is configured as a retractor, the mating securing structure located on the stabilizing element can be considered a portion of the stabilizing element that attaches to and may be part of the retractor itself. 
         [0037]    In operation, the first belt  125  and the second belt  130  may be fully retracted into the first and second retractors  155  and  160  respectively. At this point the cargo hold area  105  is open. In order to utilize the cargo support system  100 , the first belt  125  is pulled away from the first retractor  150  toward to second sidewall  120 . The first hook  135  engages the first tie down  145 . The second belt  130  may also be pulled away from the second retractor  160  toward the second sidewall  120  so that the second hook  140  engages the second tie down  150 . The retractors  155  and  160  clamp or otherwise limit movement of the belts  125  and  130 , respectively, thus maintaining the belts  125  and  130  in tension. At this point, the first belt  125  and the second belt  130  traverse the cargo area  105  and the cargo support system  100  can be used to support a load by placing the load on top of the belts  125  and  130 . As can be seen in  FIG. 1 , even when the cargo support system  100  is in use, there is additional space for storing cargo in the cargo area  105 , such as below the belts  125  and  130 . 
         [0038]    It should be understood that the cargo area  105  may be any area in a vehicle capable of holding cargo, including but not limited to a vehicle trunk, hatchback area or the cargo region of a sport utility vehicle (SUV). 
         [0039]    The belts  120  and  125  described above can be made of any material that is flexible and has a high tensile strength so that various loads can be placed on the belts. The material can be nylon, Kevlar, cotton, and many other similar fabrics and combinations thereof. The material can also be certain forms of plastic, woven metals, or banded ropes. The cargo support system  100  as shown in  FIG. 1  provides a solution that is lighter, less expensive and more forgiving of larger cargo loads than conventional cargo storage systems. Furthermore, the retractors  155  and  160  allow the cargo support system  100  to be stowed away when it is not needed, thus freeing up the entire cargo area  105 . 
         [0040]      FIG. 2  shows a top view of the cargo support system  100  of  FIG. 1 . The cargo area  105  includes the first belt  125  extending from the first sidewall  110  of the cargo area  105  to the second sidewall  120 . A second belt  130  is also provided which extends from the first sidewall  110  of the cargo area  105  to the second sidewall of the cargo area  120 . As shown in  FIG. 2 , the first belt  125  is generally parallel to and spaced away from the second belt  130 . In the embodiments of  FIGS. 1-3 , the width of the belts  125  and  130  in a direction parallel to the sidewalls  110  and  120  is larger than the belt thickness (referring to the belts&#39; height in a direction perpendicular to the width of the belts but also parallel to the side walls  110  and  120 , i.e., into the drawing of  FIG. 2 ). Of course it should be understood that the belts  125  and  130  may have other cross-sectional shapes, including belt-like, cord-like, rectangular cross-sectional, etc.  FIG. 2  also shows that the first belt  125  is retained at the first sidewall  110  by the first retractor  155  and the second belt  130  is retained at the first sidewall  110  by the second retractor  160 . As shown in  FIG. 2 , the first tie down  145  and second tie down  150  are disposed adjacent the second side  120 . The first tie down  145  is capable of engaging the first hook  135  which is disposed at the distal end  127  of the first belt  125 , and the second tie down  150  is capable of engaging the second hook  140  which is disposed at the distal end  132  of the second belt  130 . Once the first and second belts  125  and  130  are engaged with the first and second tie downs  145 ,  150 , respectively, they can be tensioned and the cargo support system  100  can receive a load. 
         [0041]      FIG. 3  is an isometric view of the cargo support system  100  as viewed from the rear of a vehicle in accordance with a disclosed embodiment.  FIG. 3  shows the cargo area  105  which is bounded by the first sidewall  110  and the second sidewall  120 . The second belt  130  can extend from the second sidewall  120  to the first sidewall  110  across the cargo area  105 . A secondary end  134  of the second belt  130  can be retained in tension at the first sidewall  110  by the second retractor  160 , while the primary end  132  of the second belt  130  is retained by engaging the second hook  140  with the second tie down  150 . The first belt  125  of  FIGS. 1 and 2  cannot be seen in  FIG. 3  but can be present and spaced away from and substantially parallel to the second belt  130 . 
         [0042]      FIG. 3  also shows a load  310  represented by the downward arrow. The load  310  is placed on top of and in contact with the first and second belts  125  and  130 . As can be seen in  FIG. 3 , the load  310  causes the belts  125  and  130  to deflect and/or stretch in order to accommodate the weight of the load  310 .  FIG. 3  also shows that there is additional storage space below the belts  125  and  130 . 
         [0043]      FIG. 4  shows an isometric detailed view of a tie down and clip feature in accordance with a disclosed embodiment. The tie down  145  can be mounted on the second sidewall  120  in a fixed position. The first belt  125  can extend toward the second sidewall  120  and have a hook  135  disposed at its distal end  127 . The hook  135  is configured so that it can be received by the tie down  145  so that the belt  125  is held in place and in tension. It should be understood that the hook  135  and tie down  145  are exemplary and may take on any number of shapes and sizes or replaced with other structures that effectively allow the belt  125  to be maintained in tension at the second sidewall  120 . 
         [0044]      FIG. 5  shows an isometric view of a retractor feature in accordance with a disclosed embodiment.  FIG. 5  shows the retractor  155  disposed at the first sidewall  110 . The retractor  155  is capable of stowing the belt  125  in a coiled manner. The retractor  155  includes a brake  510  which is capable of engaging the belt  125  so that it can be held in place and/or cinched/tightened to a selected length. In this manner, the belt  125  can be maintained in tension. A release knob can be located adjacent the retractor  155  in the vehicle compartment and connected to the brake mechanism  510  for releasing the tension in the belt and allowing the belt to be withdrawn back into the retractor. The knob can also be connected to the brake  510  in such a way that after the belt  125  is attached across the cargo area, the knob can be turned or otherwise actuated to further tension the belt  125  across the cargo area in a desired configuration. An electro-mechanical device, such as a solenoid or electric motor and associated linkage can also be used to actuate the brake or belt tightening mechanism. 
         [0045]    The retractor  155  is exemplary of any device capable of clamping the belt  125  so that it is maintained in tension. For example, the retractor  155  can include a brake or lever that can engage and clamp the belt  125  in a fixed position. The retractor  155  may also be configured to require manual clamping of the belt  125  or configured to automatically clamp the belt  125  via mechanical or even electromechanical means. The retractor  155  may also be tunable to handle varying loads and, in one embodiment, tunable so that the user knows when a maximum load is exceeded. This can be accomplished by setting the retractor  155  so that the clamp/cinch loosens at a preset load. 
         [0046]      FIG. 6  shows a perspective view of another exemplary embodiment of a cargo support system  600  made in accordance with the principles of the disclosed subject matter. As shown in  FIG. 6 , the cargo support system  600  is provided in the cargo hold area  605  of a vehicle having a first sidewall  610  and a second sidewall  620 . The cargo support system  600  includes a first belt  625  and a second belt  630  which are spaced away from and substantially parallel to each other. In the embodiment of  FIG. 6 , a primary end  627  of the first belt  625  is provided with a first hook  635 , while a secondary end of the first belt  625  is provided with a second hook  655 . The first hook  635  engages a first tie down  645  which is adjacent the second side  620 . The second hook  655  engages a second tie down  665  which is located adjacent the first side  610 . In this manner, the first belt  625  extends across the cargo area  605  and is retained at the first and second tie downs  645  and  665 . 
         [0047]      FIG. 6  also shows a second belt  630 . The second belt  630  is spaced away from and substantially parallel to the first belt  625 . A primary end  632  of the second belt  630  is provided with a third hook  640  while a secondary end of the second belt  630  is provided with a fourth hook  660 . The third hook  640  engages a third tie down  650  which is adjacent the second side  620 . The fourth hook  660  engages a fourth tie down  670  which is located adjacent the first side  610 . In this manner, the second belt  625  extends across the cargo area  605  and is retained at the third and fourth tie downs  650  and  670 , respectfully. 
         [0048]    In operation, the first belt  625  and the second belt  630  are attached to the tie downs  645 ,  650 ,  665  and  670 , through the use of their respective hooks  635 ,  640 ,  655  and  660 . The belts  625  and  630  can be sized so that they are maintained in tension. Thus, in this embodiment, the first and second belts  625  and  630  are retained by the first and second tie downs  645  and  660  and  650  and  670 , respectively. 
         [0049]    As with the embodiment of  FIGS. 1 and 2 , it should be understood that the cargo area  605  of the embodiment of  FIG. 6  may be any area in a vehicle capable of holding cargo, including but not limited to a vehicle trunk, hatchback area or the cargo region of a sport utility vehicle (SUV). Likewise, the belts  625  and  630  described above can be made of various materials that are flexible and have a high tensile strength so that various loads can be placed on the belts. 
         [0050]      FIG. 7  shows a perspective view of the embodiment of  FIG. 1  with a hard storage box  710  used in the cargo support system  100  in the cargo area  105  of a vehicle.  FIG. 7  shows the first belt  125  spaced away from and substantially parallel to the second belt  130 .  FIG. 7  also shows the first hook  135  associated with the first belt  125  and the second hook  140  associated with the second belt  130 . In  FIG. 7 , the hard storage box  710  is placed between the first and second belts  125  and  130  so that the belts  125  and  130  act to hold the storage box  710  in place. The tensioned belts  125  and  130  are able to support significant loads in this manner. As shown in  FIG. 7 , the storage box  710  includes a top  720  and a storage area  740  where various items can be placed for storage. The top  720  includes a first extension  730  and a second extension  725 . The first extension  730  rests on the first belt  125 , while the second extension  725  rests on the second belt  130 . In this manner, the storage box  710  is firmly retained in the cargo area  105 . 
         [0051]    In one embodiment of the invention, as shown in  FIG. 7 , the first belt  125  and the second belt  130  may be provided with a first fastener  750  and a second fastener  760 , respectively. The fasteners  750  and  760  may be any known fasteners which may come into contact with a bottom side of the first extension  730  and second extension  725  of the storage box  710 . For example, the fasteners  750  and  760  may be strips of hook and loop material which come into contact with hook and loop material strips also disposed on the bottom of the first and second extensions  730  and  725 . When the hook and loop material strips come into contact with each other, storage box  710  is held firmly in place. Other fasteners may include snaps or adhesives which also act to hold to storage box in place and prevent it from sliding along the belts  125  and  130 . 
         [0052]      FIG. 8  shows a perspective view of another embodiment of a support system that includes a soft storage container  805  placed in the cargo area  105  of a vehicle. The first belt  125  is spaced away from and substantially parallel to the second belt  130  in this embodiment.  FIG. 8  also shows the first hook  135  associated with the first belt  125  and the second hook  140  associated with the second belt  130 . In  FIG. 8 , the soft storage container  805  is positioned on top of the first and second belts  125  and  130  which allow it to be stored in the cargo area  105 . As shown in  FIG. 8 , by placing the soft storage container on the belts  125  and  130 , additional storage area is available below the first and second belts  125  and  130 . 
         [0053]    It should be noted that several of the disclosed structures that make up the cargo support system  100  can be varied in terms of shape, size, material, connections, etc., without departing from the spirit and scope of the presently disclosed subject matter. For example, the first and second belts  125  and  130  can be made of any material capable of displacing and/or flexing when a load is applied. The belts  125  and  130  can be of any shape, including a flat, belt-line shape, a cord-like shape and/or a shape having a rectangular cross-section. The first and second hooks  135  and  140  and first and second tie downs  145  and  150  can be any system that allows the first and second belts  125  and  130  to be affixed to the sidewall  110  of the cargo area  105 . Furthermore, the hooks and tie downs can be configured differently, such as including differently shaped hooks and tie downs having different connection criteria. The retractors can be any system for clamping the belts  125  and  130  at the sidewall  110 , thus allowing them to be maintained in tension, including locking devices, clamps and braking devices which can be manually engaged by a user or automatically or even electromechanically engaged. 
         [0054]    The belts  125 ,  130 ,  625  and  630  are shown as flat sheet type belts. However, the belts could include support structure sewn or built into the back of the belts to provide greater rigidity. The width of the belts is greater than their thickness by at least a certain degree to provide lateral support to an item supported on the belt. For example, the belts  125 ,  130 ,  625  and  630  can be twice as wide as they are thick, or even three, four or eight times as wide as they are thick. The large width vs. thickness ratio of the belts  125 ,  130 ,  625  helps prevent the belts  125 ,  130 ,  625  and  630  from “rolling” when cargo is placed on top of the belts  125 ,  130 ,  625  and  630 . A top surface of the belts can be treated with a stick material, such as rubber or other slightly adhesive material, to help keep cargo in place on top of the belts  125 ,  130 ,  625  and  630  and to further prevent the belts  125 ,  130 ,  625  and  630  from “rolling.” 
         [0055]    Although the tie downs  145 ,  150  and hooks  140  are shown as simple hook and catch type structures in the Figures, it is contemplated that the tie downs and hooks could be configured as positive locking structures such as spring clips, ratcheted attachment mating pieces, screw type mating pieces, etc. For example, if each end of the belt  125  included a male threaded structure, and each of the walls  110  and  120  include a mating female threaded structure, the belt  125  could be suspended in the cargo area  105  by screwing either end of the belt  125  male screw structures into the mating female screw structures in the wall. The tensioning of the belt  125  could then be carried out by the attachment process itself (the more the belt male screw structures are screwed in the more tension) and an additional tensioning step separate from the attachment step would not be needed. 
         [0056]    While the invention has been described in detail with reference to exemplary embodiments thereof, it will be apparent to one skilled in the art that various changes can be made, and equivalents employed, without departing from the scope of the invention. The foregoing description of embodiments of the invention has been presented for purposes of illustration and description. It is not intended to be exhaustive or to limit the invention to the precise form disclosed, and modifications and variations are possible in light of the above teachings or may be acquired from practice of the disclosed subject matter. The embodiments were chosen and described in order to explain the principles of the invention and its practical application to enable one skilled in the art to utilize the invention in various embodiments as are suited to the particular use contemplated. It is intended that the scope of the invention be defined by the claims appended hereto, and their equivalents. The entirety of each of the aforementioned documents is incorporated by reference herein.