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Publication numberUS3779662 A
Publication typeGrant
Publication dateDec 18, 1973
Filing dateJul 12, 1971
Priority dateJul 12, 1971
Publication numberUS 3779662 A, US 3779662A, US-A-3779662, US3779662 A, US3779662A
InventorsD Smith
Original AssigneeCmi Corp
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Curb slip form apparatus
US 3779662 A
Abstract
An improved curb slip form apparatus for forming a predetermined, formed configuration of a concrete material or the like on a surface generally along a predetermined survey line, having a form member which is pivotally connected to a support frame, the formed configuration being extruded from the form member, in an operating position of the form member and in a driven position of the support frame. The curb slip form apparatus includes, a form steering assembly which is connected to the form member and constructed to sense the position of the form member relative to a predetermined control line to automatically maintain the alignment of the form member relative to the predetermined survey line; and a track steering control, a cross slope control and an elevation control, each of which are connected to the support frame and constructed to sense the position of the support frame relative to a control line to automatically maintain the curb slip form apparatus in a predetermined aligned position; and an improved apparatus for constructing a control line along a predetermined survey.
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Description  (OCR text may contain errors)

United States Patent Smith Dec. 18, 1973 CURB SLIP FORM APPARATUS Primary Examiner-Nile C. Byers, Jr. [75] Inventor: Don W. Smith, Edmond, Okla. Almmey Dunlap Laney Hessin & Dougherty [73,] Assignee: CMI Corporation, Oklahoma City,

Okla [57] ABSTRACT [22] Filed: July 12, 1971 An improved curb slip form apparatus for forming a predetermined, formed configuration of a concrete 1 p 161,628 material or the like on a surface generally along a predetermined survey line, having a form member which 52 US. Cl. 404/98 is Pivmally a SUPPOrt frame the fmmed s1 rm. Cl. E01c 11/28 Configuration being extruded from the form member [58 Field of Search 94/46 R, 46 AC; in an operating P of the form member and in 11 404/84, 98 driven position of the support frame. The curb slip form apparatus includes, a form steering assembly [56] References Cited which is connected to the form member and con- UNITED STATES PATENTS structed to sense the position of the form member relative to a predetermined control line to automatically g t maintain the alignment of the form member relative to 3l6lll6 2/1964 i i 94/46 R the predetermined survey line; and a track steering 2 I 1/1964 'jj 94/39. control, a cross slope control and an elevation control, M58945 |2H964 Curie 37/180 each of which are connected to the support frame and 33,63,524 1/1963 Catcnacci 94/46 R constructed to sense the position of the support frame 3 35 131 1 1972 Larsen e 9'4 4 R relative to a control line to automatically maintain the 3,636,833 1/1972 Lowen 94/46 R curb slip form apparatus in a predetermined aligned 3, 1972 now, 94/46 AC position; and an improved apparatus for constructing Miller a AC 21 control line along a predetermined survey.

Hanson 94/46 AC 28 Claims, 18 Drawing Figures PATENTEB nn: 1 a 0915 v SHEET 30? 7 DON m 5M/7H 1 CURB SLIP FORM APPARATUS I BACKGROUND OF THE INVENTION 1. Field of the Invention This invention relates generally to improvements in material forming apparatus and, more particularly, but not by way of limitation, to a curb slip form apparatus for extruding a predetermined, curb-shaped, formed configuration in alignment with a predetermined survey line.

2. Description of the Prior Art In the construction of highways, streets, roadways, and the like, it becomes necessary in many applications to provide various formed configurations constructed of a concrete material or the like. A common formed configuration has been the curb portion of the roadway which, in the past, has been formed utilizing stationary form members and a variety of hand finishing techniques. The many disadvantages associated with the use of stationary forms and hand finishing techniques has lead to many attempts, in the past, to construct some type of apparatus capable of forming a curbshaped, formed configuration utilizing a slip form technique along a predetermined path or survey line.

Some of the apparatus of the type mentioned above has been constructed to be moved along rail-type members, the rail-type members being affixed in position, generally aligned with the survey line, thereby tending to maintain the forming apparatus aligned therewith. In some instances the rail-type members were also positioned and utilized to provide a portion of the curb form per se.

The utilization of rail-type members, as generally described above, still required stationary form members to be installed and subsequently removed, and thus provided only a partial solution to the many problems involved in forming such configurations. It should also be noted that machines constructed to be operated along such rail-type members were also basically limited to the forming of such curb-shaped configurations generally along a relatively straight path or at least, the radius of curvature of such a path was inherently limited.

Some of the above-mentioned problems were partially solved by the development of machines having a curb-shaped form supportedly driven by tracks or wheels. It has been found, however, that such track driven apparatus has a tendency to wobble or, in other words, to have some back and forth, sideways movement while being driven in a forward direction. This wobbling effect has been found to produce a formed configuration which, of course, was not aligned with the predetermined survey line or path, but rather a formed configuration which followed the wobbling movement of the machine.

The problem of maintaining the alignment of a machine to form curb-shaped, configurations becomes even more complicated and complex when forming curb configurations along curved paths or survey lines. It has been found that as the front end portion of the machine moves to maintain the alignment thereof with the curved survey line, the rearward end of the machine tends to move or deviate from an aligned position, and essentially crosses over the path of travel aligned with the predetermined survey line, thereby forming a finished curb which substantially deviates from the predetermined survey.

SUMMARY OF THE INVENTION One object of the invention is to provide an apparatus for forming curb-shaped, configurations of a conccrete material or the like wherein the alignment of the formed configuration is maintained relative to a predetermined survey line.

Another object of the invention is to provide an apparatus for forming curb-shaped configurations in a more positive and efficient manner.

One other object of the invention is to provide an apparatus for preparing a surface and forming a curbshaped configuration thereon in a more economical and efficient manner.

An additional object of the invention is to provide an apparatus capable of forming curb-shaped configurations wherein reinforcing, rod-like bars or expansion joints are spaced at predetermined positions in the formed configuration.

Another object of the invention is to provide a curb slip form apparatus for forming curb-shaped configurations of a concrete material or the like which is economical in construction and operation thereof.

Another object of the invention is to provide an apparatus for forming a control line which is aligned with a predetermined, curved survey line.

Yet another object of the invention is to provide an apparatus for forming a control line aligned with a predetermined survey line which is economical in the construction and operation thereof.

One other object of the invention is to provide an apparatus for forming a control line wherein the control line can be quickly and efficiently constructed and disassembled.

Other objects and advantages of the invention will be evident from the following detailed descripton when read in conjunction with the accompanying drawings which illustrate the preferred embodiment of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a side elevational view of a curb slip form apparatus.

FIG. 2 is a top plan view of the curb slip form apparatus of FIG. I.

FIG. 3 is an end elevational view of the curb slip form apparatus of FIG. 1.

FIG. 4 is an end elevational view of the form member of the curb slip form apparatus of FIG. 1, and showing a portion of the interconnection between the form member and the support frame.

FIG. 5 is a top plan view of the form member of FIG. 4.

FIG. 6 is a side elevational view of the form member of FIG. 4.

FIG. 7 is an enlarged end elevational view of a portion of the curb slip form apparatus of FIG. 1, showing a portion of the interconnection between the support frame and the form member.

FIG. 8 is an enlarged side elevational view of a portion of the curb slip form apparatus showing a portion of the interconnection between the support frame and the form member.

FIG. 9 is a partial schematic, partial diagrammatial view of some of the control apparatus of the curb slip form apparatus of FIG. 1.

FIG. is a fragmentary, side elevational view of the form member of FIGS. 4, 5, 6, 7 and 8 having a portion of the forward end thereof removed and a forward form extension member secured thereto.

FIG. 11 is a diagrammatical view of the curb slip form apparatus of FIG. 1, showing the operation thereof to form a curb-shaped configuration aligned with a predetermiend control line. FIG. 12 is an enlarged, fragmentary, side elevational view of the control line holder of FIG. 11.

FIG. 13 is a top plan view of the control line holder of FIG. 12.

FIG. 14 is a front end elevational view of the control line holder of FIG. 12.

FIG. 15 is an enlarged, fragmentary, side elevational view of a modified control line holder, similar to the control line holder of FIG. 12.

FIG. 16 is a top plan view of the modified control line holder of FIG. 15.

FIG. 17 is an enlarged, fragmentary, side elevational view of another modified control line holder, similar to the control line holder of FIG. 12.

FIG. 18 is a top plan view of the modified control line holder of FIG. 17.

DESCRIPTION OF THE PREFERRED EMBODIMENT Referring now to the drawings in general, and to FIGS. 1, 2 and 3 in particular, shown therein and designated by the general reference numeral 10 is a curb slip form apparatus, which includes: a form member 12 movably supported on a support frame 14; the support frame 14 having a forward end 16, a rearward end 18, a left side 20 and a right side 22. The curb slip forms apparatus 10 is constructed to form a predetermined, formed configuration of a concrete material or the like on a surface, generally along a predetermined survey line, the predetermined formed configuration being, more particularly, defined with respect to the present invention as curb-shaped. The curb slip form apparatus 10 includes various control assemblies and apparatus which are adapted to sense the position of the support frame 14 and the position of the form member 12 relative to a predetermined control line, and to automatically position the support frame 14 and the form member 12 to maintain the extruded, formed configuration aligned with the predetermined survey line, in a manner which will be described in greater detail below.

It should be initially noted that the term survey is used above and below to indicate a position on the surface of the earth along which the curb or other formed configuration is to be disposed, a position or line being determined in most instances by a survey, in a manner well known in the art. The term control line is used above and below to indicate a constructed line, generally parallel to the survey line, which is disposed a predetermined distance from the survey line and constructed to provide a sensing guide to cooperate in maintaining the movment of the curb slip form apparatus l0 and the form member 12 aligned with the survey line, during the operation thereof. It should also be noted that, in a preferred form, the control line" is also disposed in a predetrmined horizontal plane or, in other words, at a predetermined elevation, to provide an additional sensing guide to cooperate in maintaining the elevation of the curb slip form apparatus 10 relative to a predetermined, surveyed elevation, during the operation of the curb slip form apparatus 10, in a manner which will be made more apparent below.

The support frame 14 is drivingly supported via a left track assembly 24 and a right track assembly 26, the left track assembly 24 and the right track assembly 26 moving the support frame 14 in a generally forward direction 28 and a generally rearward direction 30, in a driven position of the left track assembly 24 and the right track assembly 26. As shown more clearly in FIG. 1, the left track assembly 24 is connected to the support frame 14, generally near the left side 20 thereof, and extends generally between the forward end 16 and the rearward end 18 of the support frame 14. The right track assembly 26, as indicated in FIGS. 2 and 3, is connected to the suport frame 14, generally near the right side 22 thereof, and extends generally between the forward end 16 and the rearward end 18 of the support frame 14.

The left track assembly 24 and the right track assembly 26 each include an endless track member 32 which is drivingly supported via a track support member 34. More particularly, the left track assembly 24 is driven via a left hydraulic motor 36 and the right track assembly 26 is driven via a right hydraulic motor 38, the driving interconnection between the left hydraulic motor 36 and the left track assembly 24, and between the right hydraulic motor 38 and the right track assembly 26 to drivingly move the endless track members 32 being well known in the art, and a detailed description of the various interconnecting components and the operation thereof is not required herein.

The curb slip form apparatus 10 includes a forward elevation positioning assembly 40, a cross-slop positioning assembly 42, a left rearward elevation positioning assembly 44 and a right rearward elevation positioning assembly 46. The forward elevation positioning assembly 40 is, more particularly, disposed generally near the left side 20 and generally near the forward end 16 of the support frame 14 and has a portion connected to the track support member 34 of the left track assembly 24 and another portion connected to the suport frame 14 to raise the suport frame 14 in a generally vertically upwardly direction, in an actuated raising position thereof, and to lower the support frame 14 in a generally vertically downwardly direction, in an actuated lowering position thereof. The cross-slope positioning assembly 42 has a portion thereof connected to the track support member 34 of the right track assembly 26 and another portion thereof connected to the support frame 14, generally near the right side 22 and generally near the forward end 16 of the support frame 14, to raise the support frame 14 in a generally vertically upwardly direction, in an actuated raising position thereof, and to lower the support frame 14 in a generally vertically downward direction in an actuated lowering postion thereof. The left rearward elevation positioning assembly 44 has a portion connected to the track support member 34 of the left track assembly 24 and another portion connected to the support frame 14 generally near the left side 20 of the support frame 14 and generally near the rearward end 18 of the suport frame 14, the left rearward elevation positioning assembly 44 raising the support frame 14 in a generally vertically upwardly direction, in an actuated raising position thereof and lowering the support frame 14 in a generally vertically downwardly direction, in an actuated lowering position thereof. The right rearward elevation positioning assembly 46 has a portion connected to the track support member 34 of the right track assembly 26 and another portion connected to the support frame 14 generally near the right side 22 of the support frame 14 and generally near the rearward end 18 of the support frame 14, the right rearward elevation positioning assembly 46 being constructed to raise the support frame 14 in a generally vertically upwardly direction, in an actuated raising position thereof, and to lower the support frame 14 in a generally vertically downwardly direction, in an actuated lowering position thereof, for reasons and in a manner to be made more apparent below.

More particularly, the forward elevation positioning assembly 40, the cross slope positioning assembly 42, the left rearward elevation positioning assembly 44 and the right rearward elevational positioning assembly 46 each include a double-acting hydraulic cylinder having a reciprocating piston (not shown) mounted in a cylinder (not shown), each hydraulic cylinder having a portion thereof connected to a portion of the one of the track support members 34 and another portion thereof connected to the support frame 12. Each hydraulic cylinder is constructed and disposed to raise and lower the support frame 14, to position the support frame 14 in predetermined grade and slope positions, in a manner to be made more apparent below.

The primary driving impetus for the curb slip form apparatus is provided by a power unit 48, which is supported on the support frame 14 generally near the rearward end 18 thereof, as shown more clearly in FIGS. 1 and 2. The power unit 48 includes a power fluid reservoir (not shown) which is sized to retain a predetermined amount of power fluid for utilization in the hydraulic control portion of the curb slip form apparatus 10 (to be described in greater detail below). The power unit 48 may be of a conventional design such as, for example, a diesel powered engine, and the construction and operation of such a power unit, including the various interconnecting components and operation thereof to drivingly connect the power unit to the various operating components and assemblies of the curb slip form apparatus 10, are well known in the art and a detailed description thereof is not required herein.

An operator seat 50 is supported on the support frame 14 and is disposed generally near a control console 52, as shown more clearly in FIGS. 1 and 2. In a preferred form, the control console 52 contains substantially all of the manually-operated, control actuating elements to control the various aspects of the curb slip form apparatus 10, such that an operator can easily control the curb slip form apparatus 10 during the operation thereof, which will be described in greater detail below.

As shown more clearly in FIGS. 1 and 2, the curb slip form apparatus 10 also includes an earth engaging assembly 56, having an auger frame 58 which is removably secured to the forward end portion 16 of the support frame 14 and supported thereby. An auger 60 is rotatingly supported on the auger frame 58 and is drivingly connected to an auger hydraulic motor 62 (schematically shown in FIG. 10). As shown more clearly in FIG. 1, a moldboard 64 is also supported on a portion of the auger frame 58, and the moldboard 64 being interposed generally between the auger 60 and the forward end 16 of the support frame 14. The auger 60 and the moldboard 64 are each disposed to excavatingly engage a portion of earth in a driven position of the auger 60 and in a driven position of the support frame 14, to prepare a portion of the earth for the formed configuration to be disposed thereon during one aspect of the operation of the curb slip form apparatus 10, in a manner to be described in greater detail below.

Referring more particularly to the form member 12, the form member 12 is shaped to formingly engage the concrete material or the like to form such material to a predetermined form configuration, in an operating position of the form member 12 and in a driven position of the support frame 14. The form member, as shown more clearly in FIGS. 4, 5 and 6, is disposed generally between the left side 20 and the right side 22 of the support frame 14 and extends lengthwise generally between the forward end 16 and the rearward end 18 of the support frame 14, in an assembled position of the form member 12.

More particularly, the form member 12 is shaped to provide a form cavity which extends through a major portion of the form member 12, intersecting a portion of a forward end 72 and a rearward end 74 of the form member 12, as shown more clearly in FIGS. 4, 5 and 6. A surface portion 76 of the form member 12 defines the form cavity 70, and the surface portion 76 formingly engages the concrete material or the like to form such material to the predetermined form configuration or, more particularly, to the predetermined, curb-shaped form configuration, during the operation of the curb slip form apparatus 10, as will be made more apparent below.

The form member 12 has a lower most end 78 which slidingly engages the surface of the earth, in an operating position of the form member 12, as shown more clearly in FIG. 3. In an operating position of the form member 12, the form cavity 70 thus encompasses an adjacent portion of the earths surface to retain the concrete material or the like generally within the form cavity 70, the formed configuration being fumishingly engaged by the surface portion 76 and extruding generally from a rearward opening 80 formed in the rearward end 74 of the form member 12 by the form cavity 70, during the operation of the curb slip form apparatus.

As shown more clearly in FIGS. 3, 5 and 6, a reinforcing structure 84 is secured about a portion of the form member 12 to increase the structural integrity of that portion of the form member 12 shaped to provide form cavity 70, and to provide additional structural support for the positioning elements connected to the form member 12. More particularly, a pair of form extension members 86 are secured to a portion of the form member 12 and to a portion of the reinforcing structure 84, and each form extension member 86 extends a distance beyond the rearward end 74 of the form member 12, terminating with an outer most end portion 88 thereof. A brace 90 is secured to the outer most end 88 of each form extension member 86, and a rod member 92 is secured to the upper most end of the brace 90, the rod member 92 extending generally between the two form extension members 86.

A lip portion 94 is formed on the rearward end of the form member 12 or, more particularly, on the brace 90. The lip portion 94 extends a distance from the form member 12 providing a downwardly facing surface 96,

extending a distance generally along the brace 90, for reasons which will be made more apparent below.

As shown more clearly in FIGS. 3, 7 and 8, a rearward form positioning assemlby 98 is connected to the support frame 14, generally near the rearward end 18 and generally between the left side 20 and the right side 22 thereof. The rearward form positioning assembly 98 is constructed to engage a portion of the form member 12 to lower the form member 12, in an actuated lowering position of the rearward form positioning assembly 98, and to raise the form member 12 in an actuated raising position of the rearward form positioning assembly 98, in a maner to be described in greater detail below.

As shown more clearly in FIGS. 7 and 8, the rearward form positioning assembly 98, more particularly, includes a support housing 100 having a pair of channels 102 formed through a portion thereof. A connecting member 104, having a pair of vertically extending flanges 106 formed thereon, is slidingly connected to the support housing 100, and, more particularly, each of the flanges 106 is slidingly disposed in one of the channels 102 such that the connecting member 104 can be slidingly moved in a vertically upwardly direction 108 and in a vertically downwardly direction 110, for reasons which will be made more apparent below.

A double-acting hydraulic cylinder 112, having a rod portion 114 reciprocatingly disposed therein, is secured to the support frame 12, generally near the rearward end 18 thereof. The rod portion 114 of the hydraulic cylinder 112 is secured to a portion of the connecting member 104, as shown more clearly in FIG. 7. The hydraulic cylinder 112 has an actuated raising position and an actuated lowering position, and is thus secured to the connecting member 104 to move the connecting member 104 in a vertically upwardly direction 108, in an actuated raising position thereof and to move the connecting member 104 in a vertical downwardly direction 110, in an actuated lowering position thereof.

A U-shaped channel member 116 is connected to the support frame 14, generally near the rearward end 18 thereof and, more particularly, the connecting member 104 is secured to a central portion of the channel member 116, as shown more clearly in FIG. 7 and 8. A flange portion 118 is secured to a central portion of the channel member 116, the flange portion 118 extending a distance generally vertically downwardly from the channel member 116. A portion of the flange 118, generally near the lower most end thereof, is formed at a right angle, thereby providing an upwardly facing surface 120. The flange portion 118 is disposed on the channel member 116 in close proximity to the lip portion 94 of the form member 112, such that the upwardly facing surface 120 of the flange 118 is spaced a distance from the downwardly facing surface 96 of the lip 94, in an operating position of the form member 12, and such that the upwardly facing surface 120 of the flange 118 will retainingly engage a portion of the downwardly facing surface 96 of the lip 94 in an actuated raising position of the rearward form positioning assembly 98. The flange portion 118 cooperates with the lip portion 94 so that the form member 12 can be raised to a storage position or, in other words, to a position wherein the lower most end 78 of the form member 12 is raised a distance vertically above the earths surface, for reasons which will be made more apparent below.

A plurality of rollers 112 are rollingly supported on the channel member 116, as shown in FIG. 7 and 8. Each roller 122 is disposed to rollingly engage the rod member 93 on the brace of the form member 12 to reduce the sliding friction between the form member 12 and the support frame 14, when the form member 12 is being pivoted to an aligned position, as will be described in greater detail below.

The curb slip form apparatus 10 includes, a form steering assembly 124 which is connected to the form member 12 to pivotally move the form member 12 to maintain the alignment thereof relative to a predetermined survey line, thereby maintaining the alignment of the formed configuration relative to the predetermined survey line. The form steering assembly 124 includes, a form steering member 126 which, in a preferred form and as shown more clearly in FIGS. 7 and 8, is a double-acting hydraulic cylinder having a rod portion 128 reciprocatingly disposed therein.

The cylinder portion of the form steering member 126 is pivotally secured to the support frame 14 and more particularly, is pivotally secured to the brace 90. The rod portion 128 is pivotally connected to the form member 12 or, more particularly, to a flange extension 130 which is secured to a portion of the reinforing structure 84 of the form member 12. The form steering member 126 is connectd to the form member 12 to pivotally move the form member 12 in a first pivot direction 132 generally toward the right side 22 of the support frame 14, in one actuated position of the form steering member 126, and to pivotally move the form member 12 in a second pivot direction 134 generally toward the left side 20 of the support frame 14, in one other actuated position of the form steering member 126, in a manner which will be described in greater detail below.

As shown more clearly in FIGS. 5, 6 and 7, the form member 12 also includes, a concrete receiving portion 136 formed on an upper portion of the form member 12, generally near the forward end 62 thereof. The concrete receiving portion 136 extends generally vertically upwardly from the surface portion 76 of the form member 12, terminating with an upper end 138 forming an opening 140 therethrough. As shown more clearly in FIG. 4, the concrete receiving portion 136 of the form member 12 funnels outwardly toward the upper end 138 thereof, generally on one side thereof, thereby increasing the size of the opening 140 generally near the upper end 138 to provide an adequate area for receiving the concrete material or the like, during the operation of the curb slip form apparatus 10.

In an assembled position of the form member 12, as shown more clearly in FIGS. 1 and 2, a portion of the concrete receiving portion 136 of the form member 12, generally near the upper end 138 thereof, extends vertically upwardly through a form opening 142 formed through a portion of the support frame 14. In a preferred form and as shown more clearly in FIG. 5, the form opening 142 in the support frame 14 is formed therethrough generally between the left side 20 and the right side 22 thereof, and intersects a portion of the forward end 16 of the suport frame 14. The form opening 142 is formed through the suport frame 14 in such a manner that the concrete receiving portion 136 of the form member 12 can be passed through the instersection of the form opening 142 with the forward end 16 of the supporrt frame 14 to facilitate the moving of the support frame 14 to a disengaged position with respect to the form member 12 and the moving of the support frame 14 to an engaging or an assembled position with respect to the form member 12, in a manner and for reasons which will be described in greater detail below.

As shown more clearly in FIGS. 6 and 10, and in a preferred form, the form cavity 70 extends through and intersects a portion of the forward end 72 of the form member 12, thereby forming a forward opening 144 in the forward end 72. It should be particularly noted that although the forward opening 144, in a preferred form as indicated in FIGS. 6 and 10, is shaped similar to the rearward opening 80 of the form member 12, it is not necessary that the forward opening 144 be so shaped, but rather is only necessary that the forward opening 144 be of a sufficient size to pass expansion joints, reinforcing rods or the like therethrough, in a driven position of the curb slip form apparatus and during one aspect of the operation thereof, as will be made more apparent below.

As shown more clearly in FIGS. 4 and 6, a cover 146 is removably secured to the forward end 72 of the form member 12, generally near the forward opening 144. In a preferred form, the lowermost end portion of the cover 146 is curved inwardly, generally toward the rearward end 74 of the form member 12, and a resilient flange 148 is secured thereon. The resilient flange 148 extends a distance downwardly from the cover 146 and, in a preferred form, is sized to overlappingly engage an adjacent portion of the earths surface in an operating position of the form member 12, for reasons which will become more apparent below.

It should also be particularly noted that, in the other form, the form member 12 cam be constructed having a solid forward end 72; that is without the forward opening 144 therethrough; however, as shown more clearly in FIG. 10, the forward opening 144 in the form member 12 is provided to cooperate with a form extension section 150 to retain the concrete material generally within the surveyed path to be finishingly contacted by the form member 12. The form extension section 150 has a forward 'end 152 and a rearward end 154. A flange 156 is formed about a portion of the rearward end 154, the flange 156 being constructed to be removably and boltingly interconnected to the forward end 72 of the form member 12, during one aspect of the operation of the curb slip form apparatus 10, as will be made apparent below.

The form extension section 150 is connected to the forward end 72 of the form member 12, generally about the forward opening 144, and extends a predetermined distance therefrom, the precise distance being determined by the particular size of the form member 12, the rate of speed at which the curb slip form apparatus 10 is driven during the operation, and the volume and characteristics of the concrete material being utilized to form the pre-determined formed configuration. During the operation of the curb slipform apparatus 10, the concrete material is poured into the opening 140 of the concrete receiving portion 136, and is funneled therethrough into a position of the finishingly engaged by the surface 76 of the form memmber 12. If the cover 146 and the resilient flange 148 have been removed, some of the concrete material will be moved generally out of the form member 12 through the forward opening 144, since the curb form apparatus 10, is generally driven at a relatively slow rate of speed. The form extension section thus retains that portion of the concrete material generally within a path to be subsequently engaged by the finising surface 76 of the form member 12, thereby substantially preventing the over-flow of concrete material.

It should also be noted that, although the form extension section 150 is shown in FIG. 10 as having a shaped configuration similar to the curb-shaped configuration of the form member 12, it is not essentil that the form extension section 150 be so shaped. As will be apparent from the foregoing, it is only necessary that the form extension section 150 be shaped to retain a predetermined amount of the concrete material to substantially prevent the over-flow thereof through the forward opening 144.

As shown more clearly in FIGS. 4, 5 and 6, a tow bar 158, having opposite ends 160 and 162, is connected to the support frame 14, generally near the forward end 16 thereof, and extending generally between the left side 20 and the right side 22 of the support frame 14. The tow bar 158 has a plurality of pivot apertures 164 formed therethrough, the tow bar 158 being disposed and constructed to provide the pivotal interconnection between the support frame 14 of the form member 12, in a manner which will be described in greater detail below. i

As shown more clearly in FIG. 4, a pair of pin apertures 166 are formed through the tow bar 158, one of the pin apertures 166 being formed through the tow bar 158 generally near the end 160 thereof, and the other pin aperture 166 being formed through the tow bar 158 generally near the end 162 thereof. A pin 168 is slidingly journaled through each pin aperture 166. A flange portion 170 is formed on one end of each pin 168, and a U-shaped support 172 is formed on each flange 170.

A retaining ring 174 is adjustably secured to the end of each pin 168, opposite the end thereof having the flange 170 formed thereon. Each retaining ring 174 engages an adjacent portion of the tow bar 158 to limit the movement of the pin 168 connected thereto, in a generally vertically upwardly direction through the pin apertures 166, via an adjusting nut, for reasons which will be made more apparent below.

As shown more clearly in FIG. 4, a spring 176 is disposed about each pin 168 and positioned thereon such that a portion of each spring 176 engages a portion of the tow bar 158 and another portion thereof engages the flange 170 formed on one of the pins 168. Thus, the tow bar 158 is positioned and disposed generally between the retaining rings 174 and the springs 176, such that each spring 176 generally biases the tow bar 158 against the retaining ring 174 in a generally vertically downwardly direction 178 toward an opening operating position of the form member 12, to absorb limited movement of the tow bar 158 and the form member 12, in a generally vertically upwardly direction 180 toward a storage position of the form member 12, and yet maintain the form member 12 in an operating position, for reasons and in a manner which will be made more apparent below.

As shown more clearly in FIGS. 5 and 6, a first hydraulic cylinder 182 is secured to the support frame 14, generally near the left side 20 thereof and a second hydraulic cylinder 184 is secured to the support frame 14 generally near the right side 22 thereof. The first hydraulic cylinder 182 and the second hydraulic cylinder 184 each include a rod portion 186 which is reciprocatingly disposed therein. Each hydraulic cylinder 182 and 184 is pivotally connected to the flange portion 170 of one of the pins 168 via a first crank 188 and a second crank 190, respectively.

The firstcrank 188 and the second crank 190 are each constructed similar and each include, a shaft 192 having one arm member 194 secured to one end of the shaft 192 and one other arm member 196 secured to the opposite end of the shaft 192. The shaft 192 is bearingly and journally supported in a portion of the support frame 14, and each arm member 194 is pivotally connected to one arm of one of the rod portions 186, and each arm member 196 is pivotally connected to the U-shaped support 172 formed on one of the flange portions 170. The first crank 188 and the second crank 190 are each constructed to translate the reciprocating movement of the first hydraulic cylinder 182 and the second hydraulic cylinder 184 connected thereto to raise the form member 12 in a generally vertically upwardly direction 180, in an actuated raising position of the first hydraulic cylinder 182 and the second hydraulic cylinder 184, and to lower the form member 12 in an actuated lowering position of the first hydraulic cylinder 182 and the second hydraulic cylinder 184. The first hydraulic cylinder 182 and the second hydraulic cylinder 184 thus raise and lower the tow bar 158 and the forward end portion of the form member 12 pivotally connected thereto.

As shown more clearly in FIGS. 4 and 6, an upper flange 200 is removably secured to the forward end 72 of the form member 12, the upper flange 200 extending a distance generally perpendicularly therefrom and extending a distance thereacross. A roller 202 is rollingly secured to and supported on each end portion of the upper flange 200, each roller 202 being disposed to rollingly engage the upper surface of the tow bar 158 to reduce the sliding friction between the upper flange 200 and tow bar 158 during the pivotal movement of the form member 12.

A lower flange 204 is removably secured to the forward end 72 of the form member 12, the lower flange 204 extending a distance generally perpendicularly from the form member 12 and extending a distance generally thereacross. A roller 206 is rollingly secured to and supported on each end portion of the lower flange 204, each roller 206 being dispoed to rollingly engage a portion of the lower surface of the tow bar 158 to reduce the sliding friction between the lower flange 204 and the tow bar 158 during the pivotal movement of the form member 12, in a manner similar to the rollers 202, described above.

As shown more clearly in FIG. 4, a pin 208 is journaled through an aperture formed in the upper flange 200 and in the lower flange 204 (not shown) and through one of the pivot apertures 164 to provide the pivotal interconnection between the form member 12 and the support frame 14. The pin 208 is secured in this position via such means as a cotterpin or other such suitable retaining means. It should be noted that the additional pivot apertures 164 are formed through the tow bar 158, in a preferred form, are provided to permit the form member 12 to be adjustably disposed between the left side and the right side 22 of the support frame 14, which may be desired in some instances such as, for example, when utilizing a single support frame 14 to selectively accomodate a plurality of different shaped form members 12 and a variety of different sizes of the form member 12 to meet various job specifications, the form members 12 being removably connected and disconnected to the support frame 14, in a manner to be described in greater detail below.

As shown more clearly in FIG. 2, a pair of motors 210 are supported on the upper end portion 138 of the concrete engaging portion 136, and each motor 210 is connected to a vibrator 212 to provide the driving impetus to vibratingly drive the vibrator 212 connected thereto. Each vibrator 212 is securely supported within a central portion of the concrete receiving portion 136 of the form member 12 via a clamp 214, having a portion thereof secured to the concrete receiving portion 136, and each vibrator 212 is disposed to vibratingly engage the concrete material or the like being poured through the concrete receiving portion 136, during the operation of the curb slip form apparatus 10, which will be described in grater detail below.

The form steering assembly 124, mentioned before, also includes a form steering sensor 220 having a sensor arm 222 connected thereto, and extending generally vertically downwardly therefrom, as shown more clearly in FIG. 3. The form steering sensor 220 is adjustably supported on an outer end of a support bar 224, the form steering sensor 220 being adjustingly positioned on the support bar 224 such that the sensor arm 222 sensingly engages a control line 226 (the control line 226 being shown in FIGS. 10 and 11).

The support bar 224 is secured to the form member 12, generally near the rearward end 74 thereof and, more particularly, the support bar 224 is secured to a portion of the brace 90, as shown more clearly in FIGS. 2, 3 and 7. Since the support bar 224 is securely affixed to the rearward end 74 of the form member 12, the form steering sensor 220 and the sensor arm 222 thereof will sense the position of the rearward end portion of the form member 12 relative to the control line 226, and will provide an output signal responsive thereto to control the position of the rearward end 74 of the form member 12 relative to a predetermined survey line, in a manner which will be made more apparent below.

As shown more clearly in FIGS. 1, 2 and 11, the forward elevational positioning assembly 40 also includes an elevation sensor 228 having a sensor arm 230 connected thereto, and extending horizontally therefrom. The elevation sensor 228 is adjustably supported on an outer end of a support bar 232, the elevation sensor 228 being adjustably positioned on the support bar 232 such that the sensor arm 230 sensingly engages an upper portion of the control line 226.

The support arm 230 is secured to the support frame 14 of the curb slip form apparatus 10, generally near the forward end 16 and generally near the left side 20 thereof. Since the support bar 232 is securely affixed to the support frame 14, the elevation sensor 228 and the sensor arm 230 thereof will sense the position of the support frame 14 relative to the predetermined elevation of the control line 226 to maintain the elevation of the support frame 14 relative to a predetermined control elevation, as will be made more apparent below.

The curb slip form apparatus 10 also includes a track steering assembly 234 which includes a track steering sensor 236 having a sensor arm 238 connected thereto and extending generally vertically downwardly therefrom, as shown more clearly in FIGS. 1, 2 and 11. The track steering sensor 236 is adjustably supported on an outer end of a support bar 240 which is connected on one end thereof to the support bar 232 of the forward elevation positioning assembly 40, the track steering sensor 236 being thus connected to the support frame 14 generally near the forward end 16 and generally near the left side 20 thereof via the interconnection between the support bar 240 and the support bar 232.

i The track steering sensor 236 and the sensor arm 238 thus cooperate to sense the position of the support frame 14 relative to the control line 226 and, cooperate to steeringly align the support frame 14 relative to the predetermined survey line, in a manner which will be made more apparent below.

The utilization of sensors such as the form steering sensor 220, the elevation sensor 228 and the track steering sensor 236, described above, which are constructed to provide an output signal responsive to a sensed position, are well known in the art, such sensors,

for example, being described in US. Pat. No. 3,423,859 entitled Road Construction Methods and Apparatus, assigned to the assignee of the present invention. Therefore, a detailed description of the various components and the cooperation of those components to provide a responsive output signal, such as described above, is not required herein.

As diagrammatically and schematically shown in FIG. 9, the track steering assembly 234 includes, a track steering actuator 244 which is contructed to receive an output signal 246 from the track steering sensor 236, the output signal 246 being responsive to the sensed position of the support frame 14 relative to the control line 226, as mentioned before. The track steering actuator 244 is connected to a flow divider valve 248 to position the flow divider valve 248 for controlling the flow of power fluid therethrough. Flow divider valves, such as the flow divider valve 248 diagrammatically shown in FIG. 9, and the interconnection thereof with an actuator such that the actuator controls the flow of power fluid through the flow divider valve are well known in the art and a detailed description thereof is not required herein.

The flow divider valve 248 is connectedto the left hydraulic motor 36 via a conduit 250, and to the right hydraulic motor 38 via a conduit 252. The left hydraulic motor 36 and the right hydraulic motor 38 are each connected to a power fluid source or, in other words, a pump 254 via a conduit 256, the pump 254 being connected to the flow divider valve 248 via a conduit 258. The flow divider valve 248 is thus interposed between the pump 254 and the left hydraulic motor 36 and the right hydraulic motor 38.

The pump 254 is thus connected to the left hydraulic motor 36 and to the right hydraulic motor 38 via the flow divider valve 248, the pump 254 providing power fluid to drive the left hydraulic motor 36 and the right hydraulic motor 38 in a driven position of the pump 254, and in a position wherein the pump 254 is in fluidic communication with the left hydraulic motor 36 and the right hydraulic motor 38. The flow divider valve 248 controls the flow of fluid from the pump 254 to the left hydraulic motor 36 and from the pump 254 to the right hydraulic motor 38 via a pair of variable oriflces (diagrammatically shown in FIG. 9). More particularly, the track steering actuator 244 is connected to the variable orifices, the track steering actuator 244 thereby controlling the flow of fluid to the left hydraulic motor 36 and to the right hydraulic motor 38 to steeringly drive the left track assembly 24 and the right track assembly 26 in response to the output signal 246 of the track steering sensor 236 during the operation of the curb slip form apparatus 10, as will be described in greater detail below.

A solenoid-operated control 260 is interposed in the conduits 252 and 256 generally between the right hydraulic motor 38 and the pump 254. The control valve 260 is connected to an energizing power supply 262 via a conductor 264, and a switch 268 is interposed in the conductor 264 to provide electrical communication between the control valve 260 and the power supply 262 in a closed position of the switch 268, thereby energizing the control valve 260. In the energized position of the control valve 260, the flow of power fluid from the pump 254 to the right hydraulic motor 38 is reversed, as diagrammatically shown in FIG. 9, thereby driving the right track assembly 26 in a reverse direction with respect to the driven direction of the left track assembly 24 to allow the curb slip form apparatus 10 to be spot-turned or, in other words, turned about while maintaining a relatively stationary position. As shown in FIG. 9, the switch 268 is opened and closed via a switch actuator 270 which, in a preferred form, is disposed on the control console 52.

As mentioned before, the forward elevation positioning assembly 40 includes a hydraulic cylinder which is connected to the support frame 14 and to the left track assembly 24, the hydraulic cylinder being diagrammatically shown in FIG. 9 and designated therein by the reference numeral 40a. The hydraulic cylinder 40a is connected to a pump 272 via a solenoid-operated control valve 274. As diagrammatically indicated in FIG. 9, the control valve 274 is constructed to provide fluidic communication between the pump 272 and one portion of the hydraulic cylinder 40a to actuate the hydraulic cylinder 40a to an actuated raising position thereof, and to provide fluidic communication between the pump 272 and one other portion of the hydraulic cylinder 40a to actuate the hydraulic cylinder 40a to an actuated lowering position thereof.

The control valve 274 is connected to the energizing power supply 262 via a switch which is operated by a switch actuator 278. It should be particularly noted that, in a preferred form, the control valve 274 is, more particularly, a proportional-type, solenoid-operated control valve so that power fluid is provided via the pump 272 proportionally to the hydraulic cylinder 40a to raise and lower the elevation of the support frame 14 in a more uniform manner, the on off" type of switch 276 being diagrammatically shown in FIG. 9 merely for the purpose of clarity of description. The switch 276 is thus schematically shown in FIG. 9 as providing an electrical communication between the power supply 262 and the control valve 274 via conductors 278 and 280, in one position of the switch 276, thereby energizing the control valve 274 to a position wherein fluidic communication is established between the pump 272 and the hydraulic cylinder 40a to position the hy-' draulic cylinder 40a in an actuated raising position thereof; and to provide electrical communication between the power supply 262 and the control valve 274 via the conductor 278 and a conductor 282 to energize the control valve 274 to a position wherein fluidic communication is established between the pump 272 and the hydraulic cylinder 40a to actuate the hydraulic cylinder 40a to an actuated lowering positioning thereof.

The switch 276 is connected to a switch actuator 284, the switch actuator 284 being constructed to receive an output signal 286 from the forward elevation sensor 228, the output signal 286 being responsive to the sensed position of the support frame 14 relative to a predetermined, controlled elevation of the control line 226, as mentioned above.

The form steering sensor 220, as schematically shown in FIG. 9, provides an output signal 290 responsive to the sensed position of the form member 12, as mentioned above. A switch actuator 292 is constructed to receive the output signal 290 from the form steering sensor 220, and the switch actuator 292 is connected to a switch 294 to position the switch 294 in response to the received output signal 290 from the form steering sensor 220.

The switch 294 in connected to the energizing power supply 262 via a conductor 296, and the switch 294 is connected to a control valve 298 via a pair of conductors 300 and 302. The control valve 298 is interposed between the form steering member 126 and the power fluid source 304 or, in other words, a pump 304 to provide fluidic communication therebetween, such that the form steering member 126 is actuated to move the form member 12in a pivot direction 132 when the control valve 298 is energized via the conductor 300 and move the form member 12 to pivot direction 134 when the control valve 298 is energized via the conductor 302, as diagrammatically shown in FIG. 9. The form steering sensor 220 thus provides an output signal 290 responsive to the sensed position of the form member 12 relative to the control line 226 to actuate the switch actuator 292, thereby positioning the switch 294 to energize the control valve 298 to a position wherein the form steering member 126 moves the form member 12 in a pivot direction 132 and 134 to maintain the alignment of the form member 12 relative to the sensed position of the form member 12 with respect to the control line 226, thereby maintaining the position of the form member 12 relative to the predetermined survey line.

The cross-slope positioning assembly 42 is diagrammatically and schematically shown in FIG. 9, and the hydraulic cylinder associated therewith to elevate the support frame 14 to maintain a predetermined crossslope position of the curb slip form apparatus 10 is diagrammatically shown in FIG. 9 and designated therein by the reference numeral 42a. The hydraulic cylinder 42a is fluidically connected to a power fluid source 305, sometimes referred to below simply as a pump, via a solenoid-operated control valve 306. The control valve 306 is, in a preferred form, a proportional valve constructed to provide fluidic communication between the pump 305 and the hydraulic cylinder 42a to position the hydraulic cylinder 42a in an actuated raising position and in an actuated lowering position, similar to the control valve 274 described above.

The control valve 306 is connected to the energizing power supply 262 via conductors 308, 310 and 312. As shown in FIG. 9, a switch 314 is interposed generally between the control valve 306 and the energizing power supply 262. The switch 314 has a disconnect position wherein the electrical communication between the energizing power supply 262 and the control valve 306 is interrupted, thereby de-energizing the control valve 306; a first position wherein electrical communication is established between the energizing power supply 262 and the control valve 306 via the conductors 312 and 308 to energize the control valve 306 to provide fluidic communication between the pump 305 and the hydraulic cylinder 42a to actuate the hydraulic cylinder 42a to an actuated raising position thereof; and a second position wherein electrical communication is established between the energizing power supply 262 and the control valve 306 via the conductors 312 and 310 to energize the control valve 306 to provide fluidic communication between the pump 305 and the hydraulic cylinder 42a to position the hydraulic cylinder 42a in an actuated lowering position thereof, as diagrammatically shown in FIG. 9. The switch 314, more particularly, and, in a preferred form, includes a differential amplifier 316, a level sensor 318, a command signal source 320 and a signal selector 322.

The level sensor 318 is positioned and supported on the support frame 14, and is constructed to sense the slope position of the support frame 14 with respect to a predetermined horizontal plane, and to provide an output signal 324 responsive to the sensed slope position of the support frame 14. The command signal source 320 is constructed to be preset to a predetermined slope level or position of the support frame 14, and has an output signal 326 response to the preset slope position.

The differential amplifier 316 is constructed to receive and compare the output signals 324 and 326 from the level sensor 318 and the command signal source 320, respectively, and the differential amplifier 316 has an output signal 328 which is responsive to the comparison of the output signals 324 and 326 of the level sensor 318 and the command signal source 320, respectively. The signal selector 322 is constructed to receive the output signal 328 from the differential amplifier 318 and to be switchingly positioned in a disconnect position, a first position and a second position, as described above, in response to the received output signal 328 from the differential amplifier 316. As shown in FIG. 9, the signal selector 322 is interposed between the energizing power supply 262 of the control valve 306.

In one form, for example, the command signal source 320 consists of a potentiometer connected to a power supply, such that by adjusting the potentiometer the voltage level of the output signal 326 can be adjusted to a determinable level corresponding to a particular slope level setting of the support frame 14. The level sensor 318 can be of the pendulum-type having a portion connected to a potentiometer and a power supply in such a manner that as the pendulum is moved to indicate a change in the slope level or position of the support frame 14, the voltage level of the output signal 324 is correspondingly changed. The differential amplifier is ofa type well known in the art, the output signal 328 thereof corresponds or is responsive to the comparison of the two output signals 324 and 326.

The signal selector 322, in one form, can include a pair of transistor operated type switches, one such switch being connected to the differential amplifier 316 to provide electrical communication between the power supply 262 and the control valve 306, to energize the control valve 306 to the first position thereof, and one such switch being connected to the differential amplifier 316 to provide electrical communication betwee the power supply 262 and the control valve 306 to energize the control valve 306 to the second energized position thereof. The switches are, of course, connected to selectively energize the control valve 306 in the first energized position and the second energized position in response to the output signal 328 of the differential amplifier 316.

The left rearward positioning assembly 44 includes a hydraulic cylinder, as mentioned before, the hydraulic cylinder being diagrammatically shown in FIG. 9 and designated therein by the reference numeral 44a. The right rearward elevation positioning assembly 46 also includes a hydraulic cylinder, as mentioned before, the hydraulic cylinder being diagrammatically shown in FIG. 9 and designated therein by the reference numeral 46a. The upper portion of the hydraulic cylinder 44a is connected to the upper portion of the hydraulic cylinder 46a via the conduit 330, and the lower portion of the hydraulic cylinder 44a is connected to the lower portion of the hydraulic cylinder 46a via the conduit 332.

The conduits 330 and 332 are connected to a power fluid source 333, sometimes referred to below simply as the pump 333, via a solenoid-operated control valve 334. The control valve 334 is constructed to provide fluidic communication between the pump 333 and the upper portions of the hydraulic cylinders 44a and 46a in one energized position of the control valve 334, and to provide fluidic communication between the pump 333 and the lower portions of the hydraulic cylinders 44a and 46a in one other energized position of the control valve 334, to actuate the hydraulic cylinders 44a and 46a to an actuated raising position and to an actuated lowering position thereof. The hydraulic cylinders 44a and 46a are thus connected in hydraulic parallel via the conduits 330 and 332, thereby raising an lowering the support frame 14 relative to a single predetermined control position, which is located in the hydraulic center, midway between the hydraulic cylinder 44a and the hydraulic cylinder 46a. Since the support frame 14 is automatically raised and lowered by the hydraulic cylinder 40a and by the hydraulic cylinder 42a and further since the support frame 14 is automatically raised and lowered relative to a single, predetermined control position via the hydraulic cylinders 44a and 46a, the support frame 14 is vertically and automatically positionable about three predetermined control positions; one control position being located generally at the hydraulic cylinder 40a, one control position being located generally at the hydraulic cylinder 42a, and the third control position being located generally between the hydraulic cylinders 44a and 46a, and yet the support frame 14 of the curb slip form apparatus is supported generally at the four-comer positions thereof. Thus, the forward elevation positioning assembly 40, the cross-slope positioning assembly 42, the left rearward positioning assembly 44 and the right rearward positioning assembly 46 cooperate to automatically control the support frame 14 about three predetermined control positions to provide the maximum postionability for the support frame 14 without incurring a loss of supporting integrity.

As shown in FIG. 9, a pair of conductors 335 and 336 and a conductor 337 connect the control valve 334 to the energizing power supply 262 via a switch 338. The switch 338 is connected to a switch actuator 339 which is constructed to position the switch 338 in one position wherein electrical communication is established between the control valve 334 and the power supply 262 via the conductors 335 and 337 energizing the control valve 334 to establish fluidic sommunication between the pump 333 and the hydraulic cylinders 44a and 46a to actuate the hydraulic cylinders 44a and 46a to an actuated lowering position; and to position the switch 338 in one other position wherein electrical communication is established between the control valve 334 and the power supply 262 via the conductors 336 and 337 energizing the control valve to establish fluidic communication between the pump 333 and the hydralic cylinders 44a and 46a to actuate the hydraulic cylinders 44a and 46a to an acutated raising position thereof. The hydraulic cylinders 44a and 460 are thus actuated to raise and lower the support frame 14, the support frame 14 being thereby locked to a predetermined grade position.

The first hydraulic cylinder 182 and the second hydraulic cylinder 184 are each connected to the tow bar 158 to raise the form member 12 to a storage position, and to lower the form member 12 to an operating position, as described before. As schematically and diagrammatically shown in FIG. 9, the first hydraulic cylinder 182 is connected to a power fluid source 340 via a solenoid-operated control valve 342. The control valve 342 is constructed to provide fluidic communication between the pump 340 and the first hydraulic cylinder 182 to actuate the first hydraulic cylinder 182 to an actuated raising position, in one energized position of the control valve 342, and to provide fluidic communication between the pump 340 and the first hydraulic cylinder 182 to actuate the first hydraulic cylinder 182 to an actuated lowering position, in one other energized position of the control valve 342.

The control valve 342 is connected to the energizing power supply 262 via conductors 344, 346 and 348, and a switch 350 is interposed between the energizing power supply 262 and the control valve 342. The switch 350 is connected to a switch actuator 352, as shown in FIG. 9. The switch actuator 352 is constructed to position the switch 350 in one position wherein electrical communication is established between the control valve 342 and the energizing power supply 262 via the conductors 343 and 344, thereby providing fluidic communication between the pump 340 and the first hydraulic cylinder 182 to actuate the first hydraulic cylinder 182 to an actuated raising position thereof, and to position the switch 350 in a position wherein electrical communication is established between the energizing power supply 262 and the control valve 342 via the conductors 343 and 346, thereby establishing fluidic communication between the pump 340 and the first hydraulic cylinder 182 to actuate the first hydraulic cylinder 182 to an actuated lowering position thereof.

As schematically and diagrammatically shown in FIG. 9, the second hydraulic cylinder 184 is connected to a power fluid source 354 via a solenoid-operated control valve 356. The control valve 356 is constructed to provide fluidic communication between the pump 354 and the second hydraulic cylinder 184 to actuate the second hydraulic cylinder 104 to an actuated raising position, in one energized position of the control valve 356, and to provide fluidic communication between the pump 354 and the second hydraulic cylinder 184 to actuate the second hydraulic cylinder 184 to an acutated lowering position, in one other energized position of the control valve 356.

The control valve 356 is connected to the energizing power supply 262 via conductors 358, 360 and 348, and a switch 364 is interposed between the energizing power supply 262 and the control valve 356. The switch 364 is connected to a switch actuator 366, as shown in FIG. 9. The switch actuator 366 is constructed to position the switch 364 in one position wherein electrical communication is established between the control valve 356 and the energizing power supply 262 via the conductors 358 and 348, thereby providing fluidic communication between the pump 354 and the second hydraulic cylinder 184 to actuate the second hydraulic cylinder 184 to an actuated lowering position thereof, and to position the switch 356 in a position wherein electrical communication is established between the energizing power supply 262 and the control valve 356 via the conductors 348 and 360, thereby establishing fluidic communication between the pump 354 and the second hydraulic cylinder 184 to actuate the second hydraulic cylinder 184 to an actuated raising position thereof.

In one form, the switch 350 and the switch actuator 352 connected thereto, and the switch 364 and the switch actuator 366 connected thereto can be a single, toggle-type switch, the single toggle-switch actuating the control valves 342 and 356 simultaneously. It should also be noted, that in one form of the invention utilizing the single, toggle-switch, as described above, a single control valve could be interposed between a power fluid supply and the hydraulic cylinders 182 and 184 in lieu of the two control valves 342 and 356.

As schematically and diagrammatically shown in FIG. 9, the hydraulic cylinder 112 is connected to a power fluid source 368 via a solenoid-operated control valve 370. The control valve 370 is constructed to provide fluidic communication between the pump 368 and the hydraulic cylinder 112 to actuate the hydraulic cylinder 112 to an actuated raising position, in one energized position of the control valve 370, and to provide fluidic communication between the pump 368 and the hydraulic cylinder 112 to actuate the hydraulic cylinder 112 to an actuated lowering position, in one other energized position of the control valve 370.

The control valve 370 is connected to the energizing power supply 262 via conductors 372, 374 and 376, and a switch 378 is interposed between the energizing power supply 262 and the control valve 370. The switch 378 is connected to a switch actuator 380, as shown in FIG. 9. The switch actuator 380 is constructed to position the swtich 378 in one position wherein electrical communication is established between the control valve 370 and the energizing power supply 262 via the conductors 372 and 376, thereby providing fluidic communication between the pump 360 and the hydraulic cylinder 112 to actuate the hydraulic cylinder 112 to an actuated lowering position thereof, and to position the switch 378 in a position wherein electrical communication is established between the energizing power supply 262 and the control valve 370 via the conductors 374 and 376, thereby establishing fluidic communication between the pump 368 and the hydraulic cylinder 112 to actuate the hydraulic cylinder 112 to an actuated raising position thereof.

As shown more clearly in FIG. 3, a scale 386 is secured on the rearward end portion 18 of the support frame 14, generally between the left side 20 and the right side 22 thereof, the scale 386 extending in a generally vertically upwardly direction from the support frame 14. In a preferred form, the scale has a plurality of gradation marks etched thereon, and an indicator 388 is slidingly positionable on the scale 386 to be moved in a vertically upwardly and a vertically downwardly direction on the scale 386, and positioned thereon relative to one of the gradation marks to indicate a predetermined elevation of the rearward end portion 18 of the support frame 14.

A pair of support stands 390 are secured to the track support members 34, as shown in FIG. 3, and, more particularly, one of the support stands 390 is secured to the track support member 34 of the left track assembly 24 and extends generally vertically upwardly therefrom, and the other support stand 390 is secured to the track support member 34 of the right track assembly 26 and extends generally vertically upwardly therefrom. A string line 392 is connected on one end thereof to the end of one of the support stands 390, opposite the end of thereof connected to the track support member 34, and the opposite end of the string line 392 is connected to the end of the other support stand 390, opposite the end thereof connected to the track support member 34.

In a preferred form, and, as shown in FIG. 3, a tension spring 394 is interposed between one end of the string line 392 and the connection thereof to one of the support stands 390 and, more particularly, the spring 394 provides the interconnection between one end of the string line 392 and one of the support stands 390. The string line 392 is thus supportedly connected to the left track assembly 24 and to the right track assembly 26 such that the string line 392 extends generally across the rearward end portion 18 of the support frame 14 and such that a portion of the string line 392 is disposed generally near the scale 386. The position of the string line 392 with respect to the gradations on the scale 386 thus indicates the elevation of the rearward end portion 18 of the support frame 14.

Utilizing the scale 386 and the string line 392, described above, the operator can set the indicator 388 on the scale 386 to a predetermined position, indicating the support frame 14 has been elevated by the left rearward elevation assembly 44 and the right elevation assembly 46 to a predetermined elevation. In this manner, should it become necessary to raise or lower the support frame 14 via the left rearward elevation positioning assembly 44 and the right rearward elevation positioning assembly 46 during the operation of the curb slip form apparatus 10, the operator can subsequently reposition the support frame 14 or, more particularly, the rearward end portion 18 of the support frame 14 to a predetermined elevation by actuating the left rearward elevation positioning assembly 44 and the right rearward elevation positioning assembly 46 to align the string line 392 with the indicator 388. It should also be noted that the gradation on the scale 386 can be disposed to indicate various scaled elevations for the rearward end portion 18 of the support frame 14, and the operator can elevatingly position the rearward end portion 18 of the support frame 14 to a predetermined position by merely actuating the left rearward elevation positioning assembly 44 and the right rearward elevation positioning assembly 46 to a position wherein the string line 392 is aligned to a predetermined gradation mark on the scale 386.

In one respect, the present invention also includes an improved control line 226 for positioning a predetermined distance from the predetermined survey line-to provide a guide for maintaining the alignment of vehicles or the like relative to the survey line or, more particularly for maintaining the alignment of the curb slip form apparatus 10, described before. More particularly, the control line 226 includes a flertible, semi-rigid band 398 constructed of a metal or a reinforced plastic material which is supported in an operating position via a plurality of spaced band supports 400, as shown in FIGS. 11, 12, 13 and 14.

As shown more clearly in FIGS. 12, 13 and 14, each band support 400 includes, a stake 402 constructed to be securedly driven into a portion of the earth and extending a distance generally vertically upwardly therefrom terminating with an uppermost end 404. A band support arm 406, sometimes referred to below simply as a rod 406, is connected on one end thereof to the stake 402 generally near the upper end 404 thereof via a arm connector 408.

As shown more clearlyin FIGS. 12 and 13, each arm connector 408 has a stake aperture 409. extending therethrough sized to slidingly receive the stake 402, such that the arm connector 408 can be slidingly moved in a vertically upwardly and a vertically downwardly direction on the stake 402. A set screw 410 extends through a portion of each arm connector 408, intersecting the stake aperture therein, each set screw 410 is sized to engage an adjacent portion of the stake 402 to secure the arm connector 408 at a predetermined elevation on each stake 402.

As shown in FIGS. 12 and 13, an arm aperture 411 is formed through each arm connector 408, each arm aperture 411 being sized to slidingly receive one end portion of one of the band support arms 406, such that the band support arm 406 can be slidingly positioned in the arm aperture 411. A set screw 412 extends through each arm connector 408, a portion of each set screw 412 intersecting the arm aperture 41 1 formed in the armconnector 408 associated therewith. Each set screw 412 is sized to engage an adjacent portion of the band support arm 406 to secure the band support arm 406 in a predetermined position within the arm connector 408.

Each band support arm 406, as shown more clearly in FIGS. 12 and 13, has a band connector 416 formed on one end of the band support arm 406, generally opposite the end of the band support arm 406 which is securedly positioned within the arm connector 408. The band connector 416, more particularly, includes a, lower arm 418 and an upper arm 420. A notched portion 422 is formed in a portion of the lower arm 418 and a notched portion 424 is formed in a portion of the upper arm 420, as shown more clearly in FIG. 12. Each notched portion 422 and 424 is sized to retainingly engage a portion of the band 398 and, more particularly, the notched portion 422 retainingly receives a portion of the band 398 generally. near an upper end 426 thereof, and the notched portion 424 retainingly engages a portion of the band 398 generally near a lower end 428 thereof.

As shown more clearly in FIG. 12, the lower arm 418 is angularly disposed with respect to the upper arm 420 in a side elevational view of the band connector 416,

or, in other words, in a vertical plane. The lower arm 418 is also angularly disposed with respect to the upper arm 420 in a top plan view or, in other words, in a horizontal plane of the band connector 416, as shown more clearly in FIG. 13. The lower arm 418 is thus disposed with respect to the upper arm 420 such that the distance between each notched portion 422 and 424 is greater than the distance between the upper end 426 and the lower end 428 of the band 398 in one position of the upper arm 420 and the lower arm 418, as shown in dashed-lines in FIG. 14, for receiving the band 398 therebetween. The notched portions 422 and 424 of the upper arm 420 and the lower arm 418 retainingly engaging the band 398 in one other position of the upper arm 420 and the lower arm 418, as shown in solid lines in FIG. 14.

Thus, the band support arm 406 can be quickly and easily rotated to a position wherein the lower arm 418 and the upper arm 420 are spaced a sufficient distance apart for the band 398 to be inserted therebetween, and the band support arm 406 can then be rotated to a position wherein the band connector 416 securedly and retaininglyengages the band 398 or, more particularly, to a position wherein a portion of the lower arm 418 formed by the notched portion 422 retainingly engages a portion of the band 398 and a portion of the upper arm 420 formed by the notched portion 424 therein retainingly engages a portion of the band 398. In this position, the band support arm 406 is secured within the arm connector 408 by turning the set screw 412 to retainingly engage an adjacent portion of the band support arm 406.

The band support arm 406 is thus constructed and connected to the arm connector 408 such that the band support arm 406 can be easily and quickly rotated to a position for receiving the band 398 between the lower arm 418 and the upper arm 420 thereof; and subsequently rotated to a position securedly locking the band 398 between the lower arm 418 and the upper arm 420. The elevation of the upper end 426 of the band 398can also be positioned in a quick and efficient manner by simply loosening the set screw 410 and moving the arm connector 408 vertically upwardly and vertically downwardly on the stake 402. The control line 226 constructed in a manner, as described above, can thus be assembled in an operating position and disassembled therefrom in a fast, secure, positive and efficient manner.

It should be particularly noted that the control line 226 and, particularly the band supports 400 provide a quick, secure and efficient manner for positioning a flexible, semi-rigid band 398 in a predetermined control position. It has been found, that constructing a control line utilizing the band 398 is particularly desirable when constructing a control line formed on a radius, since the band 398 provides a continuous control line which is more uniformly spaced from the predetermined survey line at each point generally along the control line 226. Thus, the control line 226, not only provides a control line which more uniformly corresponds to the predetermined survey line at each point therealong, but also provides a control line which can be quickly and easily constructed and disassembled,

thereby increasing the efficiency of the curb forming operation.

Shown in FIGS. 18 and 16 is a modified band connector 416a which can be secured on the band support arm 406, in a manner similar to that described before with respect to the band connector 416 of FIGS. 12, 13 and 14. As shown more clearly in FIG. 15, the band connector 416a has a recess 430 formed in one end thereof having an annular ridge 432 extending about a central portion thereof. The recess 430 is sized to receive the end of the rod 406, generally opposite the end of the 9 rod 406 secured in the arm connector 408, the annular ridge 432 being disposed in an annular recess formed about a portion of the rod 406 to provide the interconnection between the rod 406 and the band connector 416a.

The band connector 416 includes an upper arm 436 and a lower arm 438, each arm 436 and 438 having a curved portion 440 formed on the outermost end thereof. The upper arm 436 is spaced a distance from the lower arm 438, and further the band connector 416a is constructed such that the upper arm 436 can be further seperated a distance from the lower arm 438 to receive a portion of a modified band 398a therebetween, as shown in FIGS. 15 and 16.

The modified band 398a has a generally circular shape cross-section, as shwon more clearly in FIG. 15, having a connecting band 442 formed on one end thereof. The connecting band 442 also has a circular shaped cross-section, the diameter of the connecting band 442 being smaller than the diameter of the band 398a, in a preferred form.

In an assembled position, as shown in FIGS. 15 and 16, the connecting band 442 of the band 398a is disposed between the upper arm 236 and the lower arm 438 of the band connector 416a and, more particularly, retainingly engaged by the curved portions 440 of the upper arm 436 and the lower arm 438. In this position, the upper arm 436 and the lower arm 438 are secured in a retaining position wherein the curved portions 440 of the upper arm 436 and the lower arm 438 are clamped about the connecting band 422 via a retaining member 444 which extends through the upper arm 436 and the lower arm 438 and is secured in an assembled position by a nut 446 threadedly disposed on one end thereof.

It will be apparent from the foregoing, that the band connector 416a and the band 398a are each constructed such that the control line can be assembled and disassembled in a quick, positive and efficient manner, similar to the band connector 416 and the band 398, described before. The band connector 416a is also constructed to be removable and yet securedly connected to the rod 406, thereby facilitating the replacement thereof, and thus providing a construction which, in some instances, may be constructed in a more economical manner.

Shown in FIGS. 17 and 18 is yet another modified band connector 416b which is constructed to retainingly engage and positionably secure the band 398 in a predetermined position. The modified band connector 416b includes a U-shaped bracket 450 which is secured on the end of the band support arm 406, generally opposite the end of the band support arm 406 securedly connected to the arm connector 408.

The U-shaped bracket 450 defines an opening 452 which is sized to receive the band 398. A portion 454 on one end of the U-shaped bracket 450 is formed to retainingly engage a portion of the band 398 generally near the lower end 426 thereof, in an assembled position of the band 398 and the band connector 416b, as

shown in FIG. 17 and 18. A flange portion 456 is formed on another portion of the U-shaped bracket 450, the flange portion 456 being sized and disposed such that the band 398 can be snapped into the opening 452. The flange portion 456 retainingly engages a portion of the band 396, generally near the upper end 426 thereof, in an assembled of the band 396 and the band connector 416b, as shown in FIGS. 17 and 18.

The U-shaped bracket 450 of the band connector 416b is thus constructed such that the band 396 can be angularly disposed, and a portion thereof generally near the lower end 428 can be inserted within the opening 452 in a partially assembled position. In this position of the band 396, the band 396 can then be moved to an assembled position, as shown in FIGS. 17 and 18, by snapping a portion of the band 396 generally near the upper end 426 thereof past the flange 456 and into the opening 452 of the U-shaped bracket member 450. The modified band connector 416b thus retains most of the advantages of the band connector 416 and the band connector 416a, described before, and yet provides a construction which may be more economical in manufacture, in some instances.

OPERATION OF THE CURB SLIP FORM APPARATUS The curb slip form apparatus 10 is constructed for forming a predetermined, formed configuration of a concrete material or the like on the earths surface, generally along a predetermined survey line, in such a manner that the formed configuration is extruded from the form member 12 in an aligned position with the survey line at all points therealong. More particularly, the formed configuration extruded from the form member 12 is curb-shaped, and the curb slip form apparatus 10 is more particularly, constructed to extrude a curbshaped configuration, the curb-shaped configuration being diagrammatically shown in FIG. 11 and designated by the reference numeral 460, which is aligned with the predetermined survey line at all points therealong.

Diagrammatically shown in FIG. 11 are two survey lines 462 and 464, each survey line 462 and 464 beingdetermined via a previously performed survey of the earth's surface and in accordance with a particular job specification. More particularly, the survey lines 462 and 464, as shown in FIG. 1 1, indicate the surveyed position where the formed, curb-shaped configuration 460 is to be disposed, the curb-shaped configuration 460 being disposed between the two .survey lines 462 and 464. It should be particularly noted that the survey lines 462 and 464 have been shown in FIG. 11 merely for the purpose of clarity of description, and it is not necessary that both survey lines 462 and 464 be surveyed, since the width of the curb-shaped configuration 460 is predetermined via a particular job specification. It should also be noted that although the survey lines 462 and 464 have been diagrammatically shown in FIG. 11 as being aligned with the outer periphery and with the inner periphery, respectively, of the curbshaped configuration 460, it is not essential that the survey lines utilized in a particular application be so disposed, but rather that a reference survey line be determined.

The control line 226 is then constructed utilizing the band 398 or the band 398a, the band 398 being shown in FIG. 11. The band 398 is, more particularly, secured

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Referenced by
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US3915583 *Apr 2, 1973Oct 28, 1975Carl AparicioPaving machine slip form
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Classifications
U.S. Classification404/98
International ClassificationE02F3/84, E01C19/48, E02F3/76, B62D55/116
Cooperative ClassificationE02F3/841, E02F3/783, B62D55/116, E01C19/4893
European ClassificationE02F3/78B, E01C19/48H5, E02F3/84A, B62D55/116
Legal Events
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Jan 21, 1992ASAssignment
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Owner name: BANK OF AMERICA NATIONAL TRUST AND SAVINGS ASSOCIA
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Owner name: MANUFACTURERS HANOVER TRUST COMPANY
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