US1939007A - Adjustable concrete form - Google Patents

Description

Dec. 12, 1933. J. N, ZE 1,939,007

ADJUSTABLE CONCRETE FORM Filed Jan. 27, 1931 3 Sheets-Sheet l 5 1 Fig.7 86' L la "H mm 75 Jaim MEE'ZZ'ZM ADJUSTABLE CONCRETE FORM Filed Jan. 27, 1931 3 Sheets-Sheet 2 y H Y; I gnwnkoz ow n .n i o a /m if Eellzel .m 6'1 46/ i/ wwmm Dec. 12, 1933. J. N. HELTZEL 1,939,007

ADJUSTABLE CONCRETE FORM Filed Jan. 27, 1931 3 Sheets-Sheet 3 Fell'zel Patented Dec. 12 1933 ADJUSTABLE CONCRETE FORM John N. vHeltzel, Warren, Ohio Application January 27, 1931. Serial No. 511,591 15 Claims. (01. 25-118) The present invention relates to improvements in adjustable concrete forms, and more particularly relates to an improved adjustable form for use in the building of roads, curbs and the like. The present application is a continuation of so much of the subject matter as is common to my prior co-pending applications listed as follows:

Road forms, Serial No. 381,274, filed July 26th, 1929. 7

Methods and means for surfacing roads, Serial No. 456,556, filed May 28, 1930.

Road making machines, Serial N 0. 475,492, filed August 15th, 1930.

Road building apparatus, Serial No. 415,318, filed December 19th, 1929.

An object of the invention is to provide a form which is adjustable in height and constructed so that the weight ofmachinery operating on top of the forms will be supported in such a manner that its weight will be distributed equally on the base of the form which rests on the subsoil.

Another object of the invention is to provide an improved form so constructed and adjustable as to make it unnecessary to level off or grade the subsoil on which to seat the form; whereby considerable labor and time is saved by the use of my invention.

A further object of the invention is to provide an improved formso constructed and arranged that the lower rail may be seated on a regular subsoil or subgrade and staked to line; after which the top rail may be adjusted to. the required elevation with respect tothe bottom rail and without disturbing said bottom rail.

In practice, it has been found that when steel forms are positioned on the sub-base, the weight of the form itself is the onlypressure exerted on the surface of the roadway under the baseof the form; and the forms are, therefore, set to line and grade. 1

However, before the concrete'has been poured, the subgrade is saturated with water, which softens the subsoil under the base of the form.

This sinking or depressionv tained by this practice are rather unsatisfactory because the form has been disturbed from the soft subgrade so that the original bearing under the form has been entirely eliminated.

A still further object of the present invention is to provide a form with a base to rest on the sub-base of the roadway, with the finishing machine operating onthe forms, and the finishing machine wheels positioned on the top portion of the form in a neutral position over the base, so that the weight of the finishing machine is equally distributed over'the base, this construction and arrangement having the effect to minimize the depressing of the lower form or rail.

When the finishing machine has thus passed over the form, such form will depress more or less into the soft subgrade, which will bring the entire base surface of the form in more or less supporting contact with'the subgrade of the roadway, and in this way thoroughly seating the form. The base of the form will thus be in a position of maximum depression on the subgrade; and in this position, the top surface of the form is out of elevation, substantially equal'to the depression of the lower part of the form; Consequently, an uneven road surface would result.

Instead of relieving the'base of the form from the subgrade, as is customary by the old method, according to' the present invention, the lower rail of the formwill remain in its fixed position on the subgrade; and the top or secondary rail of the form, which is mounted over the lower form or rail, is raised to the desired elevation so that the screed of the finishing machine will have a true horizontal elevation or surface on which to operate, regardless of the position of the-lower form or rail. Y I

With the foregoing and other objects in view, the inventionwill-be more fully described hereinafter, and will be more particularly pointed out in the'claims appended hereto.

In'the drawings, wherein like symbols refer to like or corresponding parts throughout the several views.

Figure 1 is a perspective view of the improved form and one of the dowel rods and its supporting stake.

Figure 2 is adetail perspective view of one of the side forms for the surface portion of the roadway, and showing a guiding flanged wheel applied thereto Figure'B is'a fragmentary perspective view, with. parts shown in section, showing a modified form and the concrete lying adjacent thereto.

' Figure 4-is also a fragmentary perspective View form.

Figure 9 is a fragmentary perspective view,

taken on an enlarged scale, of a form of stake pocket employed. 7

Figure 10 is also a perspective view of a still further modified construction of form.

Figure 11 is a further modified construction of curb form with the curbing shown between the two forms.

Figure 12 is a perspective view of an improved adjustable curved form.

Figure 13 is a perspective view with parts shown in section of a further modification, and

Figure 14 is also a fragmentary perspective view showing the still further modified device.

Referring more particularly to Figure 1, which is Figure 1 of my application aforesaid Serial No. 381,274, the form rail 1 comprises theupright face wall 2, base 3, tread 4, and flange 5 depending from said tread, which parts constitute one section of the rail formed from a plate. The rail has another section, also formed from a plate, having the back wall 6 provided with a flange"? secured on the base 3, and a tread 8 having an upturned flange 9 overlapping and secured to the flange 5. V

The rail isiof box-shape, and is strong in construction. The'tread 4 defines, or is flush with, the surface of the finished road; and a screed 10,

strike-off, float, or other finishing tool or implement, may rest, or slide on, said tread, while the wheels 11 of the finishing machines, bridges and the like, may roll on the tread 8, as illustrated. V

Theform rail is thus provided with a stepped tread having a raised tread portion for the screed or other finishing tool, and having an outer tread portion at a lower level for the wheels of finishing machines, bridges and the like. I e V a A transversely bent sheet metal strip 12 is riveted, or otherwise secured to the faceor front wall 2 for producing a longitudinal groove in the corresponding side of the concrete slab.

The offset portion, such as produced by the strip 12, maybe integral with the railif desired. The offset portion 12 is provided at suitably spaced longitudinal points with longitudinal depressions or'grooves 13 at the ridge of said portion 12 to receive and support arms of angular orL- shaped dowel rods 14. One arm of each rod is thus seated in the depression or groove 13, while.

the other armprojects inwardly from the rail, and is supported by the stake l5 and driven into sub-base, and provided with an aperture 16 to I receive theterminal of the inwardly'extending arm of the dowel rod. The upper terminal of the.

stake isbent back, as at 1'7, to form a stop extending across the end of the rod 14'to prevent said rodfrom shifting out of the groove 13.

The dowel rods 14 are thus conveniently supported along the form rail, to be'enibedcled in the concrete slab for the purposes and objects described and illustrated in my aforesaid application Serial No. 381,274.

Referring more particularly to Figure 2, which corresponds to Figure '7 of my application Serial No. 456,556 aforesaid, there is disclosed a modified construction of road form or side rail, which is disposed along one side of the plastic slab 18 to hold the same in form while setting. As shown, the form comprises a lower road rail 19 having a relatively wide lower or base portion which extends outwardly and is adapted to seat on the sub-base to line and grade, and staked in position by the stakes 20, which extend outwardly through pockets 21, which are carried in diagonal brace plates 22, which extend between the outer upturned portions of the base plate and the upper down-turned edge of the rail 19. The lower rail 19 is'provided with a top rail 23, which is provided with a horizontal tread portion at its top, and a depending web portion 24 at its inner edge adapted to lap against the inner side of the rail 19 and slide thereon for vertically adjusting the top rail 23.

A desired number of vertical supports in the form of posts 25 are disposed vertically through the top and bottom flanges of the lower rail 19, and project downwardly into the sub-base of the roadway. The upper ends of the posts 25 project beyond the top of the rail 19 and are adapted to engage beneath the tread portion of the upper rail 23 to support the same in elevated position. Each post 25 is provided with a vertical slot 26, which is arranged to extend above and below the upper portion of the rail 19, and which is adapted to receive therethrough a wedge-shaped key 27, which rests at its lower edge upon the upper surface portion of the lower rail 19, and which is adapted, at itsv upper edge, to engage the upper end of the slot 26 so as to support the posts 25 at the desiredelevation, and to thus support the top rail 23 at the desired height.

It is the practice of some hig'hw'ay departments to require the'building ofwhat is called a lip curb 233, which is built longitudinally along the edges of the road slab l8 and built integrally therewith.

Therefore, immediately after the surface of the slab 18 has been screeded and surfaced level with the top surface of rail 23 and after the finishing machine and other finishing implements have-advanced forward, the top rail 23 is elevated or blocked up to a higher elevationequal to the height of the lip curb desired as shown at 23A'by the member 23C, which rests on the base of theroad rail 19 and has member 23D, which engages the upper flange of the road rail 19 and projects upwardly so that the upper engaging member 23E engages under the elevated rail 23A to support the rail to the proper elevation, after which the plastic concrete is deposited and the lip curb 23B constructed.

The upper portion of the top rail 23 is of suitable width to hold and guide thereon the carriage wheel 28, which is mounted on the shaft 29 of the frame'or carriage of a finishing machine.

Referring more particularly to Figure 3, which corresponds to Figure 4 of my aforesaid application Serial No. 475,492, provision must be made to support the heavy machine which rolls on the side forms. For this purpose, I provide a specially designed form illustrated in Figure 3, where the top tread 30 of the form is located centrally above the base flange 31 of said form. This provides for anequalclistribution of the load on the form. A stake pocket 32 is provided for the stake 33,

which is driven into the. subgrade or ground. Thei'orm is provided on its inner surface witha longitudinal rib 34, which producesa longitudinal: groove along the edge of the concrete, which concrete is indicated at sothat,when'additional slabs are constructed adjacent to the edge oftheconcrete, the same will have interlocking engage-- ment. J

In Figure 4, I have shown a modifiedtypeof. side form, corresponding to Figure 5.0f my co.-

pending application Serial No. 475,492,-iniwhich v a bottom form member is providedhaving a wide base 36. The tread portion 37 is wide sox-as topermit the wheels 38 having a single flange 390i; the subgrader or other equipment to roll.on the structure.

The extreme weight of the subgrader, finish-- ing machine or the like rolling on the tread portion 37 of this bottom form member, willtend to depress the same, and consequently I provide an adjustable rail member 40 carrying a bead 41 adapted to form a groove in the concrete slab 42. The adjustable rail member :40 carries a de-- pending bolt 43 .threaded'to receive sleeve-443 I The sleeve 44 also threadedly engages a thread-' ed bolt 45 carried by the lower form member. 36. 'The bolts 43 and 45 and-the sleeve-44 constitute in effect a turn buckle, the sleeve'44 hav-- ing openings 46 to receive a wrench or otherappropriate implement, indicated in dotted lines at 47, through which instrument,-the sleeve-=46 may be rotated to cause separation-or drawing together of the bolts 43 and 45 and the consequent elevation orlowering of the top rail- 40, the member 45A is secured to 36. v When the bottom rail 36 is depressed, the turn-= buckle or jack 46 may be turned, whichtends to raise the top tread 40 to the proper eleva"-' tionwhereby to compensate for the depression of the sub-rail 36. It will'be understood that this type of form will be used where excessive weights are carried on the structure. The screed member 48 operates on the top tread 40 of the adjustable form, which is adjusted to proper elevation to define the screed line without dis turbing the base form 36, the rail may be adjusted to build roads 8." to 12" in'thickness.

Referring more particularly to Figure 5, which corresponds to Figure 9 of my co-pending:application Serial No.475,492, a lower form member or section is indicated at 49 having a wide base 50 for resting upon the ground,-.as indicated, and formed with a strengthening" and. reinforcing flange 51. The tread portion of the'form is represented at 52 having a down-turned reinforcing flange 53 at its free edge. At 54 is rep-- resented the vertical wall of the top adjustable: rail having the tread portion 55 and the depending flange 56. This top rail member is adjust.- able with respect to the lower form section 49. and for this purpose, the top rail carries the. yoke bars 57 and 58, which may advantageously be formed in one piece of metalbent into sub-, stantially U-shape, with the upper connecting portion secured to, the under side of ,the railtread 55, as indicated at 59.v 5

The bars 57 and 58 extend down through a, slot 60 made in the tread 52 of the lower form member 49. Neartheir lower ends, the bars 57 and 58 carry a cross pin 61 extending through a diagonal slot 62 in a slide 63 which may be ofangle iron or other construction guided by the guide member 64 secured upon the base 50 of the lower form member, and havinga lug; 6 5, projecting outwardly to receive blows from a hammer or other-instrument for the purpose of advancing the slide in the one or otherdirection.

The diagonal or wedge slot 62, engaging the.

the slide 63 is driven. The top rail is also adjustable laterally, the bars 57 and 58 having a free'lateral play. in the relatively wide slot 60.. Between the bars 57 and 58, just above the tread 52, projects a rod 66 having large, flat head plates 67 on opposite ends thereof, each plate being provided with a diagonal slot 68 engaged by apin 69 projecting up from the tread surface 52. By driving the bar 66 in one orthe be. used .as a finishing or surfacing member and for installing transverse joints. The screed may be reciprocated as usual, and such reciprocation during the lowering of the blade 72 will enable the blade to Work down into the concrete with a .sawing action 1It. will be noted that the transverse installing blade 72 may be lowered down through the slotted screedmember 70 to a distance above the subgrade, so that the blade 72 may be used to strikeofi the lower course of concrete 75. After the bottom course has been struckoif to the height desired, the joint member 72is raised out of contact with .the'lower course of concrete, and the machine to which the screed and joint memher are attached is backed up, permitting the reinforcing steel 76 to be deposited on the top surface of the lower course 75, after which the top course of the concrete is then applied, and thetop course is then struck off or screeded by using .the'transverse screed member 70. It will be understood that when the screed member 70 is in operation 'for screeding purposes the joint blade 72 is disengaged from the slot'71 and raised to a point more or less above the bottom surface of the screed member 70.

The side form rail on which the screed 70 rests has an inner raised tread portion 77 on which the screed rests, and has an outer tread portion78 at a lower level, on which thefinishing machine wheels 79 travel, and rollers 80 supported from'the carriage may bear against base forms or rails 84 are positioned by thestakes' 85. The adjustable top rails are indicated at 86 and such top rails are shown in a depressed position below the grade line '87. At the right part of the'figure, however, the top adjustable rails 86a are shown as having been raised, or adjusted to the proper elevation with their tread surfaces coinciding with the grade. 1ine87. I

Referring more particularly to Figure 8, this adjustable type of form 'is represented as applied to the constructuion of curbs and similar work, in which 88'represents the subgrade and 89 represents the bottom rail having the base 90 which may rest on the subgrade 88. The steel or other stakes are represented at 91 and theyv pass through stake pockets 92, which are equipped with wedges 93 to clamp the stakes; as more fully described in connection with Figure 9.

The top rails 94 overlap thebottom rails 89, although it is understood that. the bottom rail may ioverlap the-top rail if it is desired to construct the form in this manner. Itis more desirable, however, in practice to overlap the top rail as shown. .Inorder to hold thevertical' webs of the two rails in close contact lugs95 are provided at the ends of one of the rails and slidingly embrace the webs of the companion rails.

- In addition vertical series of .holes 96 are provided in the web of one of the rails in alinernent with a. slot 97 in the web of the other rail. A-

bolt 98 is insertable through the registering holes 96 and slot 9'7; The slots 97 will permit free movement of the rails in a vertical direction andposition; The top rail is providedwith slots 99 to accommodate division plates 100, which holdthe side rails in spaced relation, and'at the same time produce a separationzin the concrete for dividing the concrete into units as may be desired.

Figure 9 shows a portion of the vertical web 89 of the lower rail to which'is attached the stake pocket 92 for'the stake 91. This stake pocket consists of the U.-shaped member having top and bottom webs 101 and ,102,-openings'l03' being made through these members or. webs 101 and 102for the freepassage of the; stake 91.. The wedges 93 pass through the socket portion of the stake pocket and act to clamp the stake 91, which is in" double shear in the pocket. The stake pocket is riveted or otherwisesecured to the web 89 of the rail; I

Figure 10 represents a modification of the adjustable form, which comprise's the' bottom rail 103,: which is'overlapped by the top rail 104. There is an end connection 105 which is secured to the top rails 104 for connecting the rails toather. 1

Rivets or other appropriate fastenings 106 are shown as passing through theflange 107 of the top rail 104 and through the connecting member 105. The end connection 108 of the bottom rail 103 is secured to the bottom rail by rivets or other suitable means 109. V l

The. bottom rail 103 carries an outstanding stake pocket 110, which is securely riveted or otherwise fastened to'the'bottom rail 103, as by the rivets or other suitable means 111. A' stake opening, 112 is also provided'i'n the plate or pocket member 110. There is another lateral portion or platepocket 113 projecting laterally from the connecting "member 108 having the stake opening 114. The stake 115 is adapted to pass through the openings 112 and 114 and the wedge 116, which seats in the socket 117 of the plate 113 actsfto clamp the stake to the plates 110 and. 113. The depending web portion 118 of the end connection has a slotted rivet or bolt 119 or other slotted means pro-' jectinglaterally from it.-'-This pin or bolt 119 .119 to securethe top and bottom rails together. The slot 120 is of such dimension as to permit the-top rail 104 to be adjusted vertically with relation to the bottom rail. The portions 105, 108,

110 and 113 comprise an integral structure, as a connecting end for abutting ends of rails, as well as providing an integral staking means with associated adiusting means for adjusting the top rails vertically with respect to the lower rails; and also providing a means for adjusting both rails as a unitonth'e stake member.

The front end of the form is adjusted to a high or wide position or proportions; whereas the rear .end of the form, as shown in FigurelO, isshown as diminishing in height to a more contracted condition, thereby producing a rail which is narrow at one end and wide or high at its opposite end. r

A plurality of staking means may be provided as shown to the rear of this Figure 10. Here, 122 represents a yoke or U-shaped stake having a portion 123 entering the pockets in the -members 124 and-125. The stake 122 is also provided with another prong or portion 126 substantially parallel with the portion 123 and pointed at its end to be driven into the subgrade to support the forms. It will be understood that this U-shaped staking member may swing radially from the portions 124 and 125 so as to accommodate itself to local conditions.

Figure 11 represents another modification of the form, wherein 127 represents the subgrade, whichis elevatedwith respect to the concrete structure 128 and the back rail 129. It is desirable to carry the treads of the'upper. rails or forms 13.0 in the same plane. The top rail 130 is provided with a slotted member 131 which projects through the slot 132 in the vertical member orplate 133. This latter member 133 is securely fastened tothe bottom form as indicated at 134.

The plate 133 has outstanding portions .135 and 136 in which stake openings 137 and 138 are made whereby to receive the stake 139 V which is driven in the subgrade 127 for supporting the form., A wedge 140 is driven through the slotted pin or member 131 and operates against the end of the slot in the member 131 and against the plate 133 whereby to bind the upper and lower rails of the form into adjusted position. I

A lateral staking member 141 is connected to the stake 139, preferably near its upper end andfore part of the form is shown as collapsed to a substantial extent and expanded relatively'at its rear end to which there is another adjustable appliance secured. By these appliances the upper rails 130 having the treads may be brought to proper 'alinement with the grade line while the lower rails are undisturbed and occupy the depressed positions to which they are forced by the heavy weight of the machinery and the irregular line and resistance of the subgrade.

Referring to Figure '12, this figure shows a lowe'r'base rail 143 adapted to rest upon the sub grade and the upper tread rail 144 which is a'djustably associated' with the lower rail 143. The point to be brought out in this figure is that'the rails represent curved sections of forms, which may' be adjustably supported by any of thevarious adjusting'means heretofore shown and described. 1 V v Figure 13 represents a modified means of supporting a transverse dowel'rod in combination with a side form 145,-'which consists of clamping a semi-circular tubular memb'er146against the inside face of "the form by the spring 'clamp member 147. The opposite end of thedowel rod 148 is projected into thesemi-cireulartubular member, and with'the opposite: end ot the dowel rod supported on the subgrade otthe roadway, the concrete is poured; the clamping member 147 is then removed to permit the finishing machine and other finishing implements to pass over the work. After the road has been completed, the side forms 145 are removed, which will expose the tubular member 146, which is then withdrawn from the edge of the slab by straightening out the dowel bar in the position as shown at 146A. The tubular-member is then stripped from the dowel rod and used over and over again. This operation will produce the required groove along the edge ofthe road slab so that when adjacent slabs are constructed it will form an interlocking engagement between the slabs. It will be understood that all of the implements described are used over and over again with the exception of the dowel rods, which remain embedded in the concrete.

The holder member 14''! engages the tubular member 146 and has a bottom portion 200 which projects under the base of the rail 145 so that the weight of the rail will rest on the part 200.

Referring to Figure 14, a dowel bar 201 is shown as applied to a deformed side rail composed of the base 202 and the tread 203 with the side web 204 so constructed that it will form a rib or bead in the concrete 205. The dowel bar 201 projects through an opening 206 in the rail web 204.

What is claimed is:-

1. A concrete form comprising a lower rail having a wide tread portion and an upper rail adjustable with respect thereto and having a tread portion in stepped relation to the tread portion of the lower rail.

2. A concrete form comprising a lower rail having a wide base and a relatively wide tread, an upper rail having a bead at its side portion and a narrow tread overlying a part only of the tread of the lower rail, and means to support the upper rail for relative vertical movement with respect to the lower rail.

3. An improved concrete form comprising a lower form section having a slot therein and a guide, an upper relatively movable top rail, spaced bars carried by the top rail and projecting down through the slot in the lower form section, a pincarried across said bars, a slide movable in said guide and having a wedge slot engaging said pin, a rod extending between said bars and'carried by the lower form section, and means for moving said'rod transversely when shifted longitudinally.

4. A road form having a base, an inner vertical web, a tread portion over the web to support wheels of a finishing machine, and a tread portion over the web to support a surfacing member, defining the screeding elevation.

5. A road form comprising a base to seat on the subgrade, an inner vertical web to define the side of the concrete roadway, a tread portion over the inner Web to support screeding members to define the screeding elevation of the plastic concrete, and a second tread over the web.

6. A road form, comprising a base to rest on subgrade of a road under construction, an inner ing machine at an elevation lower vertical web, an inner tread portion over the inner web to define the screeding elevation of the concrete, and asecond tread constructed integral with the inner web to support wheels'of a finishthan that of the inner tread. i V

'7. A road'form, comprising a base portion to seat on the subgrade of aroad under construction, a vertical web portion, a tread portion constructed-integral with. the web; a second tread portion located over the first named tread portion, and means for varying the elevation of the second tread portion with respect to the first tread portion.

8. A road form, comprising a lower road form rail to be seated on the subgrade of a road under construction, means for staking the rail tothe grade, a second rail to be supported by the first rail to an elevation higher than said first rail, and means for adjusting the elevation of said second rail.

9. The method of forming the marginal edges of concrete structures, consisting of positioning on the subgrade a combination form, comprising lower and upper rails, pouring and finishing the concrete, and thereafter adjusting the upper rails to a higher elevation to define the top elevation and marginal edges of additional concrete structure to be constructed integral with and over the lower structure.

10. A road form having a base to seat on the subgrade to define the marginal edges of the structure, a vertical web portion constructed integral with the base, a wide tread portion constructed integral with the web to support wheels of a finishing machine, a companion form supported by the first described form and having a depending web to overlap the web of the first de-' scribed form, a narrow tread constructed integral with the web, said tread overlapping the wide tread of the'first described form, and means for adjusting the companion form to define the screeding elevation independent of the elevation of the tread of the first described form.

11. An adjustable road form comprising a lower form having a comparatively wide base to seat on the subgrade of a road under construction, said form having a web portion, and a wide tread portion to support wheels of a finishing machine, means for securing the form to the subgrade, a companion form supported by the lower form, the latter form having a depending web to overlap the lower form, and a tread to support the screed of a finishing machine to define the screeding elevation of the concrete in- 1.

dependent of the elevation of the lower form, and means for adjusting the elevation of the companion form.

12. A road form variable in height comprising a bottom rail, a top rail, means for supporting the wheels of afinishing machine on the bottom rail, means for supporting a screed on the top rail to define the top elevation of a roadway, means supported by the bottom rail to support the top rail, and means for expanding and contracting the form.

13. An adjustable road form comprising a bottom form to seat on the subgrade, said form having a comparatively wide base, a vertical web and a comparatively wide tread, a top rail having a tread to partially overlap the tread of the bottom rail, said top rail having a depending web to overlap the web of the bottom rail, connecting means between the two rails, said means being capable of expanding or contracting the form,

construction, said rail having a base and a tread portion, a vertical web uniting said portions, and a top rail having 9, depending web in overlapping engagement with the first named web, a tread portion constructed integral with the last named web portion, a member supported by the bottom form to support the top form, and means for adjusting said member to vary the elevation of the top rail.

r JOHN N. HEL'IZEL.

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