US2031371A - Longitudinal joint reenforcement system for concrete roads - Google Patents

Description

Feb 18, 19 36. J. w K 2,031,371

LONGITUDINAL JOINT REENFORCEMENT SYSTEM FOR CONCRETE ROADS Filed Jan. 31, 1935 2 Sheets-Sheet l Fall Ina/e ntora Jakn mal Feb. 18, 1936. E J. w. KERR; E 2,031,371

LONGITUDINAL JOINT REENFORCEMENT SYSTEM FOR CONCRETE ROADS Filed Jan. 51, 1933 2 Sheets-Sheet 2 i {6. /6' I I3 Patented Feb. 18, 1936 PATENT OFFEQE LONGITUDINAL JOINT REENFORCEMENT SYSTEM FOR CONCRETE ROADS John Willard Kerr, Chicago, 111., assignor to Ernest H. Geyer, Milwaukee, Wis.

Application January 31, 1933, Serial No. 654,495

12 Claims.

My invention relates to concrete road construction and relates particularly to a longitudinal joint system of reenforcement for concrete roads.

My invention has for its object to provide a dowel rod of simple and relatively inexpensive construction which will serve the purpose of holding slabs on opposite sides of the middle line of the roadway firmly' against relative vertical movement and at the same time will permit of such hinging along the mid-line as may be caused by unavoidable stress. A further object of my invention is to provide a joint strip of simple construction adapted to hold the dowel rod horizontal. A further object of my invention is to provide means for connecting successive sections of joint strip which will be simple and inexpensive to construct, easily placed in position and will be firmly held by the concrete. A further object of my invention is to provide a simple and.

o eifective alignment arm for holding the joint strip firmly in position while the concrete is being poured.

With the objects above indicated and other objects hereinafter explained in view, my invention consists in the construction and combination of elements hereinafter described and claimed.

Referring to the drawings:

Figure 1 is a plan view of a section of a'roadway ready for pouring concrete, showing the preferred form of my joint strip in position.

Figure 2 is an end view of the construction shown in Figure 1.

Figure 3 is a side view of the preferred form of my joint strip.

Figure 4 is a side view of the alignment arm.

Figure 5 is a plan view similar to Figure 1, but showing a modified form of joint strip.

Figure 6 is an end view of the construction shown in Figure 5.

Figure 7 is a side View of the modified form of joint strip shown in Figure 5, and

Figures 8 and 9 are respectively an end view and a side view of the connecting clip.

In the drawings I indicates the central portion of an underlying road bed ready to receive a concrete roadway and 2, 2, indicate side portions cut deeper than the central portion to permit a greater thickness of concrete at the sides than in the central portion, the side portions 2, 2, being so cut away that the greatest thickness of concrete will be at the side edges. 4, 4, indicate road forms of usual form here shown as longitudinally extending metal strips 5 set edgewise and having at their edges outwardly extending flanges, the flange 6 at the lower edge being wider than the flange l at the upper edge.

In the construction here shown 8 indicates the joint strip of my invention. This strip is shown in Figures 1 and 3 as a one piece strip having 5 a Width corresponding substantially with the intended thickness of the concrete at the centre arranged on edge and having about midway between its upper and lower edges openings 9 adapted to receive dowel rod IE8, each opening 10 9 being in communication with a vertical slit H leading to the lower edge of the strip, the upper end of this slot being slightly out of line with the opening from which it leads so that rod H! when pushed upward in slot H into opening 9 will be retained in the opening and the dowel rod be thus supported by the joint strip. In the modification shown in Figures 5, 6, and 7, the joint strip is formed in two parts, a lower member [2 having a horizontal flange l3 at its upper edge and an upper member l4 having a horizontal flange I5 at its lower edge. The flanges I3 and 15 are provided at suitable intervals with openings l6 and 11, respectively, to receive staples l8. Dowel rod H] is arranged between flanges I3 and I5 and is secured in position by staples 18 having their legs extending through openings l6 and I! in flanges i3 and I5 and bent horizontally against one of the flanges.

Dowel rod I0 is bent to form zig-Zags so that '30 it presents in plan view a series of S or Z elements, the angles l9 being on opposite sides of the joint strip, the portion 29 of the rod between the angles extending through the openings 9 of the joint strip shown in Figures 1 and 3, and extending between the lower and upper members of the joint strips shown in Figures 5, 6, and '7 the dowel rod being held in substantially horizontal position with the angles l9 extending laterally and, of course, when the concrete is in posi- 40 tion, embedded in concrete and serving to hold the two sections between which the joint strip is located from relative vertical movement.

The joint strip is formed in sections not usually longer than a concrete slab and is connected to the next joint strip by a clip 2! of inverted U shape with the ends of its legs bent outward to form feet 22, 23. This clip is placed over the upper edges of the two sections of joint strip.

It serves to hold the two sections of joint strip while the concrete is being poured and will be firmly held by the concrete, the feet 22 and 23 extending into the concrete and serving to hold the clip against upward movement and through the clip holding the upper edges of the ends of the sections of joint strips from getting out of horizontal alignment.

25 indicates an alignment arm extending from a road form 4 to the joint strip 8 to hold it in place while the concrete is being poured. This alignment arm comprises a flat strip of a width corresponding to that of the joint strip and of suitable length to reach from the road form to the joint strip having its inner end 26 bent to U shape in horizontal section adapted to fit the end of the joint strip. At its outer end the alignment arm is provided with means for engaging the road form, the means shown consisting of a bent arm 21 on arm 25 extending at right angles against the fiat inner face of the road form, and having secured thereto a clip 28 extending above the upper edge of the road form and bent over to embrace it. In the arm 25 is formed a slot 29 adapted to receive the dowel rod I0.

The dowel rod 10 being bent into a zig-zag or S shape the tension comes on more than one member and in order for the two slabs of concrete to pull apart at the centre strip it would require a shearing of the concrete at the angle or hook in addition to the stripping of the concrete from its adherence to the surface of the dowel rod.

The sections of the dowel rod should preferably include two or more zig-zags and should be so laid as to overlap.

While I prefer to use the zig-zag dowel rod in connection with a joint strip of metal or like rigid, material, it should be understood that my dowel rod may be used with a separator of plastic semi-rigid material.

Having thus described my invention, what I claim is:

1. In a concrete roadway comprising slabs of concrete meeting on a line longitudinal of the roadway, a continuous tie rod in zig-zag form extending on opposite sides of the meeting line of the slabs in a succession of hooks in a plane above the plane of the lower faces of the slabs.

2. In a concrete roadway comprising slabs of concrete meeting on a line longitudinal of the roadway, a continuous tie rod in zig-zag form extending on opposite sides of the meeting line of the slabs, arranged horizontally in a plane above the plane of the lower faces of the slabs.

3. In a concrete roadway comprising slabs of concrete meeting on a line longitudinal of the roadway, a dowel rod in zig-zag form extending on opposite sides of the meeting line of the slabs in a succession of hooks, arranged horizontally, and a joint strip arranged edgewise along the meeting line adapt-ed to support the dowel rod.

4. In a concrete roadway comprising slabs of concrete meeting on a line longitudinal of the roadway, a dowel rod in zig-zag form extending on opposite sides of the meeting line of the slabs in a succession of hooks, arranged horizontally, and a joint strip arranged edgewise along the meeting line adapted to support the dowel rod, consisting of a flat strip of metal having openings through it adapted to receive the dowel rod.

5. In a concrete roadway comprising slabs of concrete meeting on a line longitudinal of the roadway, a road form arranged along a side edge of the roadway, a joint strip arranged edgewise along the meeting line of the slabs, a dowel rod in zig-zag form extending on opposite sides of the joint strip, and an alignment arm extending from the road form provided with means at its inner end for engaging an end of the joint strip to hold it in edgewise position and at a definite distance from the road form, the alignment arm being provided with a slot adapted to receive a portion of the dowel rod.

6. In a concrete roadway comprising slabs of paving material meeting on a line longitudinal of the roadway, a continuous tie rod extending longitudinally of the slabs and across said meeting line a plurality of times and embedded in the material of opposite slabs to tie the same together.

'7. In a concrete roadway comprising slabs of paving material meeting on a line longitudinal of the roadway, a continuous tie rod extending longitudinally of the slabs and across said meeting line a plurality of times and embedded in the material of opposite slabs to tie the same together, and means for supporting said tie rod horizontally during construction of the pavement.

8. In a concrete roadway comprising slabs of paving material meeting on a line longitudinally of the roadway, a continuous tie rod extending longitudinally of the slabs and across said meeting line a plurality of times and embedded in the material of opposite slabs to tie the same together, and means for supporting said tie rod horizontally and for holding the same in position relative to said meeting line of the slabs during construction of the pavement.

9. A longitudinal joint for pavements, comprising a dowel rod of serpentine formation adapted to extend longitudinally between slabs of paving material and to have its opposite sides embedded in adjacent slabs to tie the same together.

10. A longitudinal joint for pavements, comprising a dowel rod of serpentine formation adapted to extend longitudinally between slabs of paving material and to have its opposite sides embedded in adjacent slabs to tie the same together, and means at the meeting line of the slabs and centrally of said dowel rod for supporting the same during construction of the pavement.

11. In a combination of the class described, a tie rod adapted to extend longitudinally at the meeting line of slabs of paving material and across said meeting line a plurality of times and to be embedded in the material of the slabs to tie the same together, a dividing strip arranged on edge centrally of the tie rod and adapted to extend longitudinally between the slabs of paving material, said dividing strip having openings therein for receiving said tie rod, a road form arranged at the edge of the road, said dividing strip being arranged substantially parallel to said road form at a predetermined distance therefrom, and means extending between said road form and said dividing strip to hold the same relative to each other, said means being adapted to support said tie rod in position during construction of a road.

12. In a combination of the class described, a joint strip arranged on edge longitudinally of a road bed at a predetermined distance from its edge, a road form extending longitudinally of the road bed at its edge, a continuous tie rod extending on opposite sides of the joint strip in a succession of hooks to tie the slabs of paving material together, and a removable alignment arm extending from the road form and provided with means for holding said joint strip upright in position and for holding said tie rod against tipping during construction of the pavement.

JOHN WILLARD KERR

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