US2978994A - Bulkhead cargo bracing - Google Patents

Description

April 11, 1961 o. E. MILLER 2,978,994

- BULKHEAD CARGO BRACING Filed July 21, 1960 7 Sheets-Sheet 1 INVENTOR.

O/P/N 15 /7/1 L fr? HTTOR/VEY April 11, 1961 o. E. MILLER BULKHEAD CARGO BRACING 7 Sheets-Sheet 2 Filed July 21, 1960 INVENTOR.

O/P/N 1 MALE/F BY 7 Sheets-Sheet 3 Filed July 21, 1960 IN V EN TOR.

O/P/A/ 5. /7/L LE R HTTORNEY 7 Sheets-Sheet 4 IN VENTOR,

H7 TO/P/VE Y O. E. MILLER BULKHEAD CARGO BRACING April 11, 1961 Filed July 21, 1960 April 1961 o. E. MILLER 2,978,994

BULKHEAD CARGO BRACING Filed July 21, 1960 7 Sheets-Sheet 5 NVENTOR.

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BULKHEAD CARGO BRACING Filed July 21, 1960 7 Sheets-Sheet 6 INVENTOR.

HTTOIPNE Y April 11, 1961 o. E. MILLER BULKHEAD CARGO BRACING Unite States This invention relates generally to adjustably positionable bulkhead cargo bracing, and more particularly to overhead drop bulkheads for partitioning railway cars.

The problem of maintaining cargo in position within a partially loaded railroad freight car, such as a refrigerator car or the like, and the problem of compartmenting a car for compartment or stopolf loading, such as when cargo for several dilferent consignees is loaded into one car, has long been appreciated in the art of shipping, and numerous expedients proposing means for solving these problems have been suggested. However, these proposed expedients have not been generally accepted because of their expensiveness and inefficiency.

atent The present invention, by providing an improved type of bulkhead bracing, supplies a long felt need, and is wide-spread in application since it is adaptable to fit any conventional freight or refrigerator car.

The purpose of this invention is to provide improvement in cargo bulkhead bracing, particularly to improvements providing greater flexibility as to bulkhead heights, to positional adjustment thereof along a car, and to the facile operation thereof by manual power.

An object of this invention is the provision of a cargo bulkhead having independently movable sections, each section embodying separate counterbalancing spring means.

Another object of this invention is the provision of a cargo bulkhead having independent sections, each separately anchorable to the walls of the car.

Still another object is to provide a cargo bulkhead having a plurality of independent sections, the sections being interlockable with each other for strength.

A further object of this invention is the provision of novel locking means for separately securing the individual bulkhead sections in an overhead stored position.

Other specific objects and many of the attendant advantages of this invention will be readily appreciated as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings in which like reference numerals designate like parts throughout the figures thereof and wherein:

Fig. 1 is a perspective view of a railway car equipped with the improved bulkhead bracing sections partly in section to disclose the interior of the car, showing some of the bulkhead sections in a stored overhead position and some in a lowered operative position;

Fig. 2 is a cross-section view taken on line 2-2 of Fig. 1, showing all three of the bulkhead sections disposed functionally operative across the interior of a car;

Fig. 3 is an enlarged front elevation view of the upper and middle bulkhead sections, partly in section, showing the counterbalance torsion spring means and latch bolts therein;

Fig. 4 is an enlarged front elevation view of the lower bulkhead section, having the front sheet steel covering thereof removed to reveal the inside structure of the section;

. and 33 are provided with a plurality of spaced apertures.

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Fig. 5 is a plan view of Fig. 4;

Fig. 6 is an end elevation view of Fig. 4;

Fig. 7 is an enlarged fragmentary view showing the left lower corner of the lower bulkhead section of Fig. 4 and the associated lower trackway, illustrating said lower bulkhead section approaching its lower-most opera-- section, showing the vertical track portion of the carriage frame, and the adjacent portions of the railway car wall and bulkhead sections, and illustrating the friction cam lock means;

Fig. 11 is a section view taken on line 11-11 of Fig. 10, showing the rack and pinion means for tensioning the counterbalance springs, and the friction cam lock means for securing the bulkhead sections in inoperative stored position adjacent the ceiling of the car;

Fig. 12 is a perspective view of the friction lock means;

and

Fig. 13 is an enlarged fragmentary view of the frictionlock means operatively engaged with an overhead stored bulkhead section.

Referring now to the drawings; wherein like reference.

numerals designate like or corresponding parts throughout the several views, there is shown in Figs. 1 and 2 a horizontally disposed railway car generally indicated at 20, such as a box car or refrigerator car, or the'like. It should be understood that the bulkhead bracing of the present invention may also be employed with highway trucks or the like. However, its use is particularly desirable in refrigerator cars.

The car 20 includes a floor 21, side walls 22 and 23, end walls 24 and 25, and a roof 26. Said car is provided with the usual side door openings 19.

Upper confronting and fixed trackways 27 and 28', oppositely disposed on the side walls of said car, respectively, are inset flush with the wall surface, and fixed to the wall by any means such as by rivets, or the like, indicated at 30. Said trackways are horizontally disposed and extend longitudinally of the car, andcomprise channel irons having confronting elongated lip members,

such as indicated at 29 and 31, fixed along the flange edges of said channel irons, to retain rollers, hereinafterdescribed, in operative guideable relationship in said channel irons, see Figs. 1 and 10.

Lower trackways 32 and 33, substantially similar to,

upper trackways 2'7 and 28, are provided to cooperate with said upper trackways for supporting a carriage frame, hereinafter described, movably and guidably thereon.

Said lower confronting trackways 32 and 33, oppositely disposed on the side walls of the car, are inset flush with the wall surface, and fixed to the wall by any means,

such as by rivets, or the like, indicated at 34. Said lower trackways are horizontally disposed and extend longitudinally of the car, and comprise channel irons having confronting elongated lip members, such as indicated at 35 and 36, fixed along the flange edges of said channel irons, to retain rollers, hereinafter described, in operative guideable relationship in said channel irons, see Figs. 1 and 10.

The webs 37 and 38 of said lower fixed trackways 32 such as indicated at 39 and 41, respectively, for purposes hereinafter disclosed.

Said lower trackways extend the length of the car sides, except for the doorway openings.

A plurality of oppositely disposed paired lock rails 42 and 43, 44 and 45, and 46 and 47 are provided with spaced apertures, such as indicated at 48, for purposes hereinafter described.

Said lock rails 42 through 47 comprise channel irons inset flush with the wall surface, and fixed to the wall by any means, such as by rivets, or the like, indicated at 49. The rails are horizontally disposed and extend longitudinally of the car, and are spaced a distance to accommodate and cooperate with lock means on bulkhead sections hereinafter described. Said lock rails extend the length of the car sides, except for doorway openings.

A base lock rail 51 is inset flush with the floor surface, and fixed to the floor by means of screws such as indicated at 52. Said base lock rail is disposed centrally of the car and extends longitudinally thereof, and is provided with a plurality of spaced apertures such as indicated at 53, see Fig. 9, the spacing of apertures to accommodate and cooperate with lock means on the bulkhead section hereinafter described.

-A pair of confronting frame carriages, generally indicated at 54 and 55 are supported in said associated upper and lower fixed trackways, see Fig. 1

In View of the fact that both frame carriages are identical in construction, the description of only one thereof, namely carriage 55, will suffice.

As shown in Figs. 1, 9, l and 11, the frame carriage 55 comprises a pair of identical opposite disposed L- shaped guideways 56 and 57. Said guideways consist of channel irons having their flanges directed inwardly toward each other. One leg of the guideways extends substantially vertically to the floor of the car, and the other leg thereof extends horizontally overhead along the adjacent side of the car.

Said guideways are provided with an elongated lip member, fixed along the edge of the upper flanges thereof, such as indicated at 58, respectively; and also with racks, such as indicated at 59, fixed along the: edge of the lower flanges thereof. Said lip members and racks retain rollers, hereinafter described, in said channel guideways; and the racks thereof engage pinions, hereinafter de scribed. While the lip members extend substantially along the entire length of the guideway, the racks extend short of the floor, a fixed lip member 61 continuing therefrom to the end of the guideway, see Fig. 11.

'Outwardly projecting pins, such as indicated at 62, are fixed, as by welding, on the Web port-ions of the overhead leg portions of the L-shaped guideways 56 and 57, see Figs. 1 and 10. Said pins receive rollers, such as indicated at 63, rotatably mounted thereon, said rollers being received in the upper fixed trackways 27 and 28 for guidance thereby. Said rollers, rollably guided in the upper fixed trackways, support the L-shaped guideways 56 and 57 for movement along said trackways 27 and 28, respectively.

Beams 64 and 65, see Fig. 1, are connected across said guideways, as by welding, to provide the unitary frame carriage 55. Braces, such as indicated at 56, further strengthen and stiffen the frame carriage. Thus the rigid frame carriage is rollably supported on upper fixed trackways for longitudinal movement therealong and along the interior of the car.

Said frame carriage is further supported at its lower ends, by means of rollers, such as indicated at 67, rotatably mounted on hollow pins 68, the rollers being disposed in the lower fixed trackways 32 and 33, see Figs. 1, 7, 8 and 10, for guidance thereby. Said hollow pins project latterally outwardly from the guideways, and are fixed thereon as by welding. The hollow bores of the pins are extended through the web of the guideways, as

at 69, to receive a bolt latch therethrough as hereinafter described, see Fig. 7.

Thus the rigid frame carriage is rollably supported in the upper fixed trackways Z7 and 28, and also on the lower fixed trackways 52 and 33.

A bulkhead, comprising individual sections, such as generally indicated at 71, 72 and 73, are rollably mounted across the guideways 56 and 57, whereby the bulkhead sections can be lowered to provide a bulkhead across the interior of the car, or raised overhead to be stored horizontally adjacent the ceiling of the car. The bulkhead sections are a little less in width than the width of the car, for operational installation therebetween; and a little less than one third the height of the car, for operational installation of three bulkhead sections per carriage.

The lower bulkhead section 71 comprises a rectangular frame 74 made of a channel iron having its flanges directed inwardly, see Figs. 1, 2 and 4. A pair of spaced channel iron beams 7 5 and 76 are welded across the frame sides for strength purposes.

Short vertical channel iron braces '77 and 73, spaced inwardly of the upper corners, respectively, of the frame 74, are welded across beam 76 and the top member of the frame.

Similar veitical channel iron braces 79 and 81, spaced inwardly of the lower corners, respectively, of the frame 74, are welded across beam 75 and the bottom member of the frame.

A pair of similar companion channel iron braces 82 and 83 disposed vertically and centrally of the frame, are welded across beam 76 and the top member of frame 74-.

Said bulkhead sections are of a strength suitable for the intended purpose.

Similar horizontally disposed bolt latches 84 and 85 are slidably mounted in the lower corner portions of said bulkhead section 71, for latch locking with the apertures in lower trackways 32 and 33, respectively. Said latches are received in aligned bores, such as indicated at 86 and 87, see Fig. 7, through the side member of frame 74 adjacent brace 81, respectively. Handles, such as indicated at 88, are provided for each of said latches, for the manipulation thereof. Said latches are sufficiently strong to resist impact loads against the bulkhead section due to shifting cargo as when the car is roughly handled during switching operations.

Bolt latches 89 and 91, similarly constructed and arranged as above latches 84 and 85, are provided in the upper corner portions of said bulkhead section 71. Said latches pass through apertures in the webs of said guideway means, such as the aperture indicated at 90, and engage with apertures 48 in lock rail 47, when said section 71 is operatively disposed in a partition position, see Figs. 10 and 11.

A stop collar, such as indicated at 92 and 93, fixed on each of the lower latches 84 and 85, respectively, provides means for limiting the inward movement of the latches, for reasons hereinafter described.

Said lower bolt latches 84 and 35 also serve as shafts for the free rotation and slidable mounting thereon of rollers 94 and 95 disposed in guideways 5e and 5'7, respectively.

As shown in Fig. 7, for vertical and overhead movement of the bulkhead section 71 in the guideways, the lower bolt latches 84 and 85 are drawn slidably inwardly until movement thereof is stopped by the abutment of collars )2 and 93 against the associated braces 79 and 5t, respectively. In this retracted position, the forward ends of the latches are disposed within their respective guideways and allow movement therealong without obstructing.

As shown in Fig. 8, however, the latches can be advanced, such as indicated by latch 85, through the hollow pin 68, and through a registering aperture in lower fixed trackway 33, and lockably engage therewith, for a fixed positionment of the bulkhead section '71 in the car.

Should the bolt latches be partially retracted, such as the end thereof indicated by dotted line 96, the bulkhead section is no longer fixed in position and engaged to the sides of the car through means of apertures of the lower trackways, but is still held in a down position in the trackways for longitudinal movement therealong, should that be desired. In this instance, the ends of the latches are withdrawn from engagement with the apertures in the fixed trackways, and disposed and positioned within the hollow pins 68.

Should the latch end be further retracted, without the hollow pin 68 but within the guideway 57, such as indicated in Fig. 7, the bulkhead section 71 is then released for vertical and overhead movement in the guideways 56 and 57.

Built-in torsion spring counterbalancing means, generally indicated at 100, are provided in the bulkhead section 71, see Fig. 5, to aid in manually operating the sec tion. Such means comprise a pair of similar horizontally disposed and aligned shafts 97 and 98 mounted in the section, adjacent the upper member of the section frame 74. Shaft 97 is journalled in aligned bores in braces 83 and 77 and in the adjacent side member of bulkhead section frame 74; and shaft 98 is likewise journalled in aligned bores in braces 82 and 78 and in the adjacent side member of bulkhead section frame 74. The outlying end of shaft 97 is provided with a roller 99 and pinion -1 both fixed to said shaft to rotate therewith; and the outlying end of shaft 98 is likewise provided with a roller 102 and pinion 103 both fixed to said shaft to rotate therewith. Said rollers 99 and 102 are disposed in guideways 56 and 57, respectively; and said pinions 101 and 103 are engaged with racks 59 mounted on said guideways, respectively. as indicated at 104, are provided through the inner ends of said shafts to prevent unwanted endwise displacement of said shafts.

Torsion springs 105 and 106 surround shafts 97 and 98, respectively. Said springs have their outer ends hookanchored in apertures in the sides of frame 74, such as indicated at 107 and 108, respectively. The inner ends of said springs are hook-anchored in bored recesses in adjusting collars 109 and 111, such as indicated at 112 and 113, respectively. The springs can be initially tensioned by rotating their respective collars 109 and 111, and attached torsion springs, respectively, and fixing any such desired position by means of pins 114 and 115, in-

serted in registering bores through said collars 109 and 111 and said shafts 97 and 98, respectively. As said lowermost bulkhead section 71 is moved downwardly, from an overhead position, the enmeshment of the pinion 103 on rack 59, causes shaft 98 to rotate therewith and tension the torsion spring 106 as hereinafter described. Companion torsion spring 105 is thus equally stressed.

Projecting from the bottom of said bulkhead section 71 is an anchor pin 114, fixed to said section by any means, see Fig. 4, and receivable in apertures 52 in lock rail 51, see Fig. l, for reasons hereinafter described.

The top side of said bulkhead section 71 is provided with a plurality of apertures, such as indicated at 115, to receive anchor pins projecting from the middle bulkhead section, hereinafter described.

A front cover plate 116 and a rear cover plate 117 are provided as closure members over the front and rear sides of said bulkhead section '71, see Figs. 5 and 6. The front cover plates thereof are provided with handholes, such as indicated at 118, thereby providing access to the bolt handles, such as indicate at 88, see Fig. 2.

Pins, such all similar in construction and arrangement to corre-- sponding members in bulkhead section 71.

Said middle bulkhead section 72 is also provided with a pair of oppositely disposed rollers 127 and 128 rotatably mounted on fixed pins 129 and 131, respectively. Said rollers 127 and 128 are disposed in guideways 56 and 57 for guidance therein.

Said middle bulkhead section 72 is further provided with a pair of upper hand-holes, only, such as indicated at 132, for manipulation of said latch handles, such as indicated at 133.

A plurality of anchor pins, such as indicated at 134, are fixed to the underside of said bulkhead section 72 for reception in registering apertures 115 in the top of bulkhead section 71.

The latches 122 and 123 pass through apertures in the webs of said guideway means, such as through aperture sections against unwanted displacement, when disposed The middle bulkhead section 72, see Fig. 3, comprises a frame 119, torsion spring counterbalancing means generally indicated at 121, bolt latches 122 and 123, front and rear cover plates 124 and 125, and apertures 126,

overhead for storage.

Said friction lock means comprise a plurality of spaced overhead cam shafts 136, 137 and 138 journalled in aligned bores in oppositely disposed brackets 139 and 141, 142 and 143, and 144 and 145, respectively, pending from guideways 56 and 57. On said cam shafts, and

adjacent said guideways, are fixedly mounted paired cams 146 and 147, 148 and 149, and 151 and 152.

Said cams are actuated by an elongated connecting rod connected to said cams 147, 149 and 152 by means of pins 153, 154, and 155, fixed on said connecting rod,

slidably received in substantially vertical slots 156, 157

and 158 in said cams, respectively. Said connecting rod 150 is connected to an initially tensioned spring 159, hook-connected to apertures in said connecting rod 136 and in bracket 161 fixed to guideway 157, see Fig. 11. The initial tension in the spring 159 urges said paired cams upwardly against the respective bulkhead sections, when said sections are disposed overhead, thereby nor: mally frictionally locking the bulkhead sections in stored position.

A control rod 162 is connected tothe end of the connecting rod 150 by means of a rocker arm 163 pivotally mounted on pin 164 fixed to lug 165 Welded on cross brace 65, see Fig. 12. Said control rod is slidably mounted in bored guide lugs 166 and 167 fixed on the top portion of guideway 157.

To release the friction lock means 135 one pulls on control rod handle 168 and thereby communicates a releasing motion to the cams through means of the control rod 162, rocker arm 163, connecting rod 150, and the cam pins such as indicated at 153, see Figs. 12 and 13.

Operation: Assuming that all the bulkhead sections are stored overhead and an operator desires to lower them for partition purposes, at a selected location, the operator merely pushes on the guideways and thus moves the frame carriage 55, carrying the sections along the car, to said selected compartmentation position, the carriage 55 being supported on upper rollers 63 and lower rollers 67 which are guidable in upper fixed trackway 28 and lower fixed trackway 33, respectively. This action displaces the carriage from the solid line position to say the dotted line position indicated at 169, see Fig. 9.

The operator then releases the friction lock means 135,

for releasing the overhead bulkhead sections, by pulling on handle 168 of control rod 162. This action communicates the handle motion to the cams, such as indicated at 146 and 147, whereby said cams are removed from a friction abutting position against the sections to a spaced unlocked position indicated at 171, see Fig. 13. It should be noted that all cams act in unison; and each bulkhead section is provided with an associated cam for friction locking same.

With the handle held in the unlocked position, against the tension of spring 159, the operator can now direct an aid to draw down the first or bottom bulkhead section 71.

As the section 71 is drawn past its associated lock earns, the operator releases handle 168 and the initially tensioned spring 159 urges.the remaining cams to a locking position against the remaining overhead bulkhead sections 72 and 73.

As the bulkhead section 71 is moved forwardly and downwardly, the counterbalancing means ltit) is being progressively tensioned, commencing from a preferably initially tensioned status when the section is in its stored position overhead. At some point, intermediate the top and the bottom of the vertical leg portions of the guideway means, the spring tension in said bulkhead section will just balance the weight of the bulkhead section. To move the bulkhead section further downwardly, requires additional force such as the weight of the operator bearing down on the bulkhead section.

When the bulkhead section is forced to its lowermost position against the floor 21 of the car 20, anchor pin 114 engages in a floor aperture 53, and the operator manipulates the bolt latch 85, by grasping handle 88, and slides the latch through hollow pin 68 and into engagement with registering apertures 39 in fixed trackway 33, see Figs. 7 and 8. Latches 34, 89 and 91 are likewise manipulated for engagement with associated apertures. Thus the lower bulkhead section 71 is anchored and locked in an operative position, see Fig. 1.

When the bulkhead section 71 has served its purpose, and is not needed, the latches can be withdrawn and the spring loaded bulkhead section can be easily pushed back to an overhead stored position, and secured by means of the friction lock means 135. In the act of pushing the section to its overhead stored position, the lift tension generated in the torsional spring means, plus a small reasonable force exerted by the operator, will be sufiicient to move the section back to such stored position.

Should a second bulkhead section be required for parti tioning purposes, middle bulkhead section 72 is released from its overhead stored position, through means of actuating the friction lock means 135, and drawn forwardly and downwardly to an operative position on the lower section 71, and latched in position through means of latches 122 and 123, see Figs. 1 and 3. Anchor pins 134, on the bottom of said middle section, engage in apertures in the top wall of the section 71, thereby interlocking the sections for added strength. As in bulkhead section 71, the torsional spring tension in section 72 is such that the added weight of the operator, bearing on said section 72, is needed to finally force section 7.. onto engagement with bottom section 71. And likewise, in the act of pushing middle section 72 to its overhead stored position, the lift tension generated in the torsional spring means, plus a small reasonable force exerted by the operator, is sufficient to move the section back to its stored position. It is obvious that the torsion spring means in this section 72 is to be suitably designed and tensioned to meet the operative requirements of this section.

Should a third bulkhead section be required for partitioning purposes, upper bulkhead section 73 can be drawn forwardly and downwardly to an operative position on the middle bulkhead section 72, and latched in position through means of its bolt latches. The torsion spring meansin this section is to be suitably designed for tensioning to meet the operative requirements of this section.

8 This section 73 is not necessarily initially tensioned. In the overhead stored position of this section, adjacent the back end of the carriage; the torsion springs therein may be relaxed. As the section is pulled forward the tension in the torsion springs is progressively increased in the same manner as the torsion springs in sections 71 and 72.

it is obvious that the torsion spring means, in the various sections, can be designed, constructed, and arranged for various tension characteristics, depending on how much force is expected to be exerted by the operator in drawing the sections to an operative position and in pushing the sections to a stored position.

Some characteristic features of this invention are the provision of a railway car with a plurality of separate overhead drop bulkhead sections; the provision of separate counterbalanoing spring means for said separate sections; the provision of an integral L-shaped guide means for the bulkhead sections, the downwardly disposed leg of said guide means being guidably engaged in lower track means, for guiding said leg portion along the wall of a car; the provision of slidable latches on said sections for locking said sections inoperative position to the car sides; and the provision of friction lock'means for securing said sections in an overhead stored position.

Obviously many modifications and variations of thepresent invention are possible in the light of the above teachings. It is therefore to be understood,- that within the scope of the appended claims, the invention may bev practiced otherwise than as specifically described.

Whatis claimed and desired to-be protected by Letters Patent of the United States is:

1. In a railway car having side walls and a floor, a movable partition means for said car comprising: fixed substantially horizontal trackway means adjacent the upper edge of said side walls, said trackway means extending longitudinally of said car; carriage means rollably supported on said fixed trackway means, said carriage means including L-shapedguideway means one leg thereof disposed substantially parallel to the car floor and the other leg extending substantially vertically downwardly; bulkhead means mounted in said guideway means for movement therealong; and balance spring means mounted on said bulkhead means, said balance spring means including a spring having one end connected to said bulkhead means and the other end connected to rotatable means rollably engaged with said guide means for tensioning said spring as said bulkhead means is moved toward the lower end of said guideway means.

2. In a railway car having side Walls and a floor, a movable partition means for said car comprising: fixed substantially horizontal trackway means on the upper edge portion of each of said side walls, said trackway means being oppositely disposed, and extending longitudinally of said car; carriage means rollably supported on said fixed trackway means, said carriage means including spaced and oppositely disposed L-shaped guideway means, one leg of said guideway means being disposed substantially parallel to the floor of the car and the other leg thereof extending substantially vertically downwardly; bulkhead means mounted in said guidcway means for movement therealong; rotatable means rotatably mounted on said bulkhead means and rollably engaged with said guideway means; and torsion spring means on said bulkhead means including a torsion spring having one end anchored to said bulkhead means and the other end connected to said rotatable means for tensioning said torsion spring as said bulkhead means is moved toward the lower end of said guideway means.

3. In a railway car having Side walls and a floor, a movable partition means for said car comprising: upper horizontal trackway means fixed on the upper portion of each of said side walls, said upper trackway means being oppositely disposed and extending longitudinally of said car; lower horizontal trackway means fixed on the lower portion of each of said side walls, said lower trackway means being oppositely disposed and extending longitudinally of said car; carriage means rollably supported on said upper trackway means, said carriage means including spaced and oppositely disposed L-shaped guideway means, one leg of said guideway means being disposed substantially parallel to the car floor and the other leg thereof extending substantially vertically downwardly; rotatable means rotatably mounted on said downwardly extending legs and guidably engaged with said lower trackway means, for guiding said legs along said side walls; and bulkhead means mounted in said guideway means for movement along said guideway means.

4. The apparatus of claim 3 wherein said bulkhead means comprise a plurality of separate sections.

5. The apparatus of claim 3 and spring balance means mounted on said bulkhead means, said spring balance means including a rotatable element rotatably mounted on said bulkhead means and rollably engaged with said guideway means and a spring having one end connected to said bulkhead means and the other end connected to said rotatable element for tensioning said spring as said bulkhead means is moved toward the lower end of said guideway means.

6. The apparatus of claim 3 and means on said bulkhead means engageable with means on said side walls for locking said bulkhead means in a predetermined position in said car.

7. The apparatus of claim 3 and means on said bulkhead means engageable with means on said car floor for locking said bulkhead means in a predetermined position in said car.

8. The apparatus of claim 3 and manually reieasable friction lock means on said carriage means engageable with said bulkhead means when said bulkhead means is disposed in the horizontal leg of said guideway means for securing said bulkhead means in an overhead stored position.

9. in a railway car having side walls and a floor, a movable partition m ans for said car, comprising: upper horizontal trackway means fixed on the upper portion of each of said side walls, said upper trackway means being oppositely disposed and extending longitudinally of said car; lower horizontal trackway means fixed on the lower portion of each of said side walls, said lower trackway means being oppositely disposed and extending longitudinally of said car; carriage means rollably supported on said upper trackway means, said carriage means including spaced and oppositely disposed L-shape'd guideway means, one leg of said guideway means being disposed.

substantially parallel to the car floor and the other leg thereof being disposed substantially vertically downwardly; roller means rotatably mounted on the lower end portion of said downwardly disposed legs and guidably engaged with said lower trackway means, for guidlng said legs along said side walls; a plurality of separate bulkhead sections movably engaged in said guideway means for movement therealong; counterbalance means for each of said sections, the counterbalance means on a section including a rotatable element rollably engaged with said guide means, and a torsion spring having one end anchored to said section and the other end connected to said rotatable element for tensioning said torsion spring as said section is moved toward the lower end of said guideway means; lock rails fixed on said side walls and extending along said car; apertures in said lock rails; and latches movably mounted on said sections engageable with an adjacent aperture'when said sections are operatively disposed, for locking said sections in an operative position.

10. in a railway car having side walls and a floor, a movable partition means 'for said car, comprising: upper horizontal trackway means fixed on the upper portion of each of said'side walls, said upper trackway means being oppositely disposed and extending longitudinally of said car; lower horizontal trackway means fixed on the lower portion of each of said side walls, said lower trackway means being oppositely disposed and extending longitudinally of said car; carriage means rollably supported on said upper trackway means, said carriage means including spaced and opposite disposed L-shaped guideway means, one leg of said guideway means being disposed substantially parallel to the floor and the other leg thereof being disposed substantially vertically downwardly; roller means rotatably mounted on the lower end portion of said downwardly disposed legs and guidably engaged with said lower trackway means, for guiding said legs along said side walls; a plurality of separate bulkhead sections movably engaged in said guideway means for movement therealong; rack means fixed along said guideway means; pinion means rotatably-mounted on each of said sections, said pinion means being enmeshed with said rack means; counterbalance means for each of said sections, the counterbalance means on a section including a torsion spring having one end thereof anchored to said section and the other end connected to said pinion means, for tensioning said torsion spring as said sections are moved toward the lower end of said'guideway means; lock rails fixed on said side walls and extending along said car; apertures in said lock rails; and latches slidably mounted on said sections engageable with an adjacent of said apertures when said sections are operatively disposed, for locking said sections in an operative position.

No references cited.

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