US3288039A

US3288039A - Transverse joints for pavments

Info

Publication number: US3288039A
Application number: US438561A
Authority: US
Inventors: Alfred F Crone
Original assignee: Acme Highway Products Corp
Current assignee: Acme Highway Products Corp
Priority date: 1965-03-10
Filing date: 1965-03-10
Publication date: 1966-11-29
Anticipated expiration: 1983-11-29

Description

Nov. 29, 1966 A. F. CRONE TRANSVERSE JOINTS FOR PAVEMENTS 5 Sheets-Sheet 1 Filed March 10, 1965 ATTORNEYS.

Nov. 29, 1966 A. F. CRONE 3,288,039

'I'RANSVERSE JOINTS FOR PAVEMENTS Filed March 10, 1965 5 Sheets-Sheet 2 6 FIG. 2 Y I 40A IIII. lfi 1 -2 44 5539 7 74 IN V EN TOR.

ATTORNEYS.

Nov. 29, 1966 A. F. CRONE 3,288,039

TRANSVERSE JOINTS FOR PAVEMENTS Filed March 10, 1965 5 Sheets-Sheet 5' IN V EN TOR.

ATTORNEYS.

United States Patent 3,288,039 TRANSVERSE JOINTS FOR PAVEMENTS Alfred F. Crone, Williamsville, N.Y., assignor to Acme Highway Products Corporation, Buffalo, N.Y. Filed Mar. 10, 1965, Ser. No. 438,561 2 Claims. (Cl. 948) This application is a continuation-impart of my copending application No. 126,964 filed July 26, 1961, and now Patent No, 3,217,614.

This invention relates to transverse joints for highways and other paved surfaces, which serve to maintain adjacent pavement slabs in surface alinement and to permi't horizontal movement of adjacent slabs relatively to each other due to thermal expansion and contraction, and particularly to joints of this type which include a sleeve type load transfer device formed in two parts, the parts being embedded in adjacent pavement slabs and interlocked with each other.

It is one of the objects of this invention to provide a pavement joint of this type of strong and rugged construction and in which the parts are formed so as to be easily assembled with a minimum of labor cost.

Another object is to provide a pavement joint of this type with improved means for interlocking the parts with each other without welding and without weakening any of the parts due to their interlocking construction.

In the accompanying drawings:

FIG. 1 is a fragmentary, top plan view of a transverse pavement joint embodying this invention.

FIG. 2 is a transverse, sectional elevation thereof on an enlarged scale on line 33, FIG. 1.

. FIG. 3 is a fragmentary, sectional plan view thereof on line 4-4, FIG. 2.

FIG. 4 is a fragmentary, sectional elevation thereof on line 77, FIG. 1.

FIG. 5 is a transverse section 'on line 5-5, FIG. 4.

FIG. 6 is a transverse sectional elevation thereof on line 6-6, FIG. 2.

FIG. 7 is a section thereof on line 77, FIG. 6.

The pavement joint shown and embodying this invention is intended for use between two adjacent pavement slabs 24 and 25, FIG. 2, and includes a center plate 26, preferably made of steel and which extends crosswise of the pavement between the two pavement slabs. This plate is preferably provided with longitudinally extending, stiflening beads 27 and is formed to support a plurality of load transfer members, each of which comprises two

parts

28 and 29 which are connected with each other to resist vertical movement of one slab relatively to the other. To receive the load transfer members, the center plate is provided at intervals lengthwise thereof with suitable apertures 30 through which parts of the load transfer members may extend. A portion of one of the parts of each load transfer device extends through an aperture 30 and preferably has a telescopic or overlapping connection with the other part of the load transfer device, in such a manner that the two parts when connected, will oppose vertical movement of one pavement slab relatively to the other.

In order to accomplish these results, the part 28 of each load transfer device includes a shaft or anchoring member 32 formed to extend horizontally into the pavement slab 25 at approximately intermediate the upper and lower surfaces thereof, and this shaft terminates at one end thereof in an enlarged abutment portion 33 formed to seat against a face of the center plate 26. The part 28 of the load transfer device is provided with an extension or dowel 35 which is formed to extend through the aperture 30 in the center plate and to a distance beyond into the other slab 24. The other part 29 of the load transfer device is provided with a suitable cavity or sheath formed to tele- 3 ,Z88,039 Patented Nov. 29, 1 966 scopically receive the extension or dowel 35. In the particular construction shown by way of example, the extension 35 is of I-shape-d cross section having two, opposite flat faces and cavities or passages 36 on opposite sides thereof, The part 29 has an open-sided socket to receive the dowel 35, this socket being of three, wall construction comprising upper and

lower walls

38 and 39 connected by an upright wall 40. The fiat faces of the extension or dowel 35 fit against the

walls

38 and 39. The part 29 of the load transfer device opposite to the upright wall 40 is preferably open. By means of this construction it will be seen that the two

parts

28 and 29 of the load transfer member will be held against vertical movement relatively to each other and will consequently also hold the two slabs 24 and 25 against moving out of vertical alinement. The part 29 also has an extension 42 formed to extend into and be embedded in the pavement slab 24 and the end of this shaft or anchoring member 42 may be provided with transverse and longitudinal ribs or

flanges

43 and 44 which serve to securely hold the part 29 in fixed relation to this slab. The horizontally extending ribs or flanges 44 provide increased bearing surfaces against the slab 24, and similar horizontal webs or flanges 45 are provided on the shaft of the part 28 of the load transfer member. These webs distribute the pressure resulting from the movement of one pavement slab vertically relatively to the other over the extended area of these webs so that the tendency of the slabs to break adjacent to the joints is greatly reduced. The webs 45 are of greatest width adjacent to the center plate, where these forces are greatest. It is desirable to interlock the part 28 with the center plate 26 rather than to weld these parts together for the reason that welding tends to distort the metal of the parts secured together and may thus interfere with the correct positioning of these parts relatively to each other. For this purpose I have provided improved means for interlocking the part 28 with the peripheral portions or edges of holes formed in the center plate 26.

In the particular form shown in FIGS. 2 and 3, .I have provided the center plate with holes 30 through each of which a dowel 35 may pass when the part 28 is held at an angle to its normal position. Each hole is provided with an inwardly extending part, and the dowel is pro vided with an outwardly extending. lug 48. The hole in the center plate is also provided with an enlargement above the projection 47. Consequently when the load transfer part 28 is tilted in a clockwise direction about its longitudinal axis to the extent of about 20 degrees from the position shown in FIG. -5, it will be. obvious operative position as indicated in FIG. 5, the lug or projection 48 of the part 28 will swing into engagement with the projection 47 of the center plate and thus, prevent withdrawal of the part 28 from the hole in the center plate. Consequently both the notch or recess 52 and the projection 48 lock the part 28 of the load transfer device in correct relation to the center plate, this interlocking being effected 'by merely first inserting --the part 28' into the hole in the center plate while turning at a slight angle about its longitudinal axis until the enlargement 33 abuts against one face of the center plate and then upon turning the member 28 into its operative position, a firm locking results without the use of any welding, rivets or other fastening devices and without requiring any notches or recesses in the upper part of the dowel which would weaken the same. It will be understood however, that any other means may be provided for interlocking one .upwardly from opposite sides of the base.

or both parts of the load transfer member with the center plate.

After the load transfer part 28 has been secured in place on the center plate, the socket of the other part 29 thereof may then be positioned or telescoped over the dowel 35 in such a manner that one of the concave sides 36 of the dowel will be opposite the open face of the socket between the upper and

lower walls

38 and 39. It is necessary to hold the load transfer part 29 in correct relation to the dowel 35 in such a manner that the assembled road joint including the center plate and the several transverse joint members will remain in correctly assembled positions during transportation or shipment and while positioned on the subgrade of a proposed highway. For this purpose I provide the upper and

lower walls

38 and 39 with outwardly extending lugs 55 which prior to the assembly of the parts of the road joint extend straight out from the

walls

38 and 39 or are inclined slightly across the open side of the socket member.

The lugs 55 are used to secure the two parts of the load transfer member together so that an entire load transfer unit including the center plate with the load transfer members may be completely assembled in a shop and then shipped in assembled form to the road site, where the complete unit can then be positioned on the subgrade in position to have the concrete or other road material poured on the subgrade.

The lugs may be secured in clamping relation to the dowel in any desired manner. For example, the lugs may be initially set in positions to grip the dowel, after which the load transfer part may be inserted lengthwise into the socket. This will form a friction fit between the lugs and the dowel so that the dowel will be securely held frictionally in place in a socket. Alternately the lugs 55 may be bent over the dowel 35 after the same has been inserted intothe socket, either by a suitable press or by hammer blows, or if desired, some of the lugs, for example, those on one of the

sides

38 or 39 may be inclined toward the open side of the socket after which the dowel is forced lengthwise into the socket, after which the remaining lugs are driven over into engagement with the dowel. It is of course also possible to assemble the dowel in the socket at the road site, if necessary, by hammer blows.

The fact that the dowel and the lugs are made of a cast metal help to ensure a strong, frictional grip because of the relatively rough surfaces of the parts. This roughness may be somewhat reduced by forcing the dowel into the socket, but the frictional grip of the lugs on the dowel is still sufiicient to prevent the two parts of the load transfer member from coming apart, but if any doubt exists, that the lugs will hold the two parts from coming apart, then some of the lugs may be forced against the dowel after the same has been inserted into the socket.

'By any of the methods of assembling the dowel in the "socket the friction between the dowel and the lugs will be ample to hold these parts assembled during transport or handling, but the force exerted by expansion or contraction of the two pavement slabs 24 and 25 is much greater than friction grip between the socket and dowel,

so that the two parts of the load transfer device are readily This base may lie flatly on the subgrade and is provided with upwardly extending

arms

64 and 65 which extend Preferably these upwardly extending arms are partly cut from opposite sides of the base and bent upwardly about the uncut portions or ends.

The upper ends of these arms may be suitably secured to the center plate and the load transfer members in any suit-able manner. 64 have the upper portions thereof bent to extend through holes in the center plate and the ends 67 beyond theholes are bent up to prevent removal of the upper ends, of the arms from the holes in the center plate. By means,

of this construction the arms 64 support the center plate in spaced relation to the subgrade.

The ends of the shafts or outwardly extending body portions 69 of the parts 28 of the load transfer members are secured at their outer ends'of a spacer member or bar 70 which serves to hold the load transfer devices in correct.

relation to the center plate 26. In the construction shown for this purpose, the spacer bar is of angle-shaped cross section with one leg extending upwardly and the other leg substantially horizontal. This spacer bar as shown in FIGS. 2 and 3 has holes in theupright legs through which a reduced pin-like end or stud 71 of each load transfer part 28 extends to locate the ends of these load transfer parts in correctly spaced relation to the spacer bar and to each other.

The spacer bar and the ends of the load transfer devices connected therewith are supported in correct relation to the subgrade by means of the upwardly extending arms 65 of the base. These arms each have horizontally bent portions 72 upon which the horizontal leg of the spacer member 70 rests. over to provide inclined portions 73 which extend over the upright leg of the angle bar 70 and are turned over slightly at their extreme ends across the upper edge of the upright leg of the angle bar to hold the angle bar and the upper ends of the arms 65 in correct relation'to each other. The part 28 of each load transfer member is also provided at its end with laterally extending projections or spurs 74 over which the inclined parts 73 of the arms 65 extends. These arms are arranged in pairs at opposite sides of the load transfer part 28 and thus form a secure lock between the part 28, the upwardly extending arms 65 and the spacer bar 70 and also prevent turning of the load transfer part 28 and thus prevent disengagement of the same from the center plate.

The arrangement of the lugs on the socket member has,

bination of both methods.

It will be understood that various changes in the details, materials and arrangements of parts which have been herein described and illustrated in order to explain the nature of the invention may be made by those skilled in the art within the principle and scope of the invention as expressed in the appended claims.

I claim: 1. A highway joint including a rigid center plate for positioning between two pavement slabs and provided at intervals with holes,

load transfer members each formed in two parts, one part extending in one direction from said center plate and the other part extending in the opposite direction therefrom,

said first mentioned part of said load transfer member having a dowel shaped to extend throughone of said holes; said dowel having an enlargement positioned to engage one side of said center plate which limits the extent to which said dowel may be inserted through said hole, the other part of said load transfer member having a three walled socket into which said dowel enters,

said socket having an open side,

the walls adjacent to said open side having integral lugs extending beyond said walls at the edges of said In the construction shown, the arms The upper ends of these arms are bent open side and being bent over into frictional engagement with said dowel to hold said dowel frictionally in its operative position in said socket,

said dowel having a part engaging the other side of said center plate beyond the limits of said hole which prevents movement of said dowel out of said hole.

2. A highway joint including a rigid center plate for positioning between two pavement slabs and provided at intervals with holes,

said first mentioned part of said load transfer member having a dowel shaped to extend through one of said holes,

said dowel having an enlargement which limits the extent to which said dowel may be inserted through said hole, the other part of said load transfer member having a three walled socket into which said dowel enters said socket having an open side,

two of the walls adjacent to said open side having integral lugs extending beyond said walls at the edges of said open side and being bent over into engagement with said dowel to hold said dowel frictionally in its operative position in said socket,

said dowel having a part engaging the other side of said center plate which prevents movement of said dowel out of said hole when held by said lugs,

said dowel being of I-shaped cross section and having a concave side thereof facing said open side of said socket, and

said lugs being bent into frictional engagement with the edges of said concave side.

References Cited by the Examiner UNITED STATES PATENTS 2,110,738 3/1938 Parker 9418 2,255,599 9/ 1941 Olmsted 9418 2,262,090 11/1941 Brickman 941 8 2,267,023 12/1941 Godwin 9418 2,319,713 5/1943 Williams 9418 2,608,141 8/1952 Jacobson 9418 2,882,804 4/ 1959 Yeoman 94-8 JACOB L. NACKENOFF, Primary Examiner.

Claims

1. A HIGHWAY JOINT INCLUDING A RIGID CENTER PLATE FOR POSITIONING BETWEEN TWO PAVEMENT SLABS AND PROVIDED AT INTERVALS WITH HOLES, LOAD TRANSFER MEMBERS EACH FORMED IN TWO PARTS, ONE PART EXTENDING IN ONE DIRECTION FROM SAID CENTER PLATE AND THE OTHER PART EXTENDING IN THE OPPOSITE DIRECTION THEREFROM, SAID FIRST MENTIONED PART OF SAID LOAD TRANSFER MEMBER HAVING A DOWEL SHAPED TO EXTEND THROUGH ONE OF SAID HOLES, SAID DOWEL HAVING AN ENLARGEMENT POSITIONED TO ENGAGE ONE SIDE OF SAID CENTER PLATE WHICH LIMITS THE EXENT TO WHICH SAID DOWEL MAY BE INSERTED THROUGH SAID HOLE, THE OTHER PART OF SAID LOAD TRANSFER MEMBER HAVING A THREE WALLED SOCKED INTO WHICH SAID DOWEL ENTERS, SAID SOCKET HAVING AN OPEN SIDE, THE WALLS ADJACENT TO SAID OPEN SIDE HAVING INTEGRAL LUGS EXTENDING BEYOND SAID WALLS AT THE EDGES OF SAID OPEN SIDE AND BEING BENT OVER INTO FRICTIONAL ENGAGEMENT WITH SAID DOWEL TO HOLD SAID DOWEL FRICTIONALLY IN ITS OPERATIVE POSITION IN SAID SOCKET, SAID DOWEL HAVING A PART ENGAGING THE OTHER SIDE OF SAID CENTER PLATE BEYOND THE LIMITS OF SAID HOLE WHICH PREVENTS MOVEMENT OF SAID DOWEL OUT OF SAID HOLE.