Abstract:
Embodiments of a mechanical tool for railcar maintenance are disclosed, which are most suitable for handling heavy components during undercarriage operations. In one particular embodiment, the tool may include: a cantilever beam having a first end and a second end; a support element disposed between said first end and said second end for pivotally attaching said cantilever beam to a supporting device; a first attachment element configured to grip a first railcar component; a safety latch mechanism, at said first end, for securing said first attachment element, including when said first railcar component is gripped by said first attachment element, and for preventing disengagement of said first attachment element unless said cantilever beam is in a substantially level position; and a weight element adjustably disposed between said support element and said second end, wherein said weight element, when positioned at a first predetermined stop location marked along said cantilever beam, substantially counterbalances said first railcar component gripped by said first attachment element at said first end.

Description:
FIELD OF THE INVENTION 
       [0001]    The present invention relates generally to mechanical tools. More particularly, the present invention relates to a tool, system and method for railcar maintenance, including especially undercarriage operations. 
       BACKGROUND OF THE INVENTION 
       [0002]    In the railway industry, railcars require routine inspection and maintenance in order to keep them in safe working conditions. As used herein, the term “railcar” refers to any of a variety of railroad vehicles including but not limited to locomotives, tender vehicles, and railroad cars, which may be used for freight, passenger, and/or switching applications. Each railcar typically includes a number of undercarriage components or equipment, such as wheels, traction motors, air brakes, compressed air units, and traction sanding devices, which are located in an undercarriage assembly below the railcar platform. Since these undercarriage components are crucial to the safe and efficient operation of the railcar, most, if not all, of them have to be routinely inspected and some need to be replaced or serviced on a regular basis. For example, air brake valves and/or portions thereof are swapped out for services and then re-installed according to a maintenance schedule. Typically, most of the railcar maintenance work is performed manually by skilled mechanics. 
         [0003]    Unfortunately, many of the undercarriage components are quite heavy and/or tugged away in hard-to-reach locations, making it difficult to remove or re-install those components. With conventional tools and methods, it often requires significant efforts of multiple workers to remove or re-install each piece of undercarriage components. When a component is being positioned or extracted, one or more of the maintenance workers may have to operate in an awkward position and expend a significant amount of energy to maneuver the heavy component into its designated location. During the process, accidents could easily occur, injuring the worker(s) and/or damaging the component. 
         [0004]    In view of the foregoing, it may be understood that there are significant problems and shortcomings associated with current tools and methods for railcar maintenance. 
       SUMMARY OF THE INVENTION 
       [0005]    Embodiments of a mechanical tool for railcar maintenance are disclosed, which are most suitable for handling heavy components during undercarriage operations. In one particular embodiment, the tool may include: a cantilever beam having a first end and a second end; a support element disposed between said first end and said second end for pivotally attaching said cantilever beam to a supporting device; a first attachment element configured to grip a first railcar component; a safety latch mechanism, at said first end, for securing said first attachment element, including when said first railcar component is gripped by said first attachment element, and for preventing disengagement of said first attachment element unless said cantilever beam is in a substantially level position; and a weight element adjustably disposed between said support element and said second end, wherein said weight element, when positioned at a first predetermined stop location marked along said cantilever beam, substantially counterbalances said first railcar component gripped by said first attachment element at said first end. 
         [0006]    In another embodiment, a system for assisting undercarriage maintenance to a railcar may include: a supporting device with at least limited mobility; a cantilever beam pivotally attached to and supported by said supporting device, said cantilever beam having a first end and a second end; a plurality of attachment elements, each attachment element being configured to grip a different railcar component; a safety latch mechanism, at said first end of said cantilever beam, for interchangeably securing any of said plurality of attachment elements and for preventing disengagement thereof unless said cantilever beam is, in a substantially level position; and a weight element adjustably disposed toward said second end of said cantilever beam, wherein said weight element, when positioned at each of a plurality of predetermined stop locations marked along said cantilever, substantially counterbalances a corresponding railcar component attached to said first end of said cantilever. 
         [0007]    In yet another embodiment, a method of performing undercarriage maintenance to a railcar may include the steps of: pivotally attaching a cantilever beam to a supporting device; identifying a railcar component to be handled; selecting an attachment element adapted to grip said railcar component; securing said attachment element to a first end of said cantilever beam via a safety latch mechanism that prevents disengagement of said attachment element unless said cantilever beam is in a substantially level position; causing said railcar component to be gripped by said attachment element before or after said attachment element is secured to said first end of said cantilever beam; positioning a weight element at a predetermined stop location marked along said cantilever beam such that said weight element substantially counterbalances said railcar component; and moving said railcar component to or from an undercarriage position through movement(s) of said supporting device and/or said cantilever beam. 
         [0008]    The present invention will now be described in more detail with reference to exemplary embodiments thereof as shown in the accompanying drawings. While the present invention is described below with reference to exemplary embodiments, it should be understood that the present invention is not limited thereto. Those of ordinary skill in the art having access to the teachings herein will recognize additional implementations, modifications, and embodiments, as well as other fields of use, which are within the scope of the present invention as described herein, and with respect to which the present invention may be of significant utility. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0009]    In order to facilitate a fuller understanding of the present invention, reference is now made to the accompanying drawings, in which like elements are referenced with like numerals. These drawings should not be construed as limiting the present invention, but are intended to be exemplary only. 
           [0010]      FIG. 1  shows an assembled view of an exemplary tool for railcar maintenance in accordance with an embodiment of the present invention. 
           [0011]      FIG. 2  shows an exploded view of the exemplary tool for railcar maintenance in accordance with an embodiment of the present invention. 
           [0012]      FIG. 3  shows a cross-section of an exemplary cantilever beam main rail in accordance with an embodiment of the present invention. 
           [0013]      FIG. 4  shows an exemplary design of a selector rail in accordance with an embodiment of the present invention. 
           [0014]      FIG. 5  shows an exemplary design of a support element for a cantilever beam in accordance with an embodiment of the present invention. 
           [0015]      FIG. 6  shows a side view and a bottom plan view of the exemplary cantilever beam and support element in accordance with an embodiment of the present invention. 
           [0016]      FIG. 7  shows an exemplary design of an activation assembly in accordance with an embodiment of the present invention. 
           [0017]      FIGS. 7A and 7B  illustrate the operation of an attachment key and attachment braces in a safety latch mechanism in accordance with an embodiment of the present invention. 
           [0018]      FIGS. 8-9  show various exemplary attachment elements in accordance with embodiments of the present invention. 
           [0019]      FIG. 10  shows a flow chart illustrating an exemplary method of performing undercarriage maintenance to a railcar in accordance with an embodiment of the present invention. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0020]    Embodiments of the present invention provide for a tool, system, and method for safer and more efficient maintenance of railcars. With a safety latch mechanism, an adjustable counterweight assembly, and interchangeable attachment elements, the tool can be adapted to securely grip and balance standard and/or non-standard railcar components. The tool can be pivotally attached to a supporting device with at least some mobility, such that a railcar component gripped by the tool can be effortlessly maneuvered to/from or positioned in hard-to-reach undercarriage locations. 
         [0021]    Referring to  FIG. 1 , there is shown an assembled view of an exemplary tool  100  for railcar maintenance in accordance with an embodiment of the present invention. As shown, the tool  100  generally comprises a cantilever beam  11 , a support element  12 , a safety latch mechanism  13 , and a counterweight assembly  14 . The support element  12  may allow the cantilever beam  11  to be pivotally supported by or balanced on a supporting device (not shown) such as a crane, a monorail lifting system, a lift truck, a boom truck, a jack or hoist. The safety latch mechanism  13 , located at one end of the cantilever beam  11 , is designed to work with a number of interchangeable attachment elements (not shown in  FIG. 1 ), wherein each attachment element is adapted to grip a railcar component and be secured to the safety latch mechanism  13 . In a locked state, the safety latch mechanism  13  may prevent disengagement of the attachment element secured thereto unless the cantilever beam  11  is in a substantially level position. The counterweight assembly  14  is located towards the other end of the cantilever beam  11  and can be adjusted to various pre-determined or pre-marked stop locations to counterbalance a railcar component gripped at the safety latch end of the cantilever beam  11 . 
         [0022]      FIG. 2  shows an exploded view of the exemplary tool  100  exhibiting more details of the cantilever beam  11 , the support element  12 , the safety latch mechanism  13 , and the counterweight assembly  14 . 
         [0023]    As shown, the cantilever beam  11  may further comprise a main rail  102 , a selector rail  101 , and a guide handle  104 . The main rail  102  may be a substantially straight metal beam that spans the length of the cantilever beam  11 . For at least part of its length, the main rail  102  may be hollow, for example, to save material, reduce weight, increase structural strength, and/or accommodate other parts of the tool  100  as described below.  FIG. 3  shows an exemplary cross-section of the main rail  102  in accordance with an embodiment of the present invention. The cross-section is rectangular with a substantially enclosed space surrounded by a quarter-inch-thick metal. On the lower side and at the safety latch end of the main rail  102 , a stop block (also illustrated in  FIG. 6 ) may be provided for an activation assembly as will be described in more detail below. 
         [0024]    As shown in  FIG. 2 , the selector rail  101  may be a substantially straight metal blade sitting on top of the main rail  102 . The selector rail  101  provides a guiding track along which the counterweight assembly  14  may slide. Although shown in  FIG. 2  as spanning the full length of the main rail  102 , the selector rail  101  is needed only on the counterweight side of the cantilever beam  11 .  FIG. 4  shows an exemplary design of the selector rail  101  in accordance with an embodiment of the present invention. This exemplary selector rail  101  is approximately 96 inches in length and has one-inch champers at both ends for easy engagement with roller wheels in the counterweight assembly  14  as described below. A number of stop locations  402  are pre-marked on the counterweight side of the selector rail  101 . At each stop location  402 , there may be a hole drilled through the selector rail  101  to accommodate a selector pin (not shown in  FIG. 4 ) that anchors the counterweight assembly  14  at that stop location. 
         [0025]    Referring again to  FIG. 2 , the guide handle  104  is provided at the counterweight end of the cantilever beam  11 . When using or adjusting the tool  100 , an operator may hold onto the guide handle  104  to stabilize and/or steer the cantilever beam  11 . Although shown here as being affixed to the main rail  102  at a right angle, the guide handle  104  may actually be a detachable element and its angle with respect to the main rail  102  may be adjustable. 
         [0026]    The support element  12  serves a function of coupling the cantilever beam  11  to a supporting device (not shown). The support element  12  may thus comprise a lifting assembly  103  and a lift ring  110 .  FIG. 5  shows an exemplary design of the support element  12  in accordance with an embodiment of the present invention. As shown in  FIG. 5 , the support element  12  comprises two side lifting braces  501 , a main rail lifting brace  502 , a bottom lifting support  503 , a selector rail support  504 , a cross brace  505 , and a lifting rod  506 . The main rail  102  of the cantilever beam  11  may fit through the main rail lifting brace  502  and be fastened to the bottom lifting support  503 . Meanwhile, the top surface of the selector rail  101  may push against and be stabilized by the selector rail support  504 . The lifting rod  506  is hooked to the lift ring  110  and provides a pivotal point for the cantilever beam  11 . 
         [0027]      FIG. 6  shows a side view and a bottom plan view of the exemplary cantilever beam  11  and support element  12  in an assembled state. As shown here, the support element  12  or the pivotal point need not be centered with respect to the cantilever beam  11 . In the side view, the selector rail support  504  is seen pushing against and supporting the top surface of the selector rail  101 . In the bottom plan view, a stop block (which is also indicated in  FIG. 3 ) can be seen at the safety latch end of the main rail  102 . The stop block is provided to work with an activation assembly as described below. 
         [0028]    At this point, it should be noted that, although the exemplary support element  12  as illustrated in  FIGS. 1 ,  2 ,  5 , and  6  appears adapted for supporting the cantilever beam  11  on its top side, i.e., through lifting, the support element (and/or the other parts of the tool  100 ) may also be adapted for pivotally supporting the cantilever beam  11  from its bottom side. So, other than hanging from a lifting device (e.g., a crane or hoist), the cantilever beam  11  may alternatively rest upon or be hinged to a jack or the like that provides support from the bottom side. The jack may preferably include wheels or castors to provide at least some mobility for the tool  100 . Similarly, if a lifting device is employed, it is preferably mounted on an overhead monorail or to a boom truck. 
         [0029]    Referring back to  FIG. 2 , the safety latch mechanism  13  comprises one or two attachment braces  111  and an activation assembly  110 . Each attachment brace  111  may be a rectangular metal member having a through-hole that is oriented approximately in the vertical direction when the cantilever beam  11  is in a substantially level position. As shown in  FIG. 2 , two attachment braces  111  are provided, and they may be welded to the end of the main rail  102  and disposed on either side of the activation assembly  110 . With two attachment braces  111 , their through-holes need to be substantially aligned with one another in the vertical direction. 
         [0030]    The activation assembly  110 , when assembled, fits within the main rail  102  with one end disposed between the two attachment braces  111 .  FIG. 7  shows an exemplary design of the activation assembly  110  in accordance with an embodiment of the present invention. As shown, the activation assembly  110  comprises a threaded rod assembly coupling an attachment key  709  at one end with a contact block  703  at the other end. The threaded rod assembly may include threaded rods  701 ,  704 , and  708  which are coupled together by a clevis  702 , spacers  705 , and  706 , and hex nuts  707 . According to one embodiment of the present invention, the threaded rods  701 ,  704 , and  708  may be made of steel and have a quarter inch diameter. The spacers  705  and  706  may keep the activation assembly  110  substantially centered within the main rail  102 . The attachment key  709  may be disposed between the two attachment braces  111  and may have a similar shape and outer dimensions as the two attachment braces  111 . The attachment key  709  has a keyway slot vertically therethrough. The keyway slot may include both an opening portion  709   a  and a slot portion  709   b . The diameter of the opening portion  709   a  may be the same as or similar to that of the through-holes in the attachment braces  111 . The width of the slot portion  709   b  is substantially smaller than the diameter of the opening portion  709   a.    
         [0031]      FIGS. 7A and 7B  illustrate the operation of the attachment key  709  and the attachment braces  111  in the safety latch mechanism  13  in accordance with an embodiment of the present invention. 
         [0032]      FIG. 7A  shows the safety latch mechanism  13  in an unlocked or disengaged state, wherein the metal rod  708  has pushed out the attachment key  709  (see also  FIG. 1 ) to cause the opening portion  709   a  of the keyway slot to align with the through-holes in the attachment braces  111 . To unlock or disengage the safety latch mechanism  13  so that it is in the state shown in  FIG. 7A , the counterweight assembly  14  may be slid towards the center of the cantilever beam  11  such that a part of the counterweight assembly  14  can push against the contact block  703  of the activation assembly  110  and cause the attachment key  709  to slide out. Since the opening portion  709   a  is of a same or similar diameter as the through-holes, their alignment defines a tunnel through which a rod-shaped object with a smaller diameter can pass freely. According to embodiments of the present invention, an attachment element to be secured by the safety latch mechanism  13  can have a rod-shaped tip  750  as shown in  FIG. 7B . The outer diameter (D) of the attachment tip  750  may be slightly smaller than the diameters of the opening portion  709   a  of the keyway slot and the through-holes in the attachment braces  111 . Therefore, in the unlocked or disengaged state as shown in  FIG. 7A , the attachment tip  750  can be inserted, from either the top or bottom side, all the way through the tunnel defined by the opening portion  709   a  and the through-holes. The attachment tip  750  also has a narrowed portion with a diameter (d) that is slightly smaller than the width of the slot portion  709   b  of the key slot but substantially smaller than the outer diameter (D). 
         [0033]      FIG. 7B  shows the safety latch mechanism  13  in a locked or engaged state, wherein the metal rod  708  has retracted the attachment key  709  (see also  FIG. 1 ) such that the opening portion  709   a  of the keyway slot is no longer aligned with the through-holes in the attachment braces  111 . To encourage the activation assembly  110  to return the safety latch mechanism  13  to this locked or engaged state as shown in  FIG. 7B , one or more springs may be fitted between the spacer  705  and the stop block in the main rail  102  (shown in  FIGS. 3 and 6 ) and/or between the two spacers  705  and  706 . The through-holes are now aligned with the slot portion of the keyway slot which is substantially narrower than the opening portion  709   a  and the through-holes. If the attachment tip  750  has been inserted while the safety latch mechanism  13  was in the unlocked state, the narrowed portion of the attachment tip  750  will fit within the slot portion  709   b  of the keyway slot, but the wider portions of the attachment tip  750  will be trapped by the slot portion  709   b . As a result, the attachment tip  750  will be securely locked by the safety latch mechanism  13  and cannot be removed unless the cantilever beam  13  is in a substantially level position and the safety latch mechanism  13  is returned to its unlocked state. While locked in by the safety latch mechanism  13 , the attachment tip  750  may still be able to rotate around its axis. 
         [0034]    It is most preferable to attach or remove an attachment element having the attachment tip  750  or the like when the cantilever beam II is in a substantially level position. Only then will the weight of the attachment element (and its payload gripped thereon) cause the attachment tip to naturally align vertically with the through-hole(s) and the opening portion of the attachment key. Otherwise, someone will have to support the weight of the attachment element and its payload to manually align the attachment tip, which could be awkward or difficult to do. 
         [0035]    Referring again to  FIG. 2 , the counterweight assembly  14  comprises a counterweight  105  attached to a selector base  107 . A set of roller wheels  106 , affixed to the counterweight  105  and/or the selector base  107 , may allow the counterweight assembly  14  to slide smoothly along the selector rail  101 . The selector base  107  may further comprise a selector pin  108  fitted through a selector sleeve  109 . The counterweight assembly  14  can be slid to each pre-marked stop location on the selector rail  101 , whereupon the selector pin  108  can be inserted into the hole at that stop location to anchor the counterweight assembly  14 . The counterweight  105  and the stop locations on the selector rail  101  may be pre-calibrated such that the counterweight assembly  14  anchored at each stop location will be able to counter-balance an object gripped at the safety latch end of the cantilever beam  11 . According to preferred embodiments of the present invention, the objects corresponding to these stop locations may be either standard or non-standard railcar components. Alternatively, the objects may be any equipment or parts that are frequently handled in a mechanic shop or on a job site. A reference chart may be provided that correlate each pre-calibrated stop location to a corresponding object. For example, the stop locations may be correlated to a number of standard railcar components such as air brake valves. According to an alternative embodiment, the selector rail  101  may have a plurality of evenly spaced, numbered holes to accommodate the selector pin  108 , and the reference chart may list a number (of the selector hole) for each corresponding equipment or part to be balanced. 
         [0036]    Table 1 shows an exemplary reference chart that correlates standard air brake valve components with seven stop locations (holes indicating counterweight positions) on the selector rail  101  shown in  FIG. 4 . The “Valve Type” column indicates the type of air brake valves to be handled by the tool  100 . The “In Car” and “Under Car” columns indicate the color codes for the corresponding valves depending-on whether they are located inside or underneath the railcar. The “Counterweight Position” column lists the hole numbers at the various pre-marked stop locations. 
         [0000]    
       
         
               
               
               
               
             
           
               
                 TABLE 1 
               
               
                   
               
               
                   
                   
                   
                 Counterweight 
               
               
                 Valve Type 
                 In Car 
                 Under Car 
                 Position 
               
               
                   
               
             
             
               
                 ABD Service 
                 Blue 
                 Black 
                 Hole 6 
               
               
                 ABD Emergency 
                 Yellow 
                 Red 
                 Hole 3 
               
               
                 ABDX Emergency 
                 Yellow 
                 Red 
                 Hole 4 
               
               
                 ABDW Emergency 
                 Yellow 
                 Red 
                 Hole 5 
               
               
                 DB10 Service (cast) 
                 White 
                 White 
                 Hole 7 
               
               
                 DB20 Emergency (cast) 
                 Yellow 
                 Red 
                 Hole 5 
               
               
                 DB10 Service (aluminum) 
                 White 
                 White 
                 Hole 2 
               
               
                 DB20 Emergency (aluminum) 
                 Yellow 
                 Red 
                 Hole 1 
               
               
                   
               
             
          
         
       
     
         [0037]    In fact, with a predefined configuration of the cantilever beam  11  and the counterweight  105 , an object of any weight within a certain range could be counter-balanced by the counterweight assembly  14 . Other than using the selector pin  108  to anchor the counterweight assembly  14  to pre-drilled holes on the selector rail  101 , an alternative anchoring mechanism may allow the counterweight assembly  14  to stop and remain at any point along the selector rail  101 . That is, the counterweight assembly  14  may be continuously adjustable according to the load on the safety latch end of the cantilever  11 . 
         [0038]    With the counterweight assembly  14 , a railcar component can be attached to the safety latch end of the cantilever beam  11  and thereby become effectively “weightless” during maintenance work. In order to attach railcar components to the safety latch mechanism  13 , there may be provided a number of interchangeable attachment elements each having a tip shaped like the attachment tip  750  shown in  FIG. 7B . Each attachment element or a combination of attachment elements may be adapted to securely grip a corresponding railcar component. 
         [0039]      FIGS. 8-9  show various exemplary attachment elements in accordance with embodiments of the present invention. 
         [0040]      FIG. 8  shows an exemplary attachment element or adapter  800 . Designed to grip a railcar component (e.g., one or more types of air brake valves), the adapter  800 , generally comprises three parts: a fixed arm  801 , an adjustable arm  802 , and a base  803 . The base  803  may further include an attachment tip  850  in a same or similar shape as the attachment tip  750  shown in  FIG. 7B  which can be inserted into and locked by a safety latch mechanism as described above. The base  803  may also accommodate one or more other attachment elements which can be slid onto the base  803  and anchored by a metal pin inserted into a pin-hole  830 . The fixed arm  801  may comprise a protruded tip  810  that matches and fits into a known cavity (e.g., a screw hole) or recessed area on a corresponding railcar component. Similarly, the adjustable arm  802  (which is coupled to the fixed arm  801  and may be able to extend/retract and/or swing/tilt to some extent) may comprise a protruded tip  820  that matches and fits into another known cavity or recessed area on the corresponding railcar component. According to one embodiment of the present invention, the protruded tips  810  and  820  can simultaneously fit into two major mounting holes on most standard air brake valves. Therefore, when attaching the adapter  800  to the corresponding railcar component, the protruded tips  810  and  820  can provide two secure gripping or supporting points by taking advantage of known or existing physical features of the railcar component. Either or both of the protruded tips  810  and  820  may also accommodate other attachment element(s). Pin-holes  812  and  822  may be provided on the fixed arm  801  and the adjustable arm  802  respectively, preferably, near the protruded tips  810  and  820 , to receive anchor pins. 
         [0041]    Additional attachment elements or adapters may be combined with the adapter  800  to provide further support or apply gripping force to the railcar component.  FIGS. 9A  shows an exemplary attachment element  900  that can be combined with the adapter  800 . The attachment element  900  generally comprises two parts: a huck collar  902  and a support member  904 . The huck collar  902  may be just thick enough to allow the base  803  of the adapter  800  to thread through. A pin-hole  906  in the huck collar  902  may be aligned with the pin-hole  830  on the base  803 , and they together may receive an anchor pin (not shown) to secure the attachment element  900  to the adapter  800 . When the attachment element  900  is combined with the adapter  800 , the support member  904  may be pointing either upward or downward, as needed, to provide support for a railcar component gripped by the attachment elements ( 800  and  900 ). 
         [0042]      FIG. 9B  shows another attachment element  910  that can be combined with the adapter  800 . The attachment element  910  may comprise a huck collar  912  and a support member  914 . The huck collar  912  may fit over the base  803  or at least one of the protruded tips.  810  and  820  on the adapter  800 . A pin-hole  916  in the huck collar  912  may receive an anchor pin (not shown) to help secure the attachment element  910  to the adapter  800  or other attachment element(s). 
         [0043]    It should be noted that the adapter  800  (and/or other attachment elements) may be attached to the safety latch mechanism on either the top side or the bottom side of the cantilever beam  11 . When inserted into the latch from the top side, the adapter  800  will support a railcar component to allow it to stand above the cantilever beam  11 . When inserted into the latch from the bottom side, the adapter  800  can hang the railcar component below the cantilever beam  11 . 
         [0044]      FIG. 10  shows a flow chart illustrating an exemplary method of performing undercarriage maintenance to a railcar in accordance with an embodiment of the present invention. The method steps may be performed substantially with a maintenance tool (including its attachment element(s)) such as the one described above. 
         [0045]    In step  1002 , the cantilever beam of the maintenance tool is pivotally attached to a supporting device. As mentioned above, the supporting device may be any of a variety of lifting, hoisting or jacking equipment, including but not limited to a crane, a monorail lifting system, a lift truck, a boom truck, a jack or hoist. The supporting device preferably provides some mobility for the maintenance tool such that it (and its payload) can be moved around freely in a mechanic shop or near a railcar. A pivotal point for the cantilever beam may be provided by a lift hook or ring or a hinge, which preferably allows the cantilever beam to swing in the horizontal directions and/or tilt in the vertical directions. 
         [0046]    In step  1004 , a railcar component to be handled with the maintenance tool is identified. While the use of this tool is most beneficial for undercarriage maintenance, the railcar component does not have to be one of those undercarriage components. Any railcar equipment or part to be lifted or positioned could be handled by the maintenance tool. In most instances, the railcar component is a standard component whose physical features including weight and dimensions are already known. The component can typically be identified by its model number or part number. 
         [0047]    Then, in step  1006 , an attachment element adapted to grip the identified railcar component is selected. The selection of the appropriate attachment element may be facilitated by a quick reference chart that matches component part numbers with corresponding attachment elements. For most standard railcar components or those frequently encountered during maintenance work, a specific attachment element or a combination of attachment elements may have already been developed for use with the maintenance tool. So, once an attachment element is selected, it is just a matter of retrieving it from a tool box. 
         [0048]    In step  1008 , the attachment element(s) selected in step  1006  can be used to grip the railcar component. Taking advantage of the physical features of the railcar component, such as mounting holes or other cavities on the component surface, the selected attachment element(s) may be assembled together (as needed) and attached to the surface of the railcar component. The attachment element(s) may securely grab onto the railcar component and essentially become part of the railcar component. The assembly of the attachment elements (among themselves or onto the railcar component) may benefit from the use of one or more anchor pins or the like. 
         [0049]    In step  1010 , the attachment element is secured to a first end of the cantilever beam via a safety latch mechanism. When the cantilever beam is a in a level position and the safety latch mechanism is unlocked, the attachment element may be inserted into the safety latch and become locked therein. It should be appreciated that step  1010  may occur either before or after step  1008 . As a result of steps  1008  and  1010 , the railcar component is safely attached to and supported by the maintenance tool. 
         [0050]    Next, in step  1012 , a counterweight is positioned to a predetermined stop location towards a second end of the cantilever beam to counter-balance the railcar component. With a reference card as described above, a stop location that corresponds to the railcar component may be quickly determined. Alternatively, the counterweight may be slid to different stop locations until it most closely balances the railcar component at one of those locations. The counterweight may then be anchored at that stop location. By now, the entire maintenance tool or the cantilever beam will be in a substantial balanced and/or level state. 
         [0051]    In step  1014 , an operator or maintenance mechanic can maneuver the railcar component to or from its undercarriage location or other locations by moving the supporting device and/or the cantilever beam. Since the maintenance tool has rendered the railcar component essentially weightless, the maneuvering or positioning of the railcar component should require little effort from the operator. Nor does the operator have to assume an awkward position during the process as the cantilever beam can swing, tilt and easily extend or reach into tight locations while holding the railcar component steady. 
         [0052]    At this point, it should be noted that, although the tool, system, and method in accordance with the present invention have been described here primarily in the context of railcar maintenance, the practical application of the present invention is not necessarily limited to the handling of railcar components. Those skilled in the mechanical art can appreciate that embodiments of the present invention can be adapted to handle almost any kind of mechanical components and physical objects. 
         [0053]    While the foregoing description includes many details and specificities, it is to be understood that these have been included for purposes of explanation only, and are not to be interpreted as limitations of the present invention. It will be apparent to those skilled in the art that other modifications to the embodiments described above can be made without departing from the spirit and scope of the invention. Accordingly, such modifications are considered within the scope of the invention as intended to be encompassed by the following claims and their legal equivalents.