Abstract:
A cargo strap assembly constructed and arranged for receipt by a stake pocket of a vehicle wherein the vehicle includes a sidewall which further defines an opening in communication with the stake pocket. The cargo strap assembly includes a cargo strap module which is constructed and arranged to fit within the stake pocket, the cargo strap module including a retractable cargo strap having an extendable end which is constructed and arranged to extend through the sidewall opening of the vehicle. The cargo strap assembly is completed by the addition of a cover plate which is constructed and arranged to be positioned against the sidewall of the vehicle and attach directly to the cargo strap module for securing the cargo strap module within the stake pocket.

Description:
BACKGROUND OF THE INVENTION 
     Numerous styles of cargo straps, for use with or in vehicles, are currently offered as a way to lash together, anchor, secure, and tie down objects, typically called or generically identified as “cargo”. Many cargo strap styles use a first anchor location for one end of the strap with the other end (i.e., the free end) being adjustable and/or movable to (generally) secure the object or objects. The free end may be fitted with a clip or hook or simply formed with a loop. This free end may be secured by attaching it to an object, by attaching it to itself, or by attaching it to a second anchor location as some typical examples of the attaching or anchoring options. This second anchor location could be the same as the first anchor location. Some styles of cargo straps are constructed and arranged to simply encircle the cargo with one end of the strap connected to or through the opposite end of the strap. 
     The first anchor location may be part of a housing or a part of the vehicle with a spring-return structure or with a recoil or retractable mechanism. These arrangements are constructed and arranged to provide tightening for the cargo strap as well as provide a storage location for the length of cargo strap. When additional strap tightening is desired, a ratchet arrangement may be provided, either as a separate component which receives the cargo strap or by integration into another strap-handling mechanism. For example, this ratchet device or arrangement may be a part of a spring-return structure (recoil, retractable, etc.). When configured as a separate component with the cargo strap threaded therethrough, one end of the cargo strap may be secured to the ratchet base. 
     Considering the widespread use of cargo straps of the type described, vehicle manufacturers, typically manufacturers of pick-up trucks and similar vehicles, have been integrating anchor locations and structural anchoring components into the vehicle as a way to facilitate the use of cargo straps. These structural anchoring components which may also provide the anchor locations may be positioned in the vehicle bed, in the vehicle bed sidewalls, in the tailgate, or in the rearward surface of the cab as some of the more likely options in terms of possible locations. 
     With anchor locations of the type described, the cargo straps are typically separate structures and are added or removed (i.e., connected or attached) as required and must be separately housed or stowed, presumably in the vehicle so as to be readily available when a cargo securement need arises. One option is to roll up the cargo strap and try to find storage space in the vehicle. Another option is to leave one end of the cargo strap connected to an anchor point and the balance of the cargo strap loose in the bed of the vehicle. 
     One concern with the first option is the availability of storage space and the added steps of connecting and disconnecting the cargo straps. These steps can be made more complicated if the cargo to be secured covers up or interferes with the anchor locations which might be preferred or necessary for use in securing the cargo. If a cargo strap is left secured to an anchor location, the nature of the cargo might block that anchor location. 
     One concern with the second option which is described above is the safeguarding of the cargo straps from debris and potential theft. If the cargo straps are visible and easily removed or simply unhooked from the anchor location, then theft is more likely. These issues might cause the vehicle operator to opt for the first option, even if cab storage space is limited. 
     The cargo strap assembly which is disclosed herein offers an improvement to the current state of the art. The selected embodiment which is disclosed addresses the two concerns mentioned above. The retractable cargo strap which is positioned within a cargo strap module, as disclosed herein, is constructed and arranged to be received by a pick-up truck (or similar vehicle) stake pocket and is fastened into position such that it is not readily removable except by the intended owner or user. A couple of manipulations are likely required in order to remove the cargo strap assembly from within the truck bed of the vehicle. While theft is not necessarily prevented, theft of the cargo strap assembly is made more time consuming and thus more difficult. These aspects can deter theft to some degree. Further, when a threaded fastener is used for securement of the device within the vehicle stake pocket, the use of an “unusual” fastener head also helps to prevent theft when only conventional screwdrivers are likely available to the would-be thief. Further, the cargo strap is stowed in an existing space within the vehicle which is not otherwise being used and the limited cab space is left open for other articles. Additionally, the cargo strap retracts so as to have limited visibility and then only the tip of the free end is exposed as it extends outwardly from the inner surface of the vehicle sidewall. 
     The cargo strap module disclosed herein is arranged such that a length of cargo strap is stored on a reel-like dispenser and a portion of that length is extended in a first direction. A guide mechanism is used to turn the cargo strap into a second direction of travel so that it can be extended through the vehicle sidewall which defines the stake pocket. 
     The disclosed cargo strap assembly is considered to be novel and unobvious over the prior art. 
     BRIEF SUMMARY 
     A cargo strap assembly constructed and arranged for receipt by a stake pocket of a vehicle wherein the vehicle includes a sidewall which further defines an opening in communication with the stake pocket. The cargo strap assembly includes a cargo strap module which is constructed and arranged to fit within the stake pocket, the cargo strap module including a retractable cargo strap having an extendable end which is constructed and arranged to extend through the sidewall opening of the vehicle. The cargo strap assembly is completed by the addition of a cover plate which is constructed and arranged to be positioned against the sidewall of the vehicle and attach directly to the cargo strap module for securing the cargo strap module within the stake pocket. 
     One object of the present disclosure is to describe an improved cargo strap assembly. 
    
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS 
         FIG. 1  is an exploded, perspective view of a cargo strap assembly according to the selected embodiment. 
         FIG. 2  is a partial, perspective view of a vehicle stake pocket which receives a cargo strap module portion of the  FIG. 1  cargo strap assembly. 
         FIG. 3  is a partial, side elevational view, in full section, of the  FIG. 2  vehicle stake pocket. 
         FIG. 4  is a front elevational view of the  FIG. 1  cargo strap assembly as installed into the  FIG. 2  vehicle stake pocket. 
         FIG. 5  is a side elevational view, in full section, of the  FIG. 4  assembly. 
         FIG. 6  is a fragmentary, perspective view of the cargo strap module which comprises one part of the  FIG. 1  cargo strap assembly. 
         FIG. 7  is a diagrammatic, side elevational view of the  FIG. 6  cargo strap module showing its relationship to a cover which comprises one portion of the  FIG. 1  cargo strap assembly. 
         FIG. 8A  is a top plan view of a top plate which comprises one portion of the  FIG. 6  cargo strap module. 
         FIG. 8B  is a front elevational view of the  FIG. 8A  top plate. 
         FIG. 9A  is a top plan view of a bottom plate which comprises one portion of the  FIG. 6  cargo strap module. 
         FIG. 9B  is a front elevational view of the  FIG. 9A  bottom plate. 
         FIG. 10A  is a front elevational view of a front wall comprising one portion of the  FIG. 6  cargo strap module. 
         FIG. 10B  is a bottom plan view of the  FIG. 10A  front wall. 
         FIG. 11A  is a front elevational view of a rear wall comprising one portion of the  FIG. 6  cargo strap module. 
         FIG. 11B  is a bottom plan view of the  FIG. 11A  rear wall. 
         FIG. 12A  is a front elevational view of a sidewall comprising one portion of the  FIG. 6  cargo strap module. 
         FIG. 12B  is a bottom plan view of the  FIG. 12A  sidewall. 
         FIG. 13A  is a side elevational view of a cargo strap reel which comprises one portion of the  FIG. 6  cargo strap module. 
         FIG. 13B  is a front elevational view of the  FIG. 13  A cargo strap reel. 
         FIG. 14A  is a front elevational view of a spring housing which comprises one portion of the  FIG. 6  cargo strap module. 
         FIG. 14B  is a side elevational view of the  FIG. 14A  spring housing. 
         FIG. 14C  is a rear elevational view of the  FIG. 14A  spring housing. 
         FIG. 14D  is a rear elevational view of a spring module which comprises one portion of the  FIG. 6  cargo strap module and which includes the  FIG. 14A  spring housing. 
         FIG. 15A  is a side elevational view of a guide roller which comprises one portion of the  FIG. 6  cargo strap module. 
         FIG. 15B  is an end elevational view of the  FIG. 15A  guide roller. 
         FIG. 16A  is a front elevational view of a guide block which comprises one portion of the  FIG. 6  cargo strap module. 
         FIG. 16B  is a perspective view of a guide member which comprises one portion of the  FIG. 6  cargo strap module and includes the  FIG. 16A  guide block. 
         FIG. 16C  is a perspective view of the  FIG. 16B  guide member. 
         FIG. 16D  is a front elevational view of a roller pin comprising one portion of the  FIG. 16B  guide member. 
         FIG. 17A  is a front elevational view of a clamp block comprising one portion of the  FIG. 6  cargo strap module. 
         FIG. 17B  is a side elevational view, in partial section, of the  FIG. 17A  clamp block. 
         FIG. 17C  is a top plan view of the  FIG. 17A  clamp block. 
         FIG. 18A  is a front elevational view of a cover which comprises one portion of the  FIG. 6  cargo strap module. 
         FIG. 18B  is a side elevational view of the  FIG. 18A  cover showing the relative position of a vehicle stake pocket sidewall. 
     
    
    
     DETAILED DESCRIPTION 
     For the purposes of promoting an understanding of the disclosure, reference will now be made to the embodiments illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the disclosure is thereby intended, such alterations and further modifications in the illustrated device and its use, and such further applications of the principles of the disclosure as illustrated therein being contemplated as would normally occur to one skilled in the art to which the disclosure relates. 
     Referring to  FIG. 1  there is illustrated (as an exploded view) a cargo strap assembly  20  which is constructed and arranged to be installed into a vehicle stake pocket  21  (see  FIGS. 2 and 3 ). For illustrative purposes, the vehicle stake pocket  21  is of the size, shape, and style which is typically found in various models of currently-manufactured pick-up trucks. Vehicle stake pocket  21  is defined in part by an interior-facing wall  21   a  and an exterior-facing wall  21   b . Reference herein to the vehicle side wall refers to wall  21   a . Cargo strap assembly  20  includes cargo strap module  22 , cover  23 , and threaded fastener  24 . The installation of cargo strap assembly  20  into vehicle stake pocket  21  is illustrated in  FIGS. 4 and 5 . The specific details of the installation and the threaded fastener securement will be described later herein. 
     Referring further to  FIGS. 6 and 7 , the assembly details and component parts of cargo strap module  22  are illustrated. Cargo strap module  22  includes housing  22   a , cargo strap reel  25 , cargo strap  26 , guide rollers  27  and  28 , guide member  29 , clamp member  30  (with lever  31 ), and spring module  32 . Since the focus of  FIGS. 6 and 7  is directed to cargo strap module  22 , the cover  23  is shown only in broken line form and only in  FIG. 7  for location reference and since its construction provides openings for the exit of the extended portion of the length of cargo strap  26  and for the clamp control lever  31 . 
     Referring to  FIGS. 8A-17C , the principle component parts which comprise cargo strap module  22  are illustrated. The referenced housing  22   a  includes a top plate  35 , a bottom plate  36 , a front wall  37 , a rear wall  38 , and two sidewalls  39 . These six panels are screwed together to create a rectangular box-like structure. Although the material options are open for these six panels, there are some strength and durability requirements in view of the intended use. 
     In terms of orientations and labels, the “front” of cargo strap assembly  20  and of cargo strap module  22  is considered to be the view facing front wall  37  from the inside of the truck bed. It is front wall  37  which defines the exit opening (slot) for the cargo strap  26  as it would be pulled out or dispensed from within the cargo strap module  22  for use in securing cargo which is placed in the bed of the corresponding vehicle. When the cargo strap assembly  20  is installed in the stake pocket  21  of the selected vehicle, the “front” of cargo strap assembly  20  and of cargo strap module  22  is turned so as to face inwardly into the bed of the vehicle. In terms of vehicle orientation, the left sidewall  39  faces forward in the drive direction of the vehicle. 
     The “top” label refers to the upwardly facing direction, away from the road surface on which the vehicle is or will be traveling. The “bottom” label refers to the downwardly facing direction toward the road surface. These labels, directions, and orientations are based on a generally horizontal road surface with the vehicle being upright on that road surface. 
     As illustrated in  FIGS. 8A and 8B , the top plate  35  includes six (6) internally-threaded holes  41  for the receipt of threaded fasteners. These holes  41  are generally centered in the plate thickness with two (2) holes  41  in each of the front and rear faces and one (1) hole in each side. 
     As illustrated in  FIGS. 9A and 9B , the bottom plate  36  includes six (6) internally-threaded holes  42  for the receipt of threaded fasteners. These holes  42  are generally centered in the plate thickness with two (2) holes  42  in each of the front and rear faces and one (1) hole in each side. The bottom plate  36  also includes a centrally-located aperture  43  which is constructed and arranged to function as a drain hole for allowing any liquid or moisture which enters or accumulates in cargo strap module  22  from the top or sides to drain out. It is also possible for moisture to enter the inside of the housing  22   a  by way of the cargo strap as is retracts or recoils back onto reel  25 . 
     Referring now to  FIGS. 10A and 10B , the front wall  37  includes a pair of countersunk clearance holes  44  adjacent its upper edge and another pair of countersunk clearance holes  44  adjacent its lower edge. The rear wall  38  (see  FIGS. 11A and 11B ) has a corresponding pattern of countersunk clearance holes  44 . The two sidewalls  39  (see  FIGS. 12A and 12B ) each have a single countersunk clearance hole  44  adjacent its upper edge and another countersunk clearance hole  44  adjacent its lower edge. As should be clear and as would be understood, the number, location, and size of clearance holes  44  correspond to the number, location, and size of the internally-threaded holes  41  and  42  for receipt of countersunk (flat head) screws  45 . In the selected embodiment, Allen flat head screws  45  are used and the size and shape characteristics of holes  41  and  42  and of holes  44  correspond and are compatible for proper assembly. The illustrations of  FIGS. 1 ,  5 ,  6  and  7  show how the four walls  37  through  39  are assembled to the top and bottom plates,  35  and  36 . 
     With continued reference to  FIGS. 10A ,  10 B,  11 A, and  11 B, front wall  37  defines an oval aperture  46 , a pair of countersunk clearance holes  47 , two clearance holes  48  in one grouping, and three clearance holes  49   a - 49   c  in another grouping. Rear wall  38  defines a pair of clearance holes  52  which are axially aligned with clearance holes  48  defined by the front wall  37 . Rear wall  38  also defines a single clearance hole  53  which is axially aligned with the center clearance hole  49   b  of that three-hole grouping defined by the front wall  37 . The final clearance hole  54  is countersunk. 
     Referring now to  FIGS. 13A and 13B , the cargo strap reel  25  is illustrated in greater detail. Reel  25  is constructed and arranged to receive a length of cargo strap  26  in a wound up arrangement and functions to dispense a portion of that cargo strap length as the cargo strap unwinds off of or from reel  25 . The cargo strap reel  25  includes generally cylindrical axle  56 , first circular plate  57 , and second circular plate  58 . These two circular plates are substantially parallel to each other, axially aligned with each other and spaced apart so as to cooperatively function to control the wind up and unwinding of the cargo strap  26  onto axle  56 . Axle  56  has a shouldered pivot  59  at one end, a cylindrical pivot  60  at the opposite end, and a cargo strap slot  61 . The cargo strap slot  61  is constructed and arranged to receive and fixedly secure one end of the cargo strap  26  to or around axle  56 . Shouldered pivot  59  is received by clearance hole  53  in rear wall  38  with what would be a near line-to-line fit, though with a slight clearance, to allow shouldered pivot  59  to freely turn within clearance hole  53 . The end of shoulder pivot  59  is optionally slotted at  59   a  as a convenient way of manually turning reel  25  when it is desired or necessary to wind up a length of cargo strap  26  onto reel  25 . The cylindrical pivot  60  is received by clearance hole  49   b  in front wall  37 . In a similar manner, the sizing between cylindrical pivot  60  and clearance hole  49   b  is such that the fit is near line-to-line, though with slight clearance such that cylindrical pivot  60  will freely rotate within clearance hole  49   b . Considering the straight cylindrical form of axle  56 , it is important for the longitudinal axis of axle  56  to generally coincide with the axial centers of clearance holes  53  and  49   b.    
     Pivot  60  is slotted at  60   a  and slot  60   a  receives an end of coil spring  64  (see  FIG. 14D ). Spring  64  is coiled up and loaded into spring housing  65  to complete the spring module  32 . The slot  60   a  is deep enough to receive the width of spring  64  and enable the free end of pivot  60  to be inserted into clearance hole  49   b.    
     Referring now to  FIGS. 14A-14D , the spring housing  65  ( FIGS. 14A-14C ) and the spring module  32  ( FIG. 14D ) are illustrated. Spring housing  65  is a generally cylindrical component with a spaced pair of aligned posts  66  and an axially-centered clearance hole  67 . Pivot  60  extends through clearance hole  67  and is then received by clearance hole  49   b . The two posts  66  are received by clearance holes  49   a  and  49   c.    
     The inner-facing side of housing  65  is machined with a recessed spring pocket  68  for receipt of coil spring  64 . A retention slot  69  is shaped so as to securely receive and fixedly clamp a first end  70  of spring  64 . The opposite end  71  of spring  64  is bent, aligned with clearance hole  67 , and ultimately received within slot  60   a . The inner surface  72  of pocket  68  is formed (or machined) with guide projections  73  which extend in a generally radially inward direction. These projections  73  abut the outer layer or winding of coil spring  64  so as to help reduce or limit the degree of frictional interference or drag as the spring  64  coils and uncoils as the cargo strap  26  is extended off of reel  25  and then recoiled or retracted by the action of spring  64 . As reel  25  turns as a portion of the cargo strap length is extended (unwound or dispensed), the rotation of axle  56  coils spring  64  into a tighter wind and builds up the stored energy in the spring. When the clamping force on the cargo strap is relieved, the spring force reverses the rotation direction of reel  25  from unwinding to winding and the extended portion of the cargo strap length is wound back up on reel  25 . 
     Referring now to  FIGS. 15A and 15B , one of the two guide rollers  27  and  28  is illustrated in detail. The construction of each guide roller  27  and  28  is the same and thus only one guide roller  27  is illustrated in  FIGS. 15A and 15B  as representative of the construction of each. Guide roller  27  includes a first cylindrical end  77  which fits into the lower clearance hole  48 . The opposite cylindrical end  78  fits into the lower clearance hole  52 . The other guide roller  28  is similarly assembled with its first cylindrical end inserted into the other (upper) clearance hole  48  and its second, opposite end inserted into the other (upper) clearance hole  52 . 
     The cylindrical shoulders  79  and  80  define a generally cylindrical center section  81  which is constructed and arranged to receive a portion of the length of cargo strap  26  as the cargo strap  26  travels flat over section  81 . Shoulders  79  and  80  also help establish the correct position for each guide roller  27  and  28  between the front wall  37  and the rear wall  38 . Section  81  has an axial length which is just slightly larger (wider) than the width of cargo strap  26  so as to help maintain alignment and the straight travel of the cargo strap between shoulders  79  and  80 . As a portion of the length of cargo strap  26  which is wound on reel  25  unwinds from reel  25  as it is dispensed, it travels flat across the center section  81  of each guide roller  27  and  28 , first over guide roller  27  and from there around the center section  81  of guide roller  28  toward guide member  29  (see  FIGS. 16A-16D ). 
     Referring now to  FIGS. 16A-16D , the guide member  29  is illustrated in greater detail in  FIGS. 16B and 16C . Guide member  29  includes a guide block  84  ( FIG. 16A ) and a roller pin  85  ( FIG. 16D ) which is assembled into guide block  84  at an approximately 45 degree angle between the planar surface or geometric planes defined by the front wall  37  and the forward-facing sidewall  39 . A portion of the length of cargo strap which is dispensed from reel  25  leaves guide roller  28  and, as it passes over the surface of roller pin  85 , the 45 degree angle of roller pin  85  changes the direction of travel of the cargo strap portion. 
     In terms of orientations and directions, it is important to understand that for use the cargo strap  26  is to be extended in a direction which is generally perpendicular to the geometric plane defined by front wall  37 . Since the width of the space within the stake pocket  21  is limited, consideration has to be given to how reel  25  is oriented within the stake pocket. As the length of cargo strap  26  to be loaded onto reel  25  increases, the wound up diameter increases. If the reel  25  would be turned such that axle  56  extends in the forward direction of vehicle travel, then the diameter size of the wound up length of cargo strap  26  could easily exceed the available width space within stake pocket  21 . In part, this is why the axis of the axle  56  is oriented so as to be generally perpendicular to the geometric plane defined by front wall  37 . In this way, the only practical size limitation which is dictated by the width of the stake pocket  21  is the width of the cargo strap  26 , but not the length of cargo strap which is wound up on reel  25  (at least not within the practical limits based on the amount of cargo strap which might be needed for securing cargo). 
     With the reel  25  oriented as described and as disclosed herein, the portion of the length of cargo strap  26  which is dispensed from reel  25  initially travels in a first direction which line of travel is in a geometric plane which is substantially perpendicular to the long axis of axle  56 . When this portion of the length of cargo strap  26  travels across roller pin  85  which is set at the 45 degree angle, the direction of travel changes by approximately 90 degrees to a second direction of travel for the cargo strap portion is generally perpendicular to the first direction of travel. This second direction of travel is in a geometric plane which is substantially parallel with the longitudinal axis of axle  56  and is generally perpendicular to the geometric plane of front wall  37 . 
     With continued reference to  FIGS. 16A-16D , guide block  84  includes a clevis-type configuration with support bosses  86  and  87  with a defined clearance space  88  therebetween. Lower shelf  89  includes a block  90  and block  90  defines a tapped hole  90   a . Each boss  86  and  87  defines a support pin hole  86   a  and  87   a , respectively. The axial centerlines of holes  86   a  and  87   a  are coincident and these holes receive an end of a support pin which is used to support clamp member  30  between bosses  86  and  87 . Tapped holes  91  in the face of lower shelf  89  are used to receive flat head screws to securely attach guide block  84  to the inside surface of front wall  37 . Clearance holes  47  are aligned with tap holes  91  for receipt of the flat head screws. As will be further explained when describing the construction of cover  23 , there is a countersunk clearance hole which is aligned with tapped hole  90   a  for securely attaching the cover  23  to the guide block  84 . In the process, the sidewall of the vehicle stake pocket  21  is clamped between cover  23  and the inwardly facing, planar surface of front wall  37 , (see  FIG. 5 ). 
     In one embodiment of guide block  84 , a blind hole  92  is machined into a portion of lower shelf  89  at the referenced 45 degree angle relative to surface  93  which is the surface that abuts up against the inner surface of front wall  37 . The diameter size of the blind hole  92  establishes a line-to-line fit with one end of roller pin  85  (see  FIG. 16D ). The roller pin  85  is pressed into blind hole  92  and thereby creates the 45 degree travel surface for changing the direction of travel of the cargo strap by approximately 90 degrees from the first dispensing direction as a portion of the length of cargo strap unwinds from the reel  25  to its extended-for-use direction as it exits from housing  22   a  and through a slot in cover  23 . In an alternate embodiment of guide block  84 , in lieu of a blind hole  92 , a through hole can be machined completely through from one portion of guide block  84  to an opposite portion such that both ends of roller pin  85  are secured. Either embodiment is acceptable since the function of roller pin  85  is to provide a suitable surface for the flat travel of cargo strap  26  and a surface which is set at a 45 degree angle for changing the direction of travel by approximately ninety (90) degrees. 
     Referring now to  FIGS. 17A-17C , the details of clamp block  98  are illustrated. Clamp member  30  includes block  98  in combination with lever  31  and coil spring  103  (see  FIG. 6 ). Block  98  has a knurled surface  99  which is an eccentric relative to the pivot axis defined by through hole  100 . Hole  100  is axially coincident with the axial centerlines of holes  86   a  and  87   a . A generally cylindrical pivot pin  101 , similar in construction to pin  85  only with a different length and optionally with a different diameter, is inserted through holes  86   a ,  87   a , and  100  so as to secure the block  98  into the clearance space  88  of guide block  84 . Further, this construction using pivot pin  101  allows clamp member  30  to rotate or pivot relative to guide block  84 . 
     A corner portion  102  of block  98  is removed in order to create a clearance space for coil spring  103 . Coil spring  103  is anchored at one end to block  98  and at an opposite end to guide block  84  so as to place block  98  in a normally spring-biased condition against the upper surface of lower shelf  89 . A tang finger is moved against the bias of the spring with the rotation of clamp member  30  relative to guide member  29 . Knurled surface  99  is constructed and arranged to be spring-biased into contact with the upper surface of lower shelf  89 . As the dispensed portion of the length of cargo strap  26  travels over roller pin  85  on its exit path out of cargo strap module  22 , the cargo strap portion passes between the knurled surface  99  and the lower shelf  89 . The spring-biased construction means that in the normal or at rest condition, the cargo strap is clamped and is not otherwise movable to either extend or rewind onto reel  25 . 
     Lever bore  106  is machined into block  98  and receives, with a press fit, lever  31 . Pulling down on lever  31  releases the clamped engagement of the knurled surface  99  against the cargo strap portion which is secured below knurled surface  99 . With the lever  31  pulled down, the cargo strap is able to be either extended outwardly from module  22  or rewound onto reel  25 . In use, the lever  31  is used to release the clamped condition and permits a portion of the cargo strap to be unwound from reel  25 . Once a desired amount of cargo strap is released, the cargo securement proceeds. When the cargo is to be released by releasing the cargo strap from its secured condition, the first step is to unhook the cargo strap or unwrap it from the cargo and, with cargo strap in hand, release lever  31 , thereby allowing the recoil force on spring  64  to rotate reel  25  in a wind up direction, thereby rewinding or recoiling the cargo strap by pulling it back through cover  23  into cargo strap module  22 . As reel  25  rotates due to the recoiling spring force, reel  25  winds up the dispensed cargo strap portion. When the free end of the cargo strap which extends through cover  23  approaches cover  23  during the rewind, the lever  31  is released and the knurled surface  99  reestablishes a clamped condition on that portion of the cargo strap which is located between knurled surface  99  and lower shelf  89 . Due to the eccentric shape and location of knurled surface  99  relative to the pivot axis of block  98 , pulling outwardly on the cargo strap portion which extends out from cover  23  actually increases the clamping force on the cargo strap. In this way, once the cargo is secured, pulling on the cargo strap, whether by load shifting or for other reasons, there will not be any further loosening or extension of the cargo strap. 
     Although a lever is shown as the clamp release mechanism, it is assumed that a slide switch or similar thumb switch or thumb slide will be mounted onto lever  31  and this alternate construction is shown in  FIG. 4 . Using this type of slide switch allows the lever to still perform in its normal manner but with a more streamline and compact shape and without having any lever extension beyond cover  23 . Structurally, some type of lever or switch is needed in order to be able to pivot or turn block  98  relative to guide block  84 . 
     Referring now to  FIGS. 18A-18B , the details of cover  23  are illustrated. Cover  23  defines an oblong slot  109 , a cargo strap slot  110 , and a countersunk clearance hole  111 . Oblong slot  109  has a generally vertical orientation and is used for lever  31 , allowing downward movement of lever  31  within slot  109 . Slot  110  has a generally horizontal orientation and has a width and height sufficient for a portion of the length of cargo strap  26  to extend therethrough as the cargo strap is pulled out and unwound off of reel  25 . The countersunk clearance hole  111  is used for fastener  24  which threadedly engages tapped hole  90   a.    
     Cover  23  includes a larger oval frame  112  and a smaller oval step  113 . Extension  114  extends into oval aperture  46  and lip  115  hooks on to the upper edge of aperture  46 . Broken lines  116  and  117  generally define the locations of the inner and outer surfaces, respectively, of the interior-facing wall  21   a  (i.e., the stake pocket wall) which is clamped between cover  23  and front wall  37 . As illustrated in  FIG. 18B , the frame  112  is up against inner surface  116  for the referenced clamping. The cooperating opening in the vehicle sidewall generally corresponds to the size and shape of oval step  113  such that oval step  113  will extend through the vehicle sidewall opening while still enabling the clamped assembly as noted. 
     Since the pulling force or load on the cargo strap portion which has been dispensed off of the reel  25  is substantially perpendicular to the surface of front wall  37 , the sidewall of the vehicle provides an abutment. Further, the eccentric configuration of the knurled surface  99  causes any such pulling force on the cargo strap to actually increase the clamping force on the cargo strap portion positioned between the knurled surface  99  and the lower shelf  89 . Even though only a single screw  24  secures the cargo strap module  22  inside the stake pocket  21 , the only load actually on this single screw is from the weight of the cargo strap module  22 . If the pulling force was in an upward direction, tending to pull the cargo strap module out of the stake pocket, then the pulling force load would be on the screw, as the force tries to pull the cargo strap module  22  out of the stake pocket. This is one reason why the interior side exit for the cargo strap portion being dispensed is an advantage. Another benefit of this side exit location is being able to extend the cargo strap portion in a more direct and efficient manner since the free end is already within the bed of the vehicle, precisely where the cargo will be located. This side exit for the cargo strap also provides a location which is generally felt to be similar in height to where the center of gravity will be for most cargo. 
     The free end of the cargo strap is illustrated with a loop, but it is to be understood that a clip, hook, or similar anchor component can be used with or in lieu of the cargo strap loop. A further optional feature is to add a blind tapped hole  120  into top plate  35  (shown only in  FIG. 1 ). This blind tapped hole would be used for a threaded rod or a small eyebolt (see  FIG. 5 ) to which a hook or cable could be connected as an added convenience when lowering the cargo strap module  22  down into the stake pocket. By having this type of connection, the user or installer can more easily lower the module so as to line up the vehicle sidewall opening and cover  23  with the tapped hole  90   a  for the threaded installation using screw  24 . Once screw  24  is tightened, whatever accessory might have been used with the blind tapped hole can be removed. In this way, and as described, and as would be clear from an understanding of the disclosed cargo strap assembly  20 , there is no alteration nor any modification of any type made to the vehicle. The cargo strap assembly  20  can be easily installed and removed (using a special tool as one option) and the vehicle is always able to be restored to its starting condition. Screw  24  is illustrated with an Allen head configuration since it is unlikely that a would-be thief would have the correct hand tool for removal. Another option for the head design is to use a TORX® style as having the correct tool for removal would be less likely. A still further option is to use a unique head design and supply a special removal tool with the product. 
     While the preferred embodiment of the invention has been illustrated and described in the drawings and foregoing description, the same is to be considered as illustrative and not restrictive in character, it being understood that all changes and modifications that come within the spirit of the invention are desired to be protected.