Abstract:
An improved railroad car loader/unloader apparatus includes a backhoe-type machine adapted to operate atop an open top railroad car. The apparatus includes front and rear support feet and a removable center support beam to which are pivotally attached a pair of center support feet, one to either end of the center support beam with each of the feet contacting an upper surface of the sidewalls of the railroad car. Each center support foot is pivotable through a horizontal plane between extended support position and a retracted, stored position. Alternative versions of the center and front support feet include support rollers for enhanced movement. A movable front bucket support stop block enhances the conversion of the apparatus between railroad car loading/unloading operations and other uses.

Description:
BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention relates to an improved apparatus for loading and unloading railroad cars, and more particularly to such an apparatus in which an articulating center support assembly is provided for added stability. An alternative embodiment of front and center support feet incorporate support rollers and a front bucket arm includes a retractable bucket stop block. 
     2. Description of the Related Art 
     Loading and unloading of open top railroad cars has traditionally been accomplished via large, fixed base cranes or similar systems stationed alongside a railroad depot. However, loading, or particularly unloading, must often be accomplished at a site remote from such a depot, such as during handling of cross-ties and track bed ballast for railroad construction or repair. Traditionally such unloading tasks have been accomplished via manual labor or by transporting large, highly specialized and expensive equipment to the job site. The disadvantages of manual labor are, of course, many, including lack of efficiency and added expense. On the other hand, the costs of purchasing or renting expensive specialized equipment and the costs of transporting the equipment to each job site can also be prohibitive. 
     U.S. Pat. No. 4,175,902 entitled APPARATUS FOR LOADING AND UNLOADING RAILROAD CARS (the &#39;902 patent) and U.S. Pat. No. 4,190,394 entitled METHOD FOR LOADING AND UNLOADING RAILROAD CARS (the &#39;394 patent) to Stanley Herzog et al. are directed to an apparatus and method, respectively, of employing a specially adapted backhoe-like machine which has the capability to load or unload open top railroad cars. In these patents, which are hereby incorporated herein by reference, the specially adapted backhoes, called &#34;Cartoppers™&#34;, can be easily transported to remote sites, where they are capable, with a trained operator and a front bucket mounted winch, of loading themselves onto the top of the railroad car. The machines can then be moved along the top of each railroad car as material, such as track ballast, railroad ties, coal, or other materials are unloaded from, or loaded onto the railroad car. The machines, when not employed in loading or unloading railroad cars, are versatile enough to be quickly converted for use in ordinary tasks such as digging, trenching, etc. which are unrelated to the loading or unloading tasks. However, a problem encountered with the original design, which had supports attached only to the front bucket and to the chassis behind the operator&#39;s cab, was the lack of stability when the machine was positioned atop a railroad car. Additionally, freedom of motion of the machines along the tops of railroad cars is restricted by the friction between the support feet, which in the &#39;902 and &#39;394 patents, are fixed skids, and the tops of the railroad car. In later versions of the loader/unloader, adaptability to uses other than loading or unloading was limited by a fixed front bucket stop block attached to the front bucket boom. 
     It is clear then, that the apparatus disclosed in the &#39;902 and &#39;394 patents needs to be modified to yield enhanced stability to the apparatus when it is positioned atop a railroad car. Any modifications should also preferably enhance, or at least not detract from the versatility of the machines for use in tasks unrelated to railroad car loading and unloading. 
     SUMMARY OF THE INVENTION 
     The present invention is directed to an improved apparatus for loading and unloading railroad cars. The apparatus includes a backhoe-type machine of the type taught in the &#39;902 patent, which has been highly modified for positioning atop and loading or unloading open top railroad cars. As in the &#39;902 patent, the machine has conventional front and rear boom structures, with the front boom modified to include a winch. A pair of front support feet are attached to the front bucket and a pair of rear support feet are attached to a corresponding pair of swingable outrigger arms on the backhoe chassis behind the operator&#39;s cab with the front and rear support feet resting on and overhanging the upper surfaces of the railroad car sidewalls when the apparatus is positioned atop it. By coordinated use of the front and rear booms, support feet and winch, the apparatus can be elevated from a position adjacent one end of the railroad car to a position atop the railroad car without the aid of other machinery or cranes. The present invention includes a center support assembly positioned between the front and rear axles of the machine. The inventive center support assembly includes a support beam which extends transversely across and is attached to the underneath side of the chassis just behind the front wheels. The center support beam is removably attached to the bottom of the chassis via a support gusset and a plurality of bolts and extends outward past the wheels on either side. A pair of articulating support feet are pivotally attached, one to either end of the center support beam. Each of the support feet is movable between an extended position, in which the respective feet extend outward in line with the support beam, and a retracted position, in which each foot extends rearward at approximately right angles with respect to the center support beam. In the extended position, the center support feet provide additional support for the machine when it is positioned atop a railroad car, while in the retracted position, the machine can be used for ordinary tasks unrelated to railroad car loading and unloading, or can be placed inside a railroad car for transport. 
     On each center foot, a pair of locking ears are pivotally attached, one ear on either side of the foot, with both ears in each pair having a bore drilled therethrough. The center beam also has a pair of horizontal bores drilled therethrough, one near each end, and the ears on each foot are positioned such that, when each articulating foot is swung outward to the extended position, the ears can be pivoted to a locking position such that the bores in each ear line up with the respective bore through the center beam. A locking pin is then inserted through the aligned bores to thereby lock the support foot in the extended position. 
     In an alternative embodiment, each center support foot also has positioned therein a bottom-mounted roller which extends along a substantial length of the support foot, and which provides a rolling support surface for enhancing the mobility of the apparatus while atop a railroad car. An alternative embodiment of the front bucket support feet also include supporting rollers attached beneath an angled wing of each support foot. By pivoting the front bucket, these rollers are selectively brought into engagement with the upper surfaces of the railroad car sidewalls. 
     An additional feature of the improved loader/unloader apparatus is related to the front bucket. In order to provide additional rigidity for the front bucket during loading and unloading operations, a pair of stop blocks are attached, one to each bucket support boom. These stop blocks, however, if they are fixed in position, interfere with the use of the front bucket for purposes other than loading and unloading railroad cars. Accordingly, the stop blocks in the inventive, improved loader/unloader are pivotably attached to each front boom such that they can be pivoted out of the way of the bucket when the machine is not being used in a loading/unloading role. 
     OBJECTS AND ADVANTAGES OF THE INVENTION 
     Objects and advantages of the present invention include: providing an improved railroad car loader/unloader apparatus; providing such a loader/unloader apparatus with improved stability and versatility; providing such an apparatus with a center support assembly including a removable center support beam and a pair of horizontally oriented center support feet which are attached to the center support beam and which are pivotable between retracted and extended, locked positions; providing such an apparatus with improved front bucket stop blocks which are movable between an extended, support position, and a retracted position in which the front bucket can be utilized for other purposes; to provide such an improved apparatus which includes an alternative embodiment of center support feet with support rollers on each center foot; to provide such an improved apparatus which includes an alternative embodiment of front support feet with rollers which can be selectively pivoted into engagement with an upper surface of a railroad car sidewall; and to provide such an apparatus which is durable and reliable and which is particularly well adapted for its intended purpose. 
     Other objects and advantages of this invention will become apparent from the following description taken in conjunction with the accompanying drawings wherein are set forth, by way of illustration and example, certain embodiments of this invention. 
     The drawings constitute a part of this specification and include exemplary embodiments of the present invention and illustrate various objects and features thereof. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 is a side elevational view of a loading/unloading apparatus in position atop an open top railroad car, with portions of a rear bucket inside the car shown in phantom lines. 
     FIG. 2 is a greatly enlarged view of the area marked &#34;2&#34; and delineated in circular dotted lines in FIG. 1, illustrating an end-on view of a left side center support foot. 
     FIG. 3 is an enlarged, fragmentary, perspective view of the center support assembly including the right center support foot and a portion of the center support beam, with the right support foot in an extended position, with a pair of locking ears in a locking position, and with a vertical support plate pivoted downward to a support position. 
     FIG. 4 is an enlarged, fragmentary, perspective view of the right center support foot of FIG. 3, shown in an unlocked, extended position with a locking ear pair shown in phantom lines in transition between a locking position and an unlocked position, and shown in the unlocked position in solid lines, and with the vertical support plate pivoted upward to a retracted position. 
     FIG. 5 is an enlarged, fragmentary, perspective view of the right center support foot of FIG. 3, shown in a retracted position with a locking pin inserted into the end of the center support beam to maintain the support foot in the retracted position. 
     FIG. 6 is an enlarged, fragmentary, perspective view of an alternative embodiment of the right center support foot, shown in an extended position with portions broken away to illustrate a support roller. 
     FIG. 7 is an enlarged, fragmentary, cross-sectional view of the right center support foot of FIG. 6, taken along line 7--7 of FIG. 6, again illustrating the support roller. 
     FIG. 8 is an enlarged, perspective view of an alternative embodiment of a front bucket support foot, illustrating a support roller. 
     FIG. 9 is a greatly enlarged view of the area marked &#34;9&#34; and delineated in circular dotted lines in FIG. 1, illustrating a side elevational view of a pivotable front bucket support stop attached to the front bucket support boom. 
     FIG. 10 is a partially schematic view of the rear support foot of FIG. 8, shown pivoted to a position in which the support roller contacts the upper surface of the railroad car sidewall. 
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     I. Introduction and Environment 
     As required, detailed embodiments of the present invention are disclosed herein; however, it is to be understood that the disclosed embodiments are merely exemplary of the invention, which may be embodied in various forms. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a basis for the claims and as a representative basis for teaching one skilled in the art to variously employ the present invention in virtually any appropriately detailed structure. 
     Certain terminology will be used in the following description for convenience in reference only and will not be limiting. For example, the words &#34;up&#34;, &#34;down&#34;, &#34;right&#34; and &#34;left&#34; will refer to directions in the drawings to which reference is made. The words &#34;inward&#34; and &#34;outward&#34; will refer to directions toward and away from, respectively, the geometric center of the embodiment being described and designated parts thereof. Said terminology will include the words specifically mentioned, derivatives thereof and words of a similar import. 
     Referring to the drawings in more detail, a loader/unloader apparatus in accordance with the present invention is generally indicated with the numeral 1. The apparatus 1 is shown positioned atop a conventional open top railroad car 2 for loading or unloading operations. 
     The apparatus 1 resembles a conventional backhoe including a central chassis portion 3 with an engine 4 and an operator&#39;s cab 5. The apparatus 1 includes a front bucket 11 supported by an articulating front bucket support boom 12. The front bucket 11 is pivotally attached to the front end of the boom 12 via a pivot mount 13. The bucket 11 is selectively pivotable about the pivot mount 13 via a front bucket hydraulic drive cylinders 14, and the front boom is selectively movable via a front boom hydraulic cylinder 15. A front bucket limit stop 16 is attached to the front boom 12, and is more particularly described later with respect to FIG. 9. 
     The apparatus 1 includes a rear articulating boom 21 to which is attached a rear bucket 22 via a pivot mount 23. The rear bucket 22 is selectively pivotable about the pivot mount 23 via a rear bucket hydraulic arm 24. The rear boom 21 can be selectively raised and lowered via a lifting hydraulic cylinder 25 and a rear pivot arm 26 can be selectively pivoted upward and downward via a rear pivot hydraulic cylinder 27. The rear boom 21 is also selectively movable from side to side via a matching pair of hydraulic cylinders 31. While shown with a rear bucket 22, other tools can be attached to the rear boom 21, including powered grappling hooks for lifting railroad ties, etc., as shown in the &#39;902 and &#39;394 patents. 
     In adapting the apparatus 1 for use as a loader/unloader, a pair of rear support feet 32 are attached to the chassis 3 behind rear wheels 33 and a pair of front bucket support feet 34 are attached, one to either side of the front bucket 11. The rear support feet 32 are selectively pivotable in and out and up and down via pivotable outrigger arms 35 and hydraulic cylinders 36. In addition, in the inventive apparatus 1, a center support assembly, generally indicated as 37, includes a center support beam 38 (FIG. 3) which is attached to the chassis 3 between front wheels 40 and rear wheels 41. A pair of articulating center support feet 42 are attached, one to either side of the center support beam 38. The front bucket support feet 34, the rear support feet 32 and the center support feet 42 are each designed and positioned to rest on an upper surface 43 of either sidewall 44 of the railroad car 2. The center support beam 37 is better illustrated in FIGS. 2-5. 
     II. Center Support Assembly 
     Referring to FIGS. 2-5, the center support assembly 37 includes the center support beam 38, which is welded or otherwise fixedly secured to the underside of the chassis 3. For further reinforcement, a vertical L-shaped gusset 45 extends upward from the beam 38 and the gusset 45 is also attached to the chassis 3 via a plurality of bolts 46 extending through bores (not shown) in the chassis 3. Since the beam 38 is attached by a plurality of bolts 46, it is readily removable from the chassis 3 if additional ground clearance is needed for operations other than loading and unloading. A pin keeper sleeve 47 is attached to the vertical plate 45 for retaining a pin 48 attached to a chain 49. Each end of the beam 38 is beveled at a 45 degree angle, as indicated at 51 in FIG. 5. Within each beveled end 51, a sleeve 52 extends from the top to the bottom of the beam 38. A bore 53 extends through the beam 38 from side to side. 
     The center support feet 42 are also illustrated in FIGS. 2-5. FIG. 2 shows the left side foot 42L while FIGS. 3-5 illustrate the right side foot 42R, it being understood that the right and left feet 42R and 42L, respectively, are mirror images of each other and component parts will be similarly numbered. 
     Each center support foot 42 includes a square steel tube 54 which is the same dimensions in cross-section as the center support beam 38. Each tube 54 has an end 55 which is also beveled at a 45 degree angle to mate with the respective beveled end 51 of the center beam 38. A section of rectangular tube 61 extends along the length of and past each tube 54 and is welded beneath each tube 54. A skid plate 62 is attached beneath each rectangular tube 61 with each skid plate 62 including a flat center portion 63 and a pair of angled wing portions 64 and 65. A skid reinforcing plate 66 extends upward and inward between the skid plate 62 and the tube 54 to provide enhanced support for the skid plate 62. 
     A pair of locking ears 71 are pivotably attached, one to either side of each tube 54 via a pivot shaft 72 extending through a bore (not shown) in the tube 54. Each locking ear 71 includes a pair of reinforced bores 73 and 74, with the bore 73 receiving the pivot shaft 72. A locking ear retainer 75 is attached to each tube 54 for retaining the ears 71 when in an unlocked position, as shown in FIG. 5. 
     Each center support foot 42 includes an upper pivot plate 76 which is attached to the top of and extends past the beveled end 55 of the respective tube 54. Each pivot plate 76 terminates in a pin receiving fork 77. A pivot pin 81 extends vertically through a reinforced bore 82 in each pivot plate 76, through a vertical bore (not shown) in the center support beam 38 and into the respective rectangular tube 61. Each support foot 42 is thus pivotably attached to a respective end of the center support beam 38 via the respective pivot pin 81. 
     A vertical support plate 83 is pivotably attached to the end of the skid reinforcing plate 66 via a pivot arm 84. A plurality of locking pin receiving extensions 85 are attached near the bottom of the reinforcing plate 66 and a second plurality of pin receiving extensions 86 are attached near the top of the reinforcing plate 66. A slot 87 is provided in the plate 83 to receive the center pin receiving extension 85 when the plate 83 is in the down, extended position. A locking pin 88 is adapted to be alternatively received by bores in either the extensions 85 or the extensions 86. 
     In operation, each of the center support feet 42R and 42L are pivotable to a retracted position, as shown in FIG. 5, in which the respective support foot 42 extends approximately parallel to the chassis 3 and partially underlies a step 90. In this position, the latching pin 48 is inserted into the sleeve 52 and the pin receiving fork 77 in the pivot plate 76 to retain the foot 42 in the retracted position. In the retracted position, the apparatus 1 can be utilized for work which is unrelated to loading or unloading railroad cars, or the apparatus 1 can be transported inside of a railroad car, such as the car 2. 
     When the apparatus 1 is to be used atop the railroad car 2, the pin 48 is removed and placed in the pin keeper 47 and each support foot 42 is pivoted outward 90 degrees to the extended position shown in FIGS. 2-4. The locking ear pairs 71 are then flipped 180 degrees from the unlocked position shown in FIG. 4 to the locking position shown in FIG. 3. In the locking position, the reinforced bores 74 in the ears 71 are aligned with the horizontal bores 53 in the support beam 38 and a locking pin 91 can be inserted therethrough to lock the feet 42 in place. Once the feet 42 are locked in the extended position, the pin 88 is removed from the top extensions 86, as shown in FIG. 4, and the vertical support plate 83 is allowed to rotate 180 degrees to the down position shown in FIGS. 2 and 3. The pin 88 is then reinserted into the lower extensions 85, thus locking the plate 83 in the extended position overlying the sidewalls 44 of the railroad car 2. With the center support feet 42 extended, as well as the front and rear support feet 34 and 32, respectively, and with the vertical plates 83 thus locked down, the apparatus 1 rests securely on the car 2 and is prevented from shifting from side to side. 
     II. Alternative Embodiment Of Center Support Feet 
     Referring to FIGS. 6 and 7, an alternative embodiment of center support foot is indicated generally with the numeral 92, it being understood again, that there are right and left mirror image support feet 92 on the apparatus 1. The support foot 92 differs from the support feet 42 of FIG. 2-5 in the provision of a support roller 93 which is positioned in a slot 94 in the bottom of skid 95. A pair of press fit bearings 101 and 102 are attached to the underneath side of the foot 92 and the roller 93 extends therebetween via a roller shaft (not shown). FIG. 7 illustrates the support of the foot 92 atop the upper surface 43 of the railroad car sidewalls 44 via the roller 93 to facilitate movement of the apparatus 1 along the top of the railroad car 2. 
     III. Alternative Embodiment of Front Support Feet 
     Referring to FIG. 8, an alternative embodiment of a front support foot 111 is illustrated. The front support foot 111 includes an upper and a lower square steel tube 112 and 113, respectively, on an inner end to which are affixed a pair of support brackets 114 for attachment to the side of the front bucket 11 (FIG. 1). A skid 116 is affixed beneath the lower tube 113 with the skid 116 including a flat center portion 117 and a pair of angled wing portions 118 and 119. A vertical support plate 121 is attached to the outer end of the tube 112. In the wing portion 118, a slot 122 is formed and a pair of semi-circular bearing support plates 123 are attached to the wing portion 118 above respective ends of the slot 122. Each support plate 123 supports a bearing 124. A support roller 125 is suspended between the two bearings 124 via a roller shaft 126 and extends through the slot 122. A pair of support arms 127 and 128 extend between brackets 131 and 132, respectively on the upper tube 112 and a pair of brackets 133 and 134 on the upper side of the wing portion 118 to give enhanced rigidity to the wing portion 118. 
     In operation, as shown in FIG. 10, when the apparatus 1 is to be moved atop the railroad car 2, the hydraulic cylinder 14 is extended, causing the front bucket 11 to pivot forward. The attached front support feet 111 are thus also pivoted forward to a position in which the wing portion 118, and thus the roller 125, contacts the upper portions 43 of the railroad car sidewalls 44. When the apparatus 1 reaches the desired location on the railroad car 2, the hydraulic cylinder 14 is again retracted, rotating the front bucket 11 and the front support foot 111 backward to remove the roller 125 from contact and place the center portion 116 into contact with the upper surface 43 of the railroad car sidewall 44, thus stabilizing the apparatus 1 atop the railroad car 2. 
     IV. Retractable Front Bucket Stop 
     When the apparatus 1 is in use as a loader/unloader, the front bucket 11 is placed in a level position to place the front feet 34 or 111 in stable contact with the upper surfaces 43 of the railroad car sidewalls 44. With rear bucket loading and unloading operations, a large force is exerted against the front bucket 11 by the front support feet 34 or 111, which force tends to pivot the bucket 11 backward from the level position against the action of the hydraulic cylinder 14. With ordinary bucket operating hydraulics, these forces acting against the hydraulic cylinder 14 would quickly cause excess wear on the cylinder 14. Thus, additional support is required to hold the front bucket 11 in a position in which it is level. 
     Referring to FIG. 9, a fixed stop block 141 is welded to the rear of the front bucket 11. A mating movable stop block 142 is pivotably attached to the top of the front bucket boom 12 via a pivot pin 143. A support block 144 is welded to the front boom 12 in a position to support the pivotable stop block 142 in a forward position, as shown in solid lines in FIG. 9. The stop block 142 has a front face 145 which is angled to mate with an angled face 151 on the fixed stop block 141 when the bucket is in a level, support position. A pin 152 which is insertable within a bore (not shown) in the front boom 12 is provided to hold the block 142 in the forward position. When the apparatus 1 is removed from the railroad car 2 and is to be used for other purposes, the pin 152 is removed and the pivotable block 142 is pivoted backward to the position shown in phantom lines in FIG. 9. In this position, the front bucket 11 has total freedom of movement and can be used for earth moving or other, similar tasks. 
     It is to be understood that while certain forms of the present invention have been illustrated and described herein, it is not to be limited to the specific forms or arrangement of parts described and shown.