Abstract:
A trailer stabilizing device for stabilizing a parked freight trailer comprising a frame having mounted thereto at least a right side wheel and a left side wheel, the frame also including a hitch, a fifth wheel, and at least one of a repositionable wheel chock and a repositionable hook, the trailer stabilizing device further including a repositioning device in order to reposition at least one of the repositionable wheel chock and the repositionable hook. The present disclosure also includes a method of stabilizing a parked trailer at a loading dock, the method comprising: (a) positioning a wheeled trailer stabilizer underneath a parked freight trailer at a loading dock while landing gear of the parked freight trailer are deployed and a kingpin of the parked trailer is accessible; (b) securing the kingpin of the parked freight trailer to a fifth wheel of the wheeled trailer stabilizer; and, (c) deploying a repositionable hook operatively coupled to the frame of the wheeled trailer stabilizer so the repositionable hook couples to a cleat mounted to the ground, where deployment of the hook is operative to exert a pulling force on the kingpin.

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     This application claims the benefit of U.S. Provisional Patent Application Ser. No. 61/296,995, filed Jan. 21, 2010, entitled “TRAILER DOCKING REPOSITIONABLE SUPPORT,” and also claims the benefit of U.S. Provisional Patent Application Ser. No. 61/346,143, filed May 19, 2010, entitled “TRAILER DOCKING REPOSITIONABLE SUPPORT,” the disclosure of each is incorporated herein by reference. 
    
    
     RELATED ART 
     1. Field of the Invention 
     The present disclosure is directed to supports utilized to secure freight trailers at a loading dock while dock personnel load and/or unload cargo from the freight trailers. 
     2. Related Art of Interest 
     Distribution warehouses are a necessary component of commerce in the twenty-first century. These warehouses may act as a clearinghouse for shipments from various product suppliers and centralize the distribution of goods. Large chain retailers utilize warehouses to generate shipments to particular points of sale that are specific to the needs of consumers in that area, without requiring the original manufacturer of the goods to identify consumer demand at each point of sale and correspondingly deliver the particular goods to each point of sale. 
     An exemplary distribution warehouse generally includes fifteen or more loading docks, with each loading dock adapted to receive a single freight trailer of a semi truck. A loading dock typically includes an opening elevated above ground level to match the height of the floor of the freight trailer. The relatively equal height between the floor of the loading dock and the floor of the trailer enables lift trucks (i.e., forklifts) and other material handling devices to move freely back and forth between the warehouse and interior of the freight trailer. 
     In an exemplary sequence, a loading dock opening of a warehouse is initially unoccupied by a freight trailer. Thereafter, a semi trailer driver or yard truck driver backs the rear opening of a freight trailer into alignment with the opening of the dock. After the rear of the freight trailer is properly aligned and positioned adjacent to the dock opening, the driver will either continue the engagement between the truck and trailer, or discontinue the engagement and relocate the truck to a remote location. In the context of yard trucks, the yard truck is only connected to the freight trailers long enough to position it adjacent to the loading dock opening. In an exemplary day, the yard truck may connect to and disconnect from one hundred or more freight trailers. 
     In summary fashion, a yard truck is a dedicated tractor that stays at the warehouse location and is only used to reposition freight trailers (not to tow the trailers on the open highways). By way of example, a warehouse may have ten dock openings, but have fifty trailers waiting to be unloaded. In order to expedite freight unloading and loading, as well as the convenience of the semi truck drivers that deliver to or pick up the freight trailers from the warehouse, the freight trailers need to be shuffled. This means that freight trailers do not include dedicated semi tractors continuously connected to them. Instead, because no semi truck is connected to many, it not all, of the freight trailers at a warehouse location, a yard truck is necessary to reposition the freight trailers while at the warehouse location. 
     An exemplary process for discontinuing engagement between the yard truck and the freight trailer includes initially raising a hydraulic fifth wheel on the yard truck to raise the front end of the trailer above its normal ride height. While the front end is raised, the yard truck driver lowers landing gear of the freight trailer, which comprises a pair of equal length jacks permanently mounted to the trailer, so that lowering of the fifth wheel is operative to set down the freight trailer on its landing gear. When the freight trailer is set down on its landing gear, the freight trailer is freestanding (i.e., without a mechanical connection between the kingpin of the freight trailer and the fifth wheel of the yard truck). After the freight trailer is freestanding, associated pneumatic and electrical connections between the yard truck and trailer are disconnected so that the brakes of the freight trailer are locked. Thereafter, the yard truck pulls out from under the freight trailer, thereby leaving the trailer adjacent to the dock opening and being supported at the front end using only the trailer&#39;s landing gear. 
     When loading and unloading cargo from a freestanding freight trailer, the movement of the lift truck along the floor of the freight trailer causes the freight trailer to move as well. While some movement of the freight trailer is inevitable, considerable movement can result in the trailer becoming separated from the dock or possibly tipping over. More importantly, the landing gear of the freight trailer is not designed to accommodate the weight of a fully loaded trailer, let alone the dynamic forces generated by a lift truck moving through a partially loaded freight trailer. Even further, the high center of gravity associated with most trailers makes the likelihood of tipping over a real possibility. The obvious implications of a freight trailer tipping over include damage to the goods within the trailer, the trailer itself, and the lift truck, not to mention the possible serious injury to or death of the lift truck operator. 
     There is a need in the industry for a reliable support that maintains the relative position of the freight trailer with respect to the dock and inhibits the trailer from tipping over, possibly causing serious bodily injury or death, which does not rely solely on the landing gear of the freight trailer. 
     INTRODUCTION TO THE INVENTION 
     The present disclosure is directed to supports associated with a loading/unloading dock and, more specifically, to repositionable supports that secure freight trailers in position at a loading dock while dock personnel load and/or unload cargo from the trailers. The present disclosure includes a repositionable structure having a fifth wheel to capture the kingpin of a freight trailer, thereby securing the repositionable structure to the trailer. The repositionable support may also include one or more of an electrical, a hydraulic, and a pneumatic interface for coupling directly to the yard truck or other truck using conventional connections, such as glad hands and electrical disconnects. Unlike conventional stabilizing products, the exemplary embodiments of the instant disclosure may provide support for the front end of a parked freight trailer without the need for deployment of the landing gear (i.e., the landing gear touching the ground). After the repositionable structure has been mounted to the trailer by way of the kingpin and fifth wheel interface, wheel chocks may be deployed and brakes associated with the repositionable device may be locked to inhibit horizontal movement of the trailer away from the loading dock. In exemplary form, the repositionable structure may include a winch that is adapted to engage a pavement cleat, thereby forming a compression fit between the king pin and fifth wheel of the repositionable support using the tension from the winch cable. The repositionable support may also include a communicator operative to relay a communication to an internal display within the warehouse that indicates whether the repositionable support is properly mounted to the freight trailer. 
     An exemplary repositionable structure includes a frame and an axle mounted to the frame. By way of example, the axle includes a pair of tandem wheels, with brakes, mounted proximate opposite ends of the axle. However, the wheels may be single wheels and not include brakes. A vertically repositionable fifth wheel is also mounted to the frame and is adapted to receive the kingpin of a freight trailer. A pair of repositionable wheel chocks may also be mounted to the frame. Also on board the frame may be a freight trailer positioning communicator adapted to signal a warehouse display indicating whether the trailer has been secured while at the loading dock. Pneumatic, hydraulic, and electrical lines may also be associated with the frame that are in communication with any wheel brakes, the repositionable fifth wheel, and any positioning communicator. The foregoing lines may be powered directly from the yard truck, or the frame may include individual power sources for one or more of the foregoing lines. 
     After the yard truck has positioned the repositionable support into engagement with the kingpin of the freight trailer, the brakes (if included) are applied and the winch (if included) is deployed to lock the support in position below a frontal portion of the trailer. Thereafter, the support remains under the frontal portion of the trailer as the trailer is loaded or unloaded. Similarly, after the support is secured in position beneath the frontal portion of the freight trailer, the yard truck disconnects from the repositionable structure and continues jockeying the remaining freight trailers at the warehouse location. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is an overhead view of an exemplary trailer stabilizer in accordance with the instant disclosure. 
         FIG. 2  is a perspective, cut away view of an exemplary brake assembly for use with the exemplary trailer stabilizer of  FIG. 1 . 
         FIG. 3  is a schematic diagram of an exemplary braking system for use with the exemplary trailer stabilizer of  FIG. 1 . 
         FIG. 4  is an underneath, perspective view of an exemplary repositioning assembly for use in repositioning the wheel chocks of the exemplary trailer stabilizer of  FIG. 1 . 
         FIG. 5  is an elevated perspective view of a repositionable wheel chock, in the storage position, for use with the exemplary trailer stabilizer of  FIG. 1 . 
         FIG. 6  is an elevated perspective view of the repositionable wheel chock of  FIG. 6 , shown just prior to complete deployment. 
         FIG. 7  is an elevated perspective view of the exemplary trailer stabilizer of  FIG. 1 . 
         FIG. 8  is a profile view of an exemplary yard truck coupled to the trailer stabilizer of  FIG. 1 , shown being backed under a commercial freight trailer. 
         FIG. 9  is a profile view of the trailer stabilizer of  FIG. 1  mounted and secured to the commercial freight trailer of  FIG. 8 . 
         FIG. 10  is an overhead view of an exemplary layout at a warehouse or loading dock facility showing placement of the trailer stabilizer of  FIG. 1  and the visual display components. 
         FIG. 11  is a profile view of another exemplary trailer stabilizer in a disengaged position. 
         FIG. 12  is a profile view of the exemplary trailer stabilizer of  FIG. 11  in an engaged position. 
         FIG. 13  is a profile view of the exemplary draw bar and associated hook in  FIG. 11 . 
         FIG. 14  is a top view of the exemplary draw bar and associated hook in  FIG. 11 . 
         FIG. 15  is a top view of the exemplary pavement cleat in  FIG. 11 . 
         FIG. 16  is a cross-sectional view of the exemplary pavement cleat in  FIG. 11  taken along lines  16 - 16  in  FIG. 15 . 
         FIG. 17  is a cross-sectional view of the exemplary pavement cleat in  FIG. 11  taken along lines  17 - 17  in  FIG. 15 . 
     
    
    
     DETAILED DESCRIPTION 
     The exemplary embodiments of the present disclosure are described and illustrated below to encompass apparatuses and associated methods to secure a freight trailer in position at a loading dock while the trailer is loaded or unloaded. Of course, it will be apparent to those of ordinary skill in the art that the embodiments discussed below are exemplary in nature and may be reconfigured without departing from the scope and spirit of the present disclosure. However, for clarity and precision, the exemplary embodiments as discussed below may include optional steps and features that one of ordinary skill should recognize as not being a requisite to fall within the scope and spirit of the present disclosure. 
     Referencing  FIGS. 1-7 , an exemplary trailer support  10  includes a frame  12  and an axle  14  mounted to the frame  12 . The axle  14  includes one or more wheels  16  mounted proximate the ends of the axle  14 . In this exemplary embodiment, the axle  14  includes tandem wheels  16  mounted at each end, with the tandem wheels including an associated braking assembly  18 . However, it should be noted that the wheels  16  are not required to include a braking assembly  18 . 
     Referring specifically to  FIGS. 1-3 , the braking assembly  18  includes a brake pad  20  which applies a force necessary to either a drum or disc  22  to retard rotation of the brake drum and wheel  16  with respect to the axle  14 . A pneumatic brake cylinder  24  is coupled to the brake pads  20  by way of a push rod and cam shaft  25  in order to force the pads  20  against the drum  22  after a predetermined positive pressure is reached within the pneumatic lines  26  feeding the brake chamber. However, the brake cylinder  24  is also operative to force the pads  20  against the drums  22  when insufficient air pressure occurs within the pneumatic lines  26  feeding the cylinder  24 . By way of example, if an air leak occurs within the pneumatic line or a yard truck  200  (see  FIG. 8 ) is not pneumatically coupled to the trailer support  10 , the brake pads  20  will engage the drums  22  to inhibit rotation of the wheels  16 . In other words, it takes a positive air pressure within the pneumatic brake lines  26  in order to discontinue engagement between the brake pads  20  and the drums  22 . In this exemplary embodiment, the pneumatic lines  26  are in series with a compressed air storage vessel/tank  28  that is mounted to the frame  12 . Thus, the compressed air storage vessel  28  provides an on-frame reservoir of compressed air. As will be discussed in more detail hereafter, the pneumatic lines  26  also includes quick connects  30  (e.g., a glad hand) adapted to be coupled to quick connects  32  of the yard truck  200  in order for the yard truck to supply compressed air to the braking assembly  18 . 
     Referring back to  FIG. 1 , the frame  12  includes a pair of C-shaped cross-section frame rails  34 ,  36  that are equally spaced apart from one another and oriented in parallel toward the rear of the trailer support  10 . Toward the front of the trailer support  10 , the frame rails  34 ,  36  are angled toward one another and eventually converge proximate the front of the trailer support. For the sections of the frame rails  34 ,  36  oriented in parallel, one or more cross-members  38  are joined to the frame rails, such as by welding or bolted fasteners. The cross members  38  may optionally include a block C-shape cross-section. 
     The frame  12  also has mounted to it a fifth wheel  40 . Exemplary fifth wheels  40  include class 6, 7, and 8 fifth wheels such as the Fontaine No-Slack 6000 and 7000 Series, available from Fontaine International (www.fifthwheel.com). In this exemplary embodiment, the fifth wheel  40  is mounted in an elevated fashion above the frame rails  34 ,  36  using conventional nut and bolt fasteners. Those skilled in the art will understand that other fifth wheels  40  besides a Fontaine No-Slack may be utilized so long as the fifth wheel is operative to selectively engage and disengage a kingpin of a freight trailer. It should also be noted that the kingpin lock/receiver may be pneumatically, electrically, or hydraulically operated, or may simply be manually operated. Those skilled in the art are familiar with the various types of fifth wheels and the various types of locks/receivers that hold the kingpin of a freight trailer in place until it is intentionally released. 
     Referencing FIGS.  1  and  4 - 6 , the trailer support  10  may also include a pair of repositionable wheel chocks  50  that operate to retard rolling motion of the wheels  16  when deployed. In exemplary form, each wheel chock  50  is mounted to a repositioning device  52  that utilizes fluid power (pneumatic, hydraulic, etc.) to switch between deployment and storage of the wheel chocks  50 . It should also be noted that the wheel chocks  50  may alternatively be deployed using a manual crank (not shown) that is mounted to the through rod  64 . In either circumstance, when the wheel chocks  50  are deployed, the chocks are wedged between the wheels  16  and the ground. Consequently, as the wheels  16  attempt to rotate forward, the deployed chocks  50  provide a resistive force sufficient to retard forward rotation of the wheels. Conversely, when the chocks  50  are stored, the wheels  16  are able to rotate (forward or rearward), presuming some other device is not operative to retard rotational motion such as the braking assembly  18 . 
     Referring to  FIGS. 1 and 4 , the repositioning device  52  includes a pneumatic cylinder  54 , which is supplied with air from pneumatic supply lines  55 . One end of the pneumatic cylinder  54  is mounted to the underside of the cross-member  38 . The opposite end of the pneumatic cylinder  54  includes an actuating piston  56  with a clevis  58  mounted to the far end of the piston. The clevis  58  is pivotally mounted to an L-shaped bracket  60  by way of a pin  62  that extends through both the clevis and bracket. A through rod  64 , having a circular cross-section, is received within a cylindrical cavity formed by a cylindrical housing  68  mounted to the opposite end of the L-shaped bracket  60 . A through hole extending into the cylindrical cavity is threaded to receive a fastener, such as a bolt  66 , that extends into contact with an exterior of the through rod  64  to secure the cylindrical housing  68  to the through rod  64 . Accordingly, rotational motion of the cylindrical housing  68 , when the bolt  66  is tightened within the through hole, is transferred to the through rod  64 , thereby causing the through rod to correspondingly rotate when the cylindrical housing is rotated. The rotational motion of the through rod  64  is transferred to the chocks  50  and is operative to reposition the chocks  50  between deployment and storage positions. 
     In this exemplary embodiment, the through rod  64  is located beneath and mounted to a cross-member  38  of the frame  12  using several brackets  70  with circular bushings  72 . The bushings  72  operate to allow the through rod  64  to axially rotate with respect to the brackets  70 , while retaining the horizontal and vertical position of the through rod. In exemplary form, a single through rod  64  is utilized to extend across the entire width of the frame  12  and outward beyond the frame in front of the wheels  16 . 
     Referencing  FIGS. 1 ,  5  and  6 , each repositionable wheel chock  50  includes a telescopic pole  80  mounted to the through rod  64  that extends laterally beyond the frame  12 . In exemplary form, the telescopic pole  80  comprises a first hollow tube  82  and a second, larger hollow tube  84 , where the first tube has an exterior that is small enough to be received within the interior of the second tube. Because of the size differential between the tubes  82 ,  84 , the tubes are operative to slide against one another to increase or decrease the length of the pole  80  as necessary. In this regard, the second tube  84  has a closed opposite end that optionally houses a spring (not shown), which is operative to bias the first hollow tube  82  with respect to the second tube. However, it should be noted that the tubes need not be telescopic or operative to slide with respect to one another in order to deploy the wheel chock  50 . For example, tubes  82 ,  84  may be replaced by a single tube or multiple tubes that are rigidly mounted to one another to avoid longitudinal length changes. 
     Opposite the closed end of the second tube  84 , the first tube  82  includes a transverse hollow cylinder  86 . A cavity on the interior of the cylinder  86  allows for throughput of the through rod  64 . Additionally, the through rod  64  includes a longitudinal keyway  87  formed on its exterior that is aligned with a longitudinal keyway  89  firmed on the interior of the cylinder  86 . In this fashion, after the keyways  87 ,  89  have been aligned (i.e., overlap) with one another, a key  91  is inserted into both keyways  87 ,  89  so that rotation of the through rod  64  results in corresponding rotation of the cylinder  86 . In this exemplary embodiment, the keyways  87 ,  89  exhibit a rectangular, axial cross-section that accommodates the key  91 , which also exhibits a rectangular, axial cross-section. A hole (not shown), which extends through the cylinder  86  and into the keyway  89 , is adapted to receive a threaded fastener  88 . By inserting the threaded fastener  88  into the hole, where the hole overlaps the keyway  89 , the threaded fastener is operative to contact the key  91  and lock the key within the keyways  87 ,  89 . 
     Opposite the closed end of the second tube  84 , an arm  90  is mounted to the lateral exterior of the second tube. The arm  90  extends away from the closed end of the second tube  84  and extends beyond the open end of the second tube  84  in parallel with the first tube  82 . In this exemplary embodiment, the arm  90  by way of a through bolt is mounted to a spring  92 , where the spring is coupled to a cable  94 , which is itself mounted to a chock block  96 . As will be discussed in more detail below, the spring  92  provides a tension force that retains the chock block  96  in a predetermined position, thereby retarding the chock block  96  from digging into the ground as the repositionable wheel chock  50  is moved from its storage position to its deployment position. In order to maintain the proper tension on the chock block  96 , a guide pulley  98  is mounted to the second tube  84 , where the guide pulley  98  receives the cable  94 . 
     Proximate the closed end of the second tube  84 , a bracket  100  is mounted to the second tube. This bracket  100 , in exemplary form, includes a block C-shaped segment  102  that is spaced apart from the second tube by way of an extension  104 . The block C-shaped segment  102  includes extension plates  103  pivotally mounted by way of a pivot pin  105  to allow articulation of the chock block  96  and provide an allowance for coaxial discrepancy between the through rod  64  and the stabilizer&#39;s wheels  16 . A guide arm  106  is mounted to the rear exterior of the C-shaped segment  102 . In this exemplary embodiment, the guide arm  106  includes a through hole that receives a fastener to pivotally mount a roller assembly  108  to the guide arm. 
     The roller assembly  108  includes a first roller  110  mounted opposite a second roller  112 , where both rollers are mounted to opposing rails  114  that are tied together by a cross-brace  116 . The first roller  110  is rotationally repositionable with respect to the rails  114  and is adapted to contact the ground when the wheel chock  50  is deployed in its barrier or deployment position. Similarly, the second roller  112  is rotationally repositionable with respect to the rails  114  and is adapted to contact the rear of the chock block  96  and overcome the bias of the spring  92  to rotate the chock block when the first roller  110  reaches the ground. 
     The chock block  96  is accommodated within the C-shaped segment  102 . The chock block  96  is pivotally mounted to the extension plates  103  by way of a pivot shaft  118  that concurrently extends through the chock block and the extension plates. A rear portion of the chock block  96  includes a connector  120  that couples the chock block to the cable  94 . 
     Referring to  FIGS. 1 and 7 , the trailer support  10  may also includes a winch  130  mounted to a rear cross member  38 . The winch  130  may be pneumatically, hydraulically, or electrically driven using a power connection line  132  that includes a quick connect  134  in order to receive power from a power source, such as from a yard truck  200  (see  FIG. 8 ). Alternatively, the winch  130  could be manually actuated using a hand crank (not shown). In this exemplary embodiment, the winch  130  includes a motor and a cable  136  mounted to a rotating spool. A free end of the cable  136  includes a hook  138  that is adapted to interface with a ground cleat  150  (see  FIG. 9 ) in order to pull the rear of the trailer support  10  toward the ground cleat. For use with the instant embodiment, exemplary electric winches  130  include, without limitation, the RN30W Rufnek worm gear winch available from Tulsa Winch (www.team-twg.com). 
     Referencing  FIGS. 1 and 10 , the trailer support  10  may further include a signaling system  160 . This signaling system  160  provides a visual display  162  that alerts personnel within a warehouse or loading dock facility  164  when the trailer  220  is stabilized using the trailer support  10 . In exemplary form, the visual display  162  is mounted on the interior of the warehouse or loading dock facility  164  proximate the loading dock. As will be appreciated by those skilled in the art, when the rear of the trailer  220  is hacked up adjacent and aligned with respect to the loading dock opening, personnel within the warehouse or loading dock facility  164  often cannot see through the loading dock opening because the rear of the trailer  220  is occupying the entire loading dock opening. Therefore, the visual display  160  takes the place of a manual visual inspection and indicates whether the trailer  220  is stabilized or not to accommodate for the absence of a direct line of sight. In order for the visual display  160  to know when to display an indicia that it is safe to load/unload the trailer  220 , the trailer stabilizer  10  includes an on-hoard infrared light source  166 . 
     In this exemplary embodiment, the infrared light source  166  is powered by an electrical source associated with the yard truck  200  (sec  FIG. 8 ). However, it should be noted that the infrared light source could also be powered by an on-board power source (such as a battery or generator) associated with the trailer stabilizer  10 . The infrared light source  166  is selectively powered, however, only after the trailer support  10  has been secured. The infrared light source  166 , when powered, is operative to generate infrared light that is detected by an infrared detector  168  located on the exterior of the warehouse or loading dock facility  164 . When infrared light is detected by the detector  168 , the detector communicates this detection to the visual display  162  so that personnel within the warehouse or loading dock facility  164  know it is safe to load or unload the trailer  220 . However, the visual display  160  may provide more than a simple visual indication that the trailer stabilizer is secured. 
     The signaling system  160  also includes a kingpin sensor  170  and a wheel chock sensor  172 . The kingpin sensor  170  is operative to determine whether or not a trailer kingpin  222  (see  FIG. 8 ) is secured to the fifth wheel  40 . When the kingpin  222  is secured to the fifth wheel  40 , the sensor  170  senses the position of the kingpin within the opening of the fifth wheel. The sensor  170  may also include an ancillary sensor (not shown) that confirms the kingpin  222  is locked within the fifth wheel  40 . Likewise, the wheel chock sensor  172  is operative to detect the position of the wheel chocks  50 , such as when the wheel chocks are deployed on the ground in a blocking position directly in front of the wheels  16 . Both the kingpin sensor  170  and the wheel chock sensor  172  are in communication with a controller  174  that uses a wireless transmitter to communicate information concerning the position of the kingpin  222  and the position of the wheel chocks  50  to the visual display  160 , which itself includes a wireless receiver. 
     Referring to  FIGS. 8 and 9 , a yard truck  200  includes a cab  202 , a chassis  204 , an engine  206 , electrical connections  208 , pneumatic connections  210 , and a repositionable fifth wheel  212 . In addition, the yard truck  200  includes a tow hook  214  that receives the tow eye  216  of the trailer support  10  in order to couple the yard truck  200  to the trailer support  10 . 
     In practice, the yard truck  200  attaches itself to the trailer support  10  by way of the yard truck&#39;s tow hook  214  being coupled to the tow eye  216  of the trailer support  10 . In addition to attaching the yard truck  200  to the trailer support  10  using the hook  214  and eye  216 , the yard truck operator also connects quick connects  134 ,  30  of the trailer stabilizer  10  to quick connects  217 ,  218  associated with the yard truck to supply electrical and pneumatic power. It should also be noted that the yard truck  200  may include hydraulic pump(s), lines, and connections (not shown) that connect to connections, lines, and devices of the trailer support  10 , such as when the winch  130  and/or repositioning device  52  is hydraulically driven. After completing connections between the yard truck  200  and the trailer support  10 , the yard truck operator then drives the yard truck into position with respect to a trailer  220  having already been parked at a loading dock so that the doors of the trailer are open and the associated opening at the rear of the trailer is adjacent a loading dock opening. 
     At such a point in time, the trailer  220  is initially supported by its landing gear (not shown). But, as discussed previously, the landing gear is not made to accommodate the high forces associated with a forklift repetitively entering and exiting the trailer to load or unload goods. As is evident to those skilled in the art, when loading a trailer, the initial weight of the loaded goods is positioned at the front of the trailer and is disproportionally horn by the landing gear. Similarly, when a trailer is unloaded, the last weight to be taken off the trailer comes from the goods located at the front of the trailer, where this weight is disproportionally born by the landing gear. In order to ensure that the trailer does not nosedive in case of landing gear failure, or that the trailer tips over on either lateral side, the instant disclosure provides a stabilizing device to retard nose dive or lateral tip over. 
     Referring again to  FIGS. 8 and 9 , after the yard truck  200  has attached itself to the trailer stabilizer  10  and located a trailer that has yet to be stabilized, the yard truck thereafter hacks the trailer stabilizer  10  underneath the trailer  220 . When backing the trailer stabilizer  10 , the rear of the stabilizer (where the winch  130  is located) moves underneath the trailer first and is aligned so that the fifth wheel  40  receives the trailer kingpin  222 . While the trailer stabilizer  10  is being hacked underneath the trailer  220  and before the kingpin  222  is secured within the fifth wheel  40 , the repositionable wheel chocks  50  are in a storage position and the brake assemblies  18  are free (i.e., not locked). It should also be noted that while the yard truck  200  is backing the stabilizer  10  underneath the trailer  220 , the winch  130  is preferably retracted. Continued backing of the yard truck  200  causes the trailer stabilizer  10  to be further repositioned underneath the trailer  220 , eventually so much so that the kingpin  222  engages the fifth wheel  40  and becomes locked within the filth wheel, thereby coupling the trailer stabilizer to the trailer. At this time, the kingpin sensor  170  detects the position of the kingpin  222  with respect to the fifth wheel  40  and communicates a signal indicative of the kingpin position to the controller  174  (see  FIG. 1 ). Thereafter, the controller  174  wirelessly communicates a signal to the visual display  168  (sec  FIG. 10 ), which in turn displays visual indicia representing to dock workers that the kingpin  222  is secured to the trailer stabilizer  10 . 
     After the trailer stabilizer  10  is coupled to the trailer  220 , a number of events occur to lock the position of the trailer stabilizer with respect to the trailer. One of these events may include the yard truck operator locking the braking assembly  18  of the trailer stabilizer by depressurizing the pneumatic lines  26  (see  FIG. 1 ). This depressurization causes the brake pads  20  (see  FIG. 2 ) to be forced against the brake drum/disc  22 , thereby retarding rotational motion of the wheels  16 . Another possible event is the deployment of the repositionable wheel chocks  50  using the repositioning device  52 . 
     The yard truck operator controls, using standard internal controls within the yard truck  200  to control the air pressure though line  210 , the pneumatic pressure applied to the pneumatic cylinder  54  to extend or retract the piston  56 , thereby rotating the through rod  64  in either a clockwise or a counterclockwise direction. As discussed previously, rotation of the through rod  64  is operative to reposition the wheel chocks  50  between the storage position and the blocking position. In this manner, the yard truck operator is able to lower or raise the wheel chocks  50  without ever leaving the cab of the yard truck  200 . When the wheel chocks  50  are deployed so that the chocks are in front and adjacent at least one of the wheels  16 , the wheel chock sensor  172  senses this position and communicates a signal to the controller  174  (see  FIG. 1 ). Thereafter, the controller  174  wirelessly communicates a signal to the visual display  168  (sec  FIG. 10 ), which in turn displays visual indicia representing to dock workers that one or all of the wheel chocks  50  is deployed in a blocking position with respect to the wheels  16  of the trailer stabilizer  10 . But the yard truck operator may need to exit the cab to couple the cable  136  and hook  138  to the ground, as well as to disconnect pneumatic and electrical connections extending from the yard truck  200  to the trailer stabilizer  10 . 
     In exemplary form, after the brake assembly  18  has been locked and the wheel chocks  50  have been deployed, the yard truck operator may exit the cab to secure the trailer support  10  to the ground using the winch  130 . The winch may be powered from an electrical power source on board the trailer stabilizer  10  or on hoard the yard truck  200 . In either circumstance, the winch  130  is unwound a predetermined amount so that there is enough cable  136  for the hook  138  to reach the ground cleat  150 . The hook  138  is thereafter mounted to the cleat  150 , and the winch  130  is driven to wind the cable  136  in order to remove the slack from the line. The winch  130  associated controls (not shown) that are operative to discontinue winding of the cable  136  after the cable reaches a predetermined tension. When taught, the cable  136  and winch  130  are operative to pull the trailer stabilizer  10  toward the rear of the trailer  220 , which acts to pull the fifth wheel  40  toward the rear of the trailer. Because the filth wheel  40  at this point has received the kingpin  222 , the fifth wheel  40  pushes against the front of the kingpin to effectively wedge the trailer  220  between the loading dock (not shown) and the fifth wheel  40  and wedge the kingpin between the fifth wheel  40  and the ground cleat  150 . 
     As soon as the winching operation is complete, a switch  169  associated with the infrared light source  166  is tripped, thereby powering the light source and generating infrared light. The placement of the infrared light source  166  is at the rear of the trailer support  10  and is designed to provide a direct line of sight between the light source and the light detector  168  (see  FIG. 10 ) mounted to the warehouse or loading dock facility  164 . It should be noted that the light source may be powered by the yard truck  200  or may be powered by an on-board energy source (not shown) such as a generator or a battery. In exemplary form, the light source includes a timing circuit that only allows the infrared light source to be powered for a predetermined time. Regardless of the power source used, the light source  166  is operative to generate infrared light that will be detected by the detector  168 . 
     The detector  168 , which is mounted to the warehouse or loading dock facility  164 , is operative to detect infrared light generated by the light source  166 . When infrared light is detected by the detector  168 , a signal is sent to the visual display  162  indicating that the trailer stabilizer  10  is in a secured position with respect to the trailer  220 . In exemplary form, the visual display  162  includes a red and green light. When illuminated, the red light indicates that the trailer  220  parked at the loading dock is not ready to be loaded or unloaded because the trailer support  10  has not yet been secured to the trailer. In contrast, when illuminated, the green light indicates that the trailer  220  parked at the loading dock is ready to be loaded or unloaded because the trailer support  10  is secured to the trailer. 
     When a trailer  220  is fully loaded or unloaded, the yard truck  200  reattaches itself to the trailer support  10 , which includes reattaching the quick connects  30 ,  134 . Thereafter, to the extent the support  10  is coupled to the ground cleat  150 , the winch  130  is unwound and the hook  138  is disengaged from the cleat, followed by winding of the cable  136 . As soon as the winch cable  136  is unwound, thereby allowing decoupling of the hook  138  from the cleat  150 , the infrared light source  166  is powered and generates infrared light. This light is in turn detected by the detector  168 , which is operative to send a signal to the visual display  162  indicating that the trailer support  10  is not longer secured to the trailer  220 . As discussed previously, a red light is illuminated on the display  162  indicating to dock personnel that it is not safe to load or unload goods from the trailer. It should be noted that in case the visual display  162  gets out of sequence, it may be manually reset to display the red light or some other indicia reflecting that the trailer  220  is not mounted to the trailer support  10 . 
     Presuming the winch  130  has been disengaged from the cleat  150  or not even used, the yard truck operator the supplies power to the repositioning device  52  in order to retract the repositionable wheel chocks  50 . Presuming the wheel chocks  50  were not used or have already been retracted, the yard truck operator supplies power to the brake assemblies  18  in order to free the brakes and allow the wheels to turn with respect to the frame  12 . At this point, the kingpin  222  is released from the fifth wheel  40  and the trailer support may be removed from under the trailer  220 . At the point in time where the trailer stabilizer  10  is removed from under the front of the trailer  220 , it is up to the landing gear to support the frontal load of the trailer. 
     Referring to  FIGS. 11 and 12 , a second exemplary trailer support  310  includes a frame  312  and an axle  314  mounted to the frame  312 . The axle  314  includes one or more wheels  316  mounted proximate the ends of the axle  314 . In this exemplary embodiment, the axle  314  includes tandem wheels  316  mounted at each end, with the tandem wheels including an associated braking assembly (not shown), which is identical to that of the first exemplary embodiment  10  (see  FIGS. 1-3 ). The braking assembly includes brake pads, brake drum/discs, and a pneumatic brake cylinder to apply a brake force to the trailer support  310  when insufficient air pressure occurs within the pneumatic line feeding the cylinder. For purposes of brevity, reference is had to  FIGS. 2 and 3  and the corresponding written description for a braking assembly that may be used as the instant braking assembly  310 . 
     The frame  312  includes a pair of C-shaped cross-section frame rails  334  that are equally spaced apart from one another and oriented in parallel toward the rear of the trailer support  310 . Toward the front of the trailer support  310 , the frame rails  334  are angled toward one another and eventually converge at a hitch  336  proximate the front of the trailer support. When oriented in parallel, the frame rails  334  are jointed together by mounting one or more cross-members (not shown) to the frame rails (via welding, nuts and bolts, etc.), where the cross-members may optionally include a block C-shape cross-section. 
     At least one of the cross-members of the frame  312  has mounted to it a fifth wheel  340  in an elevated fashion above the frame rails  334  (using conventional nut and bolt fasteners and/or welds). Again, the fifth wheel  340  is analogous to the fifth wheel  40  discussed with respect to the first exemplary embodiment  10 . 
     The trailer support  310  also includes an actuatable draw bar and associated hook  380  that is pivotally mounted to the frame  312  between an elevated position and an engaged position (compare  FIGS. 11 and 12 ). When in the draw bar and associated hook  380  is in the engaged position (see  FIG. 12 ), the hook is at or approximate ground level to engage a cleat  420  mounted to the ground. When the draw bar and associated hook  380  engage the cleat, appreciable forward movement of trailer support  310  away from the cleat  420  is not possible. Conversely, when the draw bar and associated hook  380  is in the disengaged position (see  FIG. 11 ), the hook is above ground level and inoperative to engage the cleat  420 . Thus, when the draw bar and associated hook  380  are disengaged from the cleat  420 , appreciable forward movement of trailer support  310  may be possible, presuming wheel chocks are not deployed in a barrier position. 
     Referring to  FIGS. 11-14 , in this exemplary embodiment, the draw bar and associated hook  380  comprises quarter inch steel rectangular tubing  382  extending longitudinally and having opposing ends  384 ,  386 . At one end  384 , a cylindrical coupling  388  is fastened to the tubing, such as by welding, and oriented so that a through opening  400  is generally perpendicular to the longitudinal length of the tubing  382 . This opening  400  receives an axle  402  that is mounted to the trailer support  310  so that the coupling  388  pivots around the axle  402 . In exemplary form, the axle  402  is sized to concurrently extend through the opening  400  and corresponding openings that are aligned through spaced apart brackets  404  mounted to the trailer support  310  so that the longitudinal ends of the axle extend through the brackets. Each end of the axle  402  includes a radial through hole that is sized to receive a respective cotter pin (not shown) and thereby inhibit the axle from being displaced laterally (i.e., from side to side). One or both of the cotter pins may be removed to allow the axle  402  to be laterally repositioned with respect to the brackets  404  and the cylindrical coupling  388 . When the draw bar and associated hook  380  is mounted to the trailer support  310 , the cylindrical coupling  388  interposes the brackets  404  so that the through opening  400  is longitudinally aligned with the corresponding openings of the brackets. At the same time, the axle  402  is inserted through the openings in the coupling  388  and brackets  404  so that the ends of the axle extend just beyond the bracket openings. Thereafter, the cotter pins are installed, and the draw bar and associated hook  380  is pivotally mounted to the trailer support  310 . 
     A heavy duty hook  406  is mounted to the end  386  of the rectangular tubing  382  opposite the cylindrical coupling  388 . This heavy duty hook  406  is fabricated from high strength steel and includes a linear segment  408  that extends substantially coaxial with the tubing  382 . The far end of the segment  408  is rounded over  410 . The hook  406  defines a cavity  412  on its interior that is adapted to retain at least one of a plurality of dowel pins  450  associated with the cleat  420  when the draw bar and associated hook  380  is in the engaged position. 
     Referring to  FIGS. 15-17 , the exemplary cleat  420  comprises an open top with a longitudinal block U-shaped tunnel  422  having opposed vertical sidewalls  424 ,  426  and a bottom wall  428 . Trapezoidal plates  430 ,  432 ,  434 ,  436  are mounted to tapered ends and to the top of the vertical sidewalls  424 ,  426 . In addition, the trapezoidal plates  430 ,  432 ,  434 ,  436  are mounted to each other at their angled ends. In this manner, the trapezoidal plates  430 ,  432 ,  434 ,  436  operate to provide an angled incline so that unintended objects contacting the cleat  420  can pass thereover. 
     On the interior of the cleat  420  are a series of spaced apart dowel pins  450  that span laterally across the vertical sidewalls  424 ,  426 . Each dowel pin  450  includes a flange  452  that extends perpendicularly from the circumference and extends substantially the entire distance between the vertical sidewalls  422 ,  426  of the tunnel  422 . The vertical sidewalls  422 ,  426   422  include corresponding openings in order to receive the dowel pins  450 . But it should be noted that in this exemplary cleat  420 , the dowel pins  450  are not rotationally repositionable with respect to the vertical sidewalls  422 ,  426 . However, it is within the scope of the disclosure to provide dowel pins  450  and flanges  452  that are rotationally repositionable. Specifically, the flanges  452  may be spring biased and operative to close the gap between adjacent pins  450  in order to prohibit unintended objects from entering the interior of the cleat  420 . 
     In exemplary form, the forward most dowel pin  450  is mounted to the vertical sidewalls  424 ,  426  so that its flange  452  extends to meet the top edge of the forward trapezoidal plate  430 . As will be discussed in more detail below, this orientation ensures that the hook  406  does not inadvertently snag the top edge of the forward trapezoidal plate  430 . The remaining dowel pins  450  are oriented so that the flanges  452  are upwardly sloped from front to back. 
     The orientation for the flanges  452  of the second and successive dowel pins  450  provides a series of ramps that allow the hook  406  to move from front to back across the dowel pins without becoming snagged. Simply put, the hook  406 , when moving from front to back, slides up the flange and over one of the dowel pins, to only drop down and contact a successive flange of a successive dowel pin. The same process may be repeated until the hook reaches the top of last dowel pin or the hook is moved forward. At this point, the hook  406  slides over the last dowel pin and begins to slide down the face of the rear trapezoidal plate  434 . In contrast, when the hook  406  is repositioned from rear to front, the cavity  412  of the hook receives whichever dowel pin  450  is nearest in order to retain the hook within the cleat  420 . This retention occurs because the angled surfaces provided by the flanges  452  operate to direct the hook  406  into contact with the nearest dowel pin  450  so that the dowel pin is received within the cavity. In this received position, the draw bar and associated hook  380  cannot be moved forward to the next nearest dowel pin, nor can the hook  406  be vertically repositioned out of engagement with the dowel pin. In order to discontinue engagement of the hook  406  with the instant dowel pin  450 , the draw bar and associated hook  380  is repositioned rearward (from front to back) until the tip of the hook  406  clears the instant dowel pin. Thereafter, the draw bar and associated hook  380  may be vertically raised to remove the hook  406  from within the cleat  420 . 
     Referring back to  FIGS. 11 and 12 , in order to vertically reposition the draw bar and associated hook  380 , a pneumatic cylinder  460  is concurrently coupled to the rectangular tubing  382  and corresponding brackets  462  mounted at the rear of the frame  312 . In this exemplary embodiment, air supply lines (not shown) are coupled to the pneumatic cylinder  460  and are adapted to receive air from a yard truck or other tractor (see e.g.,  FIGS. 8 and 9 ). The pneumatic cylinder  460  is pivotally mounted to the rear of the frame  312  by way of the corresponding brackets  462 , while the pneumatic cylinder piston  466  is repositionably mounted to a clevis  468  on the rectangular tubing  382  using a through pin (not shown). The clevis  468  is formed by two parallel metal plates that are welded to the rectangular tubing, where each plate has an aligned hole that receives the through pin. In this manner, when the piston  466  is extended from the cylinder  460 , the draw bar and associated hook  380  are pivoted about the axle  402  in order to lower the hook  406 . Conversely, when the piston  466  is retracted into the cylinder  460 , the draw bar and associated hook  380  are pivoted about the axle  402  in order to raise the hook  406 . 
     In addition, the exemplary trailer support  310  may include a pair of repositionable wheel chocks  480  having generally the same structure and mode of operation as the wheel chocks  50  discussed with respect to the foregoing embodiment. Accordingly, for purposes of brevity, a detailed discussion of the components and mode of operation has been omitted. 
     In operation, a yard truck (not shown) attaches itself to the trailer support  310  by way of the yard truck&#39;s tow hook being coupled to the hitch  336  of the trailer support. In addition to attaching the yard truck to the trailer support  310  using the hitch  336 , the yard truck operator also connects quick connects of the trailer stabilizer  310  to quick connects associated with the yard truck to supply electrical and pneumatic power to the trailer stabilizer. It should also be noted that the yard truck may include hydraulic pump(s), lines, and connections (not shown) that connect to connections, lines, and devices of the trailer support  310 , such as when the draw bar and associated hook  380  is hydraulically repositioned by way of a hydraulic cylinder instead of a pneumatic cylinder  460 . 
     After completing connections between the yard truck and the trailer support  310 , the yard truck operator then drives the yard truck into position with respect to a trailer having already been parked at a loading dock so that the doors of the trailer are open and the associated opening at the rear of the trailer is adjacent a loading dock opening. The yard truck operator then begins to back the trailer stabilizer  310  underneath the trailer, with the rear of the stabilizer where the draw bar and associated hook  380  is located moving underneath the trailer first so that the fifth wheel  340  is aligned with the kingpin of the trailer. While the trailer stabilizer  310  is backed underneath the trailer, the repositionable wheel chocks  480  are in a storage position, the brake assemblies of the trailer stabilizer are free (i.e., not locked), and the draw bar and associated hook  380  are in a raised position. Continued backing of the yard truck causes the trailer stabilizer  310  to be further repositioned underneath the trailer, eventually so much so that the kingpin engages the fifth wheel  340  and becomes locked within the wheel, thereby coupling the trailer stabilizer to the trailer. At this time, a kingpin sensor detects the position of the kingpin with respect to the fifth wheel  340  and communicates a signal indicative of the kingpin position to a controller associated with the yard truck. Thereafter, the controller wirelessly communicates a signal to a visual display (not shown), which displays visual indicia within a warehouse to dock workers telling them that the kingpin is secured to the trailer stabilizer  310 . 
     After the trailer stabilizer  310  is coupled to the trailer, a number of events occur to lock the position of the trailer stabilizer with respect to the trailer. First, the yard truck operator lowers the draw bar and associated hook  380  so that the hook  406  contacts the top of the cleat  420 , which is already securely mounted to the pavement/concrete underneath the trailer, in order for the hook to float on top of the cleat. The yard truck operator then pulls slightly forward so that the hook  406  captures one of the dowel pins  450  within the cavity  422  and retards further forward movement of the stabilizer  310 . A sensor associated with the stabilizer  310  detects the deployed position of the draw bar and associated hook  380  and communicates this to the controller. The controller then wirelessly communicates a signal to a visual display (not shown) or powers an infrared light source to communicate with an infrared light detector operatively coupled to the visual display letting dock workers know that the draw bar and associated hook  380  is deployed. 
     In addition to securing the hook  406  to the cleat  420 , the yard truck operator also locks the braking assembly of the trailer stabilizer by depressurizing the pneumatic lines feeding the drum assemblies. This depressurization causes the brake pads to be forced against the brake drum/disc, thereby retarding rotational motion of the wheels  316 . Another event is the deployment of the repositionable wheel chocks  480  using a pneumatic cylinder  482 . Deployment of the wheel chocks  480  is essentially the same as that discussed for the first exemplary embodiment and has been omitted only to further brevity. Thereafter, the yard truck unhooks any pneumatic and electrical connections with the trailer stabilizer and continues on to the next spotted trailer. 
     After the trailer is fully loaded or unloaded, the yard truck reattaches itself to the trailer support  310 , which includes reattaching any pneumatic and electrical connections. After these connections have been reestablished, the repositionable wheel chocks  480  are raised to a storage position and the brake assemblies are freed (i.e., not locked). This allows the yard truck operator to slightly reposition the trailer support  310  toward the rear of the trailer to unseat the hook  406  from the nearest dowel pin  450  of the cleat  420 . After the hook  406  is unseated, the yard truck operator manipulates valves to supply air to the air supply lines coupled to the pneumatic cylinder  460 . This, in turn, causes the piston  466  to retract within the cylinder  460 , thereby pivoting the draw bar and associated hook  380  about the axle  402 , thus raising the hook  406 . After the hook  406  has been raised to no longer potentially come in contact with the cleat  420 , and the landing gear of the trailer has been lowered, the yard truck pulls the trailer support  310  out from under the trailer so that the kingpin of the trailer no longer engages the fifth wheel  340 . 
     The exemplary trailer stabilizer  310  is operative to inhibit trailer nosedives, tip-overs, and trailer creep. Moreover, the exemplary trailer stabilizer  310  includes a means for informing dock personnel when the trailer stabilizer  310  is mounted to the trailer, thereby informing the dock personnel that it is safe or unsafe to load/unload the trailer, similar to that discussed for the first exemplary embodiment. 
     Following from the above description and invention summaries, it should be apparent to those of ordinary skill in the art that, while the methods and apparatuses herein described constitute exemplary embodiments of the present invention, the invention contained herein is not limited to this precise embodiment and that changes may be made to such embodiments without departing from the scope of the invention as defined by the claims. Additionally, it is to be understood that the invention is defined by the claims and it is not intended that any limitations or elements describing the exemplary embodiments set forth herein are to be incorporated into the interpretation of any claim element unless such limitation or element is explicitly stated. Likewise, it is to be understood that it is not necessary to meet any or all of the identified advantages or objects of the invention disclosed herein in order to fall within the scope of any claims, since the invention is defined by the claims and since inherent and/or unforeseen advantages of the present invention may exist even though they may not have been explicitly discussed herein.