U.S. patent application number 16/601360 was filed with the patent office on 2020-03-26 for trailer docking repositionable support.
This patent application is currently assigned to Stabilock LLC. The applicant listed for this patent is Stabilock LLC. Invention is credited to Robert Peter Kimener.
Application Number | 20200094790 16/601360 |
Document ID | / |
Family ID | 44277039 |
Filed Date | 2020-03-26 |
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United States Patent
Application |
20200094790 |
Kind Code |
A1 |
Kimener; Robert Peter |
March 26, 2020 |
TRAILER DOCKING REPOSITIONABLE SUPPORT
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.
Inventors: |
Kimener; Robert Peter;
(Loveland, OH) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Stabilock LLC |
Loveland |
OH |
US |
|
|
Assignee: |
Stabilock LLC
Loveland
OH
|
Family ID: |
44277039 |
Appl. No.: |
16/601360 |
Filed: |
October 14, 2019 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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15608721 |
May 30, 2017 |
10479331 |
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16601360 |
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13957097 |
Aug 1, 2013 |
9694790 |
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15608721 |
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13010462 |
Jan 20, 2011 |
8528929 |
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13957097 |
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61346143 |
May 19, 2010 |
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61296995 |
Jan 21, 2010 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B62D 53/0864 20130101;
B60S 9/16 20130101; B60S 9/20 20130101; B65G 69/003 20130101; B60D
1/665 20130101 |
International
Class: |
B60S 9/20 20060101
B60S009/20; B62D 53/08 20060101 B62D053/08; B60D 1/66 20060101
B60D001/66; B60S 9/16 20060101 B60S009/16; B65G 69/00 20060101
B65G069/00 |
Claims
1-39. (canceled)
40. A trailer support comprising: a first frame rail; a second
frame rail spaced apart from the first frame rail; a pair of spaced
apart cross members that operatively couple the first frame rail to
the second frame rail; a neck operatively coupled to at least one
of the pair of spaced apart cross members, the neck extending
proximally away from the pair of spaced apart cross members and
including a proximal coupler configured to engage a tow vehicle;
and, a trailer support surface extending above the first frame rail
and the second frame rail, the trailer support surface configured
to support an undersurface of a parked freight trailer when in
contact therewith.
41. The trailer support of claim 40, further comprising a stop
including a vertical surface configured to contact a vertical
surface of the parked freight trailer to retard rearward
repositioning of the trailer support with respect to the parked
freight trailer.
42. The trailer support of claim 40, further comprising an axle
operatively coupled to the first frame rail and the second frame
rail, wherein a wheel is mounted proximate each end of the
axle.
43. The trailer support of claim 40, further comprising a visual
display remote from the trailer support providing a visual
indication that the trailer support is at least one of positioned
underneath the parked freight trailer and not positioned underneath
the parked freight trailer.
44. The trailer support of claim 40, wherein the trailer support
includes a wireless communicator for wirelessly communicating with
the visual display.
45. The trailer support of claim 40, wherein the trailer support
wirelessly communicates with the visual display.
46. A trailer support comprising: a first frame rail; a second
frame rail spaced apart from the first frame rail; a cross member
that operatively couples the first frame rail to the second frame
rail; a neck operatively coupled to at least one of the pair of
spaced apart cross members, the neck extending proximally away from
the pair of spaced apart cross members and including a proximal
coupler configured to engage a tow vehicle; and, a wheel
operatively coupled to the first and second frame rails; a ground
pad interposing, from proximal to distal, the coupler and the
wheel.
47. The trailer support of claim 46, further comprising a trailer
support surface extending above the first frame rail and the second
frame rail, the trailer support surface configured to support an
undersurface of a parked freight trailer when in contact
therewith.
48. The trailer support of claim 46, further comprising a stop
including a vertical surface configured to contact a vertical
surface of the parked freight trailer to retard rearward
repositioning of the trailer support with respect to the parked
freight trailer.
49. A method of using a portable trailer support comprising:
coupling a portable trailer support to a yard truck that includes a
hydraulic fifth wheel operative to raise and lower a height of the
fifth wheel with respect to the yard truck, the portable trailer
stabilizer comprising a first frame rail, a second frame rail
spaced apart from the first frame rail, a pair of spaced apart
cross members that interconnect the first frame rail to the second
frame rail, a neck operatively coupled to at least one of the pair
of spaced apart cross members, the neck extending proximally away
from the pair of spaced apart cross members and including a
proximal coupler configured to engage a tow vehicle, and a trailer
support surface extending above the first frame rail and the second
frame rail, the trailer contact surface configured to support an
undersurface of a parked freight trailer when in contact therewith;
using the yard truck, backing the portable trailer support
underneath a forward end of a parked freight trailer and in front
of landing gear of the parked freight trailer while the parked
freight trailer is freestanding; disconnecting the portable trailer
support from the yard truck, to retain the portable trailer support
underneath the forward end of the parked freight trailer, prior to
items being at least one of loaded onto the parked freight trailer
and unloaded from the parked freight trailer; after items are at
least one of loaded onto the parked freight trailer and unloaded
from the parked freight trailer, coupling the portable trailer
support to the yard truck; and, using the yard truck, pulling the
portable trailer support from underneath the forward end of the
parked freight trailer.
50. The method of claim 49, wherein: the portable trailer support
includes at least one wheel; and, backing the portable trailer
support underneath the forward end of the parked freight trailer
includes rolling portable trailer support over the ground using the
at least one wheel;
51. The method of claim 50, wherein pulling the portable trailer
support from underneath the forward end of the parked freight
trailer includes rolling portable trailer support over the ground
using the at least one wheel.
52. The method of claim 50, wherein the landing gear of the parked
freight trailer support a forward portion of the parked freight
trailer when the portable trailer support is not wedged between the
ground and the parked freight trailer.
53. The method of claim 50, wherein the landing gear of the parked
freight trailer support a forward portion of the parked freight
trailer when the portable trailer support is pulled from underneath
the forward end of the parked freight trailer.
54. The method of claim 50, wherein: backing the portable trailer
support underneath the forward end of the parked freight trailer
includes rolling the portable trailer support on wheels mounted to
an axle operatively coupled to a frame of the portable trailer
support; and, pulling the portable trailer support from underneath
the forward end of the parked freight trailer includes rolling the
portable trailer support on the wheels.
55. The method of claim 50, wherein: backing the portable trailer
support underneath the forward end of the parked freight trailer
includes rolling the portable trailer support on a wheel
operatively coupled thereto; and, pulling the portable trailer
support from underneath the forward end of the parked freight
trailer includes rolling the portable trailer support on the
wheel.
56. A method of using multiple portable trailer supports
comprising: coupling a first portable trailer support to a yard
truck that includes a hydraulic fifth wheel, the first portable
trailer stabilizer comprising a first frame rail, a second frame
rail spaced apart from the first frame rail, a pair of spaced apart
cross members that interconnect the first frame rail to the second
frame rail, a neck operatively coupled to at least one of the pair
of spaced apart cross members, the neck extending proximally away
from the pair of spaced apart cross members and including a
proximal coupler configured to engage a tow vehicle, and a trailer
support surface extending above the first frame rail and the second
frame rail, the trailer contact surface configured to support an
undersurface of a parked freight trailer when in contact therewith;
reversing the yard truck to back the first portable trailer support
underneath a forward end of a first parked freight trailer and in
front of landing gear of the first parked freight trailer while the
first parked freight trailer is disconnected from a tractor;
disconnecting the first portable trailer support from the yard
truck to retain the first portable trailer support underneath the
forward end of the first parked freight trailer; coupling a second
portable trailer support to the yard truck; reversing the yard
truck to back the second portable trailer support underneath a
forward end of a second parked freight trailer and in front of
landing gear of the second parked freight trailer while the second
parked freight trailer is disconnected from the tractor; and,
disconnecting the second portable trailer support from the yard
truck to retain the second portable trailer support underneath the
forward end of the second parked freight trailer.
57. The method of claim 56, further comprising: after items are at
least one of loaded onto the first parked freight trailer and
unloaded from the first parked freight trailer, coupling the first
portable trailer support to the yard truck; and, using the yard
truck, pulling the first portable trailer support from underneath
the forward end of the first parked freight trailer.
58. The method of claim 57, further comprising: after items are at
least one of loaded onto the second parked freight trailer and
unloaded from the second parked freight trailer, coupling the
second portable trailer support to the yard truck; and, using the
yard truck, pulling the second portable trailer support from
underneath the forward end of the second parked freight
trailer.
59. The method of claim 56, wherein: reversing the yard truck to
back the first portable trailer support underneath a forward end of
a first parked freight trailer includes rolling the first portable
trailer support on wheels mounted to an axle operatively coupled to
a frame of the first portable trailer support; and, reversing the
yard truck to back the second portable trailer support underneath a
forward end of a second parked freight trailer includes rolling the
second portable trailer support on wheels mounted to an axle
operatively coupled to a frame of the second portable trailer
support.
Description
CROSS REFERENCE TO RELATED APPLICATIONS
[0001] This application is a continuation of U.S. Nonprovisional
patent application Ser. No. 15/608,721, filed May 30, 2017, now
U.S. patent Ser. No. ______, which was continuation of U.S.
Nonprovisional patent application Ser. No. 13/957,097, filed Aug.
1, 2013, now U.S. Pat. No. 9,694,790, which was a continuation of
U.S. Nonprovisional patent application Ser. No. 13/010,462, filed
Jan. 20, 2011, now U.S. Pat. No. 8,528,929, which 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
Field of the Invention
[0002] 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.
Related Art of Interest
[0003] 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.
[0004] 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.
[0005] 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.
[0006] 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, if 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.
[0007] 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's landing gear.
[0008] 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.
[0009] 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
[0010] 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.
[0011] 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.
[0012] 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
[0013] FIG. 1 is an overhead view of an exemplary trailer
stabilizer in accordance with the instant disclosure.
[0014] FIG. 2 is a perspective, cut away view of an exemplary brake
assembly for use with the exemplary trailer stabilizer of FIG.
1.
[0015] FIG. 3 is a schematic diagram of an exemplary braking system
for use with the exemplary trailer stabilizer of FIG. 1.
[0016] 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.
[0017] 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.
[0018] FIG. 6 is an elevated perspective view of the repositionable
wheel chock of FIG. 6, shown just prior to complete deployment.
[0019] FIG. 7 is an elevated perspective view of the exemplary
trailer stabilizer of FIG. 1.
[0020] 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.
[0021] FIG. 9 is a profile view of the trailer stabilizer of FIG. 1
mounted and secured to the commercial freight trailer of FIG.
8.
[0022] 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.
[0023] FIG. 11 is a profile view of another exemplary trailer
stabilizer in a disengaged position.
[0024] FIG. 12 is a profile view of the exemplary trailer
stabilizer of FIG. 11 in an engaged position.
[0025] FIG. 13 is a profile view of the exemplary draw bar and
associated hook in FIG. 11.
[0026] FIG. 14 is a top view of the exemplary draw bar and
associated hook in FIG. 11.
[0027] FIG. 15 is a top view of the exemplary pavement cleat in
FIG. 11.
[0028] FIG. 16 is a cross-sectional view of the exemplary pavement
cleat in FIG. 11 taken along lines 16-16 in FIG. 15.
[0029] 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
[0030] 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.
[0031] 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.
[0032] 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.
[0033] 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.
[0034] 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.
[0035] 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.
[0036] 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.
[0037] 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.
[0038] 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.
[0039] 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 formed 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.
[0040] 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.
[0041] 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'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.
[0042] 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.
[0043] 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.
[0044] 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).
[0045] 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 backed 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-board infrared light
source 166.
[0046] In this exemplary embodiment, the infrared light source 166
is powered by an electrical source associated with the yard truck
200 (see FIG. 8). However, it should be noted that the infrared
light source could also be powered by an on-board power source 167
(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.
[0047] 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 175 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.
[0048] 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.
[0049] In practice, the yard truck 200 attaches itself to the
trailer support 10 by way of the yard truck'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.
[0050] 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 born 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.
[0051] 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
backs 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 backed
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 fifth
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 (see FIG. 10),
which in turn displays visual indicia representing to dock workers
that the kingpin 222 is secured to the trailer stabilizer 10.
[0052] 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.
[0053] 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 (see 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.
[0054] 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
board 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 fifth 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.
[0055] 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.
[0056] 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.
[0057] 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.
[0058] 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.
[0059] 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.
[0060] 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.
[0061] 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.
[0062] 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.
[0063] 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.
[0064] 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.
[0065] 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.
[0066] 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.
[0067] 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.
[0068] 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.
[0069] 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.
[0070] 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.
[0071] In operation, a yard truck (not shown) attaches itself to
the trailer support 310 by way of the yard truck'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.
[0072] 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 fifth 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.
[0073] 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.
[0074] 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.
[0075] 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.
[0076] 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.
[0077] 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.
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