US20070294844A1 - Curb cushion - Google Patents
Curb cushion Download PDFInfo
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- US20070294844A1 US20070294844A1 US11/475,473 US47547306A US2007294844A1 US 20070294844 A1 US20070294844 A1 US 20070294844A1 US 47547306 A US47547306 A US 47547306A US 2007294844 A1 US2007294844 A1 US 2007294844A1
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- Prior art keywords
- curb
- cushion
- end portion
- cushion according
- over
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
- E01C11/00—Details of pavings
- E01C11/22—Gutters; Kerbs ; Surface drainage of streets, roads or like traffic areas
- E01C11/221—Kerbs or like edging members, e.g. flush kerbs, shoulder retaining means ; Joint members, connecting or load-transfer means specially for kerbs
- E01C11/222—Raised kerbs, e.g. for sidewalks ; Integrated or portable means for facilitating ascent or descent
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- E—FIXED CONSTRUCTIONS
- E04—BUILDING
- E04G—SCAFFOLDING; FORMS; SHUTTERING; BUILDING IMPLEMENTS OR AIDS, OR THEIR USE; HANDLING BUILDING MATERIALS ON THE SITE; REPAIRING, BREAKING-UP OR OTHER WORK ON EXISTING BUILDINGS
- E04G21/00—Preparing, conveying, or working-up building materials or building elements in situ; Other devices or measures for constructional work
- E04G21/24—Safety or protective measures preventing damage to building parts or finishing work during construction
- E04G21/30—Safety or protective measures preventing damage to building parts or finishing work during construction against mechanical damage or dirt, e.g. guard covers of stairs
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- E—FIXED CONSTRUCTIONS
- E04—BUILDING
- E04G—SCAFFOLDING; FORMS; SHUTTERING; BUILDING IMPLEMENTS OR AIDS, OR THEIR USE; HANDLING BUILDING MATERIALS ON THE SITE; REPAIRING, BREAKING-UP OR OTHER WORK ON EXISTING BUILDINGS
- E04G27/00—Temporary arrangements for giving access from one level to another for men or vehicles, e.g. steps, ramps
Definitions
- the disclosure relates to a device for protecting a surface from damage caused by wheels or tracks of motor vehicles and a method of manufacturing thereof. More particularly, the device includes a cushion that can be configured to protect a curb from damage.
- Curbs often crack or crumble due to the load applied to them via the wheels or tracks of the vehicles.
- Ramps have also been used to protect curbs.
- An exemplary ramp is disclosed in U.S. Pat. No. 5,836,028 (Petersen).
- the disclosed ramp comprises a rigid construction, which is typical with ramps. Because curb shapes and sizes vary, it is unlikely that any particular rigid ramp can be effectively used to protect different curbs.
- ramps are typically rigid, the forces ramps apply to the road surfaces can be concentrated rather than distributed, thereby causing them to perform poorly.
- ramps are designed to support the weight of a heavy vehicle, they are typically very heavy and difficult to transport and manipulate.
- the disclosure is directed to a device and method for transporting heavy construction equipment over two surfaces separated by an obstacle, such as a curb or a gutter.
- the device is a cushion that according to some embodiments is constructed of a deformable and resilient material.
- the cushion is positioned at least partially in the transition area between the road surface and the raised curb and over a portion of the upper surface of the curb.
- the curb cushion protects the curb and also functions as a ramp for facilitating the passing of vehicles over a curb.
- Given the functionality of the curb cushion it is particularly advantageous for use with heavy vehicles; however, it can be advantageously used with light vehicles such as passenger vehicles and light trucks.
- FIG. 1 is a perspective view of a curb cushion according to an embodiment of the invention
- FIG. 2 is a perspective view of a pair of curb cushions of FIG. 1 positioned for use to traverse a first obstacle;
- FIG. 3 is a perspective view of a pair of curb cushions of FIG. 1 positioned for use to traverse a second obstacle;
- FIG. 4 is a side elevation view of the curb cushion of FIG. 1 over a third obstacle
- FIG. 5 is a side elevation view of the curb cushion of FIG. 4 under a wheeled vehicle
- FIG. 6 is a side elevation view of the curb cushion of FIG. 4 under a tracked vehicle.
- FIG. 7 is a side elevation view of a curb cushion of FIG. 1 over a fourth obstacle and under a tracked vehicle.
- the cushion according to the invention is constructed to protect various structures from surface damage while heavy construction vehicles are traveling over them.
- the cushion is shown as curb cushion 10 that can be used to protect concrete curb and gutter structures located on most streets and parking lots.
- the curb cushion includes a top 11 , a bottom 13 , a first end portion 15 , and a second end portion 17 .
- the curb cushion 10 of FIG. 1 is shown used with other like curb cushions to protect a first obstacle 12 in FIG. 2 and a second obstacle 14 in FIG. 3 .
- the first obstacle 12 is shown as a set-up type curb 16 that is commonly found along residential streets.
- the curb includes a lower surface 18 that abuts the road surface (not shown), an upper surface 20 that abuts the lawn or sidewalk 22 , and a transition surface 24 that connects the upper surface 20 and lower surface 18 .
- Variations of such curb profiles are numerous including, for example, “B 6 ” Style curb (B 612 or B 618 ), “D” Style curbs (D 412 , D 418 , D 612 , D 618 ), or any surmountable curb styles.
- the word curb used herein is not intended to include or exclude any style of curb. It is used only to refer to the structure typically found adjacent the edges of a road surface.
- the curb cushions 10 are shown parallel and spaced apart to align with the wheels or tracks of a vehicle (not shown).
- curb cushions 10 are used to protect the second obstacle 14 .
- the curb cushions are position such that they protect the front corner 26 and rear corner 28 of the obstacle 14 .
- the curb cushions 10 are spaced apart and aligned to engage the tires or tracks of a vehicle (not shown).
- the curb cushion 10 may also be used in other applications, such as to provide a ramp and protection over footings and foundations of structures, or a ramp and protection over rigid pipes and sidewalks.
- the term curb cushion is used instead of simply cushion because protecting curbs is a common application of the cushion according to the present disclosure.
- the curb cushion 10 is shown over a third obstacle 30 .
- the third obstacle is a curb that includes a lower surface 32 , an upper surface 34 , and a transition surface 36 .
- the curb shown includes two major stress points 38 and 40 .
- the major stress points 38 and 40 of the depicted curb are located at an extreme edge of the back of the curb and the extreme edge of the front or face of the curb, respectfully. Due to the particular geometric configuration of the curb, it has a tendency to fail (e.g., chip, crack, and/or crumble) at the major stress points 38 and 40 when heavy vehicles (being wheeled or tracked) travel over the curb.
- the curb cushion 10 is shown in a static state (i.e., in a normal unloaded state).
- the first end portion 15 extends over the lower surface 32 of the curb and the second end portion 17 extends over the upper surface of the curb.
- the first and second end portions 15 and 17 include proximal and distal ends.
- the distal ends 19 and 21 of the first and second end portions 15 and 17 are coincident with the ends of the curb cushion 10 and the proximal ends of the first and second end portions 15 and 17 are where the first and second end portions 15 and 17 join together in the center of the cushion 10 .
- the major stress points 38 and 40 are covered by the curb cushion 10 .
- the first end portion 15 covers stress point 40 and the second end portion 17 covers stress point 38 .
- the first end portion 15 extends over the road surface by one or more inches.
- the bottom surfaces of the first and second end portions 15 and 17 are shown offset by between 4 to 10 inches.
- the top 11 includes a first ramped surface 23 that slopes up from the distal end of the first end portion 15 and a second ramped surface 25 that slopes up from the distal end of the second end portion 17 .
- a transition surface 27 connects the ramped surface over the proximal ends of the first and second end portions 15 and 17 .
- the distance D 1 between the bottom 13 and top 11 in the transition area in its normal state is between 2 to 12 inches. It should be appreciated that in alternative embodiments, many geometric constructions and dimensions are possible.
- the first end portion 15 may not extend over the road surface and the top 11 could, for example, instead include a single curved profile.
- the curb cushion 10 includes a plurality of cutouts 42 on its underside 13 .
- the cutouts 42 define a stability core 44 that is positioned between the first end 15 and second end 17 of the curb cushion 10 .
- the stability core 44 provides structural stability for the vehicle even when the curb cushion 10 is at its most deformed state, thereby keeping the vehicle elevated above the surface of the curb 30 at all times, minimizing any force concentration between the wheels or tracks of the vehicle and the surfaces of the curb 30 .
- the curb cutouts 42 are parallel to each other and run across the width of the curb cushion 10 .
- the cutouts 42 are angled in a direction away from the bottom surface of the first end portion 15 towards the top 11 and second end portion 17 of the curb cushion 10 . It should be appreciated that many other alternative cutout arrangements are also possible.
- a relief contour 46 is shown on the underside of the second end of the curb cushion.
- the relief contour 46 provides a locking feature that keeps the curb cushion 10 in position as the vehicle maneuvers over the curb 30 .
- the curb cutouts 42 also lessen weight, enable water to flow under the curb cushion 10 , and serve as handles for easy lifting and manually transporting the curb cushion.
- the cutouts 42 and relief contour 46 add flexibility to the curb cushion 10 and enable the curb cushion to predictably deform when loaded.
- the curb cushion 10 of FIG. 4 is shown in a dynamic state where a load is applied to the top 11 of the curb cushion 10 via a wheel 50 of a vehicle (not shown).
- the wheel applies a relatively concentrated force 51 downward into the curb cushion 10 towards the curb 30 .
- the curb cushion 10 deforms to fit the surface profile of the curb 30 and transmits the force 51 from the wheel 50 more evenly along the surface 36 of the curb 30 as shown by arrows 53 .
- the curb cushion 10 acts as a ramp to facilitate the passing of the vehicle over the curb 30 .
- the curb cushion of FIG. 4 is shown in a dynamic state where a load is applied to the top of the curb cushion 10 via the track 60 of a tracked vehicle such as a dozer (not shown).
- the downward force 61 applied from the track 60 is distributed across the top surface 11 of the curb cushion.
- the curb cushion deforms to the space between the track and the curb 30 and distributes the force 61 of the track 60 across the surface profile of the curb 30 shown by arrows 63 . If the curb cushion 10 was not positioned between the track 60 and the curb 30 , the track would apply a concentrated force at localized areas of the surface of the curb 30 , which would likely lead to failure of the curb surfaces 32 , 34 , 36 .
- the curb cushion 10 redistributes and evens out the force applied from the vehicle onto the curb 30 to help prevent curb 30 from failure.
- curb cushion 10 of FIG. 1 is shown over a curb 70 that has a different surface profile as compared to curb 30 .
- curb 70 includes major stress points 71 and 72 that are defined as locations on the curb that are most susceptible to failing.
- the curb cushion 10 extends over the major stress points 71 and 72 .
- the curb cushion 10 protects the curb by deforming and redistributing the force across the surface of the curb 70 .
- the cutouts 42 and relief contour 46 are constructed to enable the curb cushion to predictably deform and be adaptable for use on a wide range of different curb profiles.
- cutouts 42 and relief contour 46 also help keep the curb cushion 10 relatively stationary when the vehicle moves across the top 11 of the curb cushion 10 , as the curb cushion tends to deform when engaged by the track 60 or wheel 50 rather than slide away as would a more rigid object. It should be appreciated that though four cutouts 42 and one relief contour 46 are shown, an alternative embodiment of the curb cushion 10 may include any suitable number of cutouts 42 are relief contours 46 .
- the depicted embodiment is sized to work well with most curb structures which are between 16 to 32 inches in width C.
- the overall length L 2 of the curb cushion 10 is preferably between 36 to 48 inches long and most preferably 40 inches long.
- the width W is preferably between 12 to 24 inches wide and most preferably 18 inches wide (see FIG. 3 ).
- the height H is between 8 to 12 inches and most preferably 10 inches high. It should be appreciated that the curb cushion can be manufactured in other geometric orientations and sizes as appropriate for its intended application(s).
- the curb cushion 10 is molded out of a flexible material such as dense urethane foam, dense rubber product, or a combination of both.
- the curb cushion 10 can be constructed of other deformable materials or from a combination of materials, some being more deformable than others.
- the top 11 of the curb cushion 10 could be constructed of a harder plastic material that is adhered to the body portion of the curb cushion to protect the top 11 against abrasion.
- the curb cushion is constructed such that it is heavy enough to maintain position over the curb and gutter, yet light enough to be easily transported by an individual.
- the preferred design weight is 25 to 50 pounds per cushion.
Abstract
The cushion according to one embodiment is a deformable resilient apparatus with a surface for allowing various vehicles to transverse from a first surface to a second surface that are separated by an obstacle without damaging the obstacle. The cushion deforms to fit the space between the vehicle and the obstacle, thereby preventing concentration of stress on the obstacle. The cushion is constructed such that it does not slide out of place when engaged by tracks or wheels of a vehicle. The cushion is constructed to deform and distribute the force applied by the vehicle onto the object more uniformly.
Description
- The disclosure relates to a device for protecting a surface from damage caused by wheels or tracks of motor vehicles and a method of manufacturing thereof. More particularly, the device includes a cushion that can be configured to protect a curb from damage.
- It is routinely necessary for heavy vehicles such as dozers, excavators, and dump trucks to traverse raised cement edges along roads commonly referred to as curbs. Curbs often crack or crumble due to the load applied to them via the wheels or tracks of the vehicles.
- To protect the curbs, people sometimes cover the curb or fill the transition area between the streets and curb with wood, dirt, or other readily available materials such as tires. In other instances rigid ramps are used to transition between the road surface and the top surface of the curb. Covering the curb and filling in the transition area with available pieces of wood and other random materials yield inconsistent and unreliable results. Often the force from the tires and tracks of the vehicles is transmitted through such protective materials and the curb is nonetheless damaged. It is also common that the protective materials slide away from the curb area as the vehicles traverse the curb, thereby leaving the curb exposed and susceptible to damage.
- Protecting the curb by placing dirt over the curb and in the transition area can be effective. However, using dirt to protect the curb can be overly time-consuming, cumbersome, and messy. Protecting the curb with dirt requires that the operators excavate dirt, place it over the curb area, and remove the dirt after the vehicle has traversed over the curb.
- Ramps have also been used to protect curbs. An exemplary ramp is disclosed in U.S. Pat. No. 5,836,028 (Petersen). The disclosed ramp comprises a rigid construction, which is typical with ramps. Because curb shapes and sizes vary, it is unlikely that any particular rigid ramp can be effectively used to protect different curbs. In addition, since ramps are typically rigid, the forces ramps apply to the road surfaces can be concentrated rather than distributed, thereby causing them to perform poorly. Furthermore, since ramps are designed to support the weight of a heavy vehicle, they are typically very heavy and difficult to transport and manipulate.
- There is a need in the art for a method and device for protecting curbs from damage that is more streamline, efficient, and clean.
- The disclosure is directed to a device and method for transporting heavy construction equipment over two surfaces separated by an obstacle, such as a curb or a gutter. The device is a cushion that according to some embodiments is constructed of a deformable and resilient material. According to one embodiment, the cushion is positioned at least partially in the transition area between the road surface and the raised curb and over a portion of the upper surface of the curb. The curb cushion protects the curb and also functions as a ramp for facilitating the passing of vehicles over a curb. Given the functionality of the curb cushion it is particularly advantageous for use with heavy vehicles; however, it can be advantageously used with light vehicles such as passenger vehicles and light trucks.
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FIG. 1 is a perspective view of a curb cushion according to an embodiment of the invention; -
FIG. 2 is a perspective view of a pair of curb cushions ofFIG. 1 positioned for use to traverse a first obstacle; -
FIG. 3 is a perspective view of a pair of curb cushions ofFIG. 1 positioned for use to traverse a second obstacle; -
FIG. 4 is a side elevation view of the curb cushion ofFIG. 1 over a third obstacle; -
FIG. 5 is a side elevation view of the curb cushion ofFIG. 4 under a wheeled vehicle; -
FIG. 6 is a side elevation view of the curb cushion ofFIG. 4 under a tracked vehicle; and -
FIG. 7 is a side elevation view of a curb cushion ofFIG. 1 over a fourth obstacle and under a tracked vehicle. - The cushion according to the invention is constructed to protect various structures from surface damage while heavy construction vehicles are traveling over them. Referring to
FIG. 1 , the cushion is shown ascurb cushion 10 that can be used to protect concrete curb and gutter structures located on most streets and parking lots. The curb cushion includes atop 11, abottom 13, afirst end portion 15, and asecond end portion 17. Referring toFIGS. 2 and 3 , thecurb cushion 10 ofFIG. 1 is shown used with other like curb cushions to protect afirst obstacle 12 inFIG. 2 and asecond obstacle 14 inFIG. 3 . - Referring to
FIG. 2 , thefirst obstacle 12 is shown as a set-up type curb 16 that is commonly found along residential streets. The curb includes alower surface 18 that abuts the road surface (not shown), anupper surface 20 that abuts the lawn orsidewalk 22, and atransition surface 24 that connects theupper surface 20 andlower surface 18. Variations of such curb profiles are numerous including, for example, “B6” Style curb (B612 or B618), “D” Style curbs (D412, D418, D612, D618), or any surmountable curb styles. The word curb used herein is not intended to include or exclude any style of curb. It is used only to refer to the structure typically found adjacent the edges of a road surface. Still referring toFIG. 2 , thecurb cushions 10 are shown parallel and spaced apart to align with the wheels or tracks of a vehicle (not shown). - Referring to
FIG. 3 , fourcurb cushions 10 are used to protect thesecond obstacle 14. The curb cushions are position such that they protect thefront corner 26 andrear corner 28 of theobstacle 14. Like inFIG. 2 , thecurb cushions 10 are spaced apart and aligned to engage the tires or tracks of a vehicle (not shown). It should be appreciated that thecurb cushion 10 may also be used in other applications, such as to provide a ramp and protection over footings and foundations of structures, or a ramp and protection over rigid pipes and sidewalks. The term curb cushion is used instead of simply cushion because protecting curbs is a common application of the cushion according to the present disclosure. - Referring to
FIG. 4 , thecurb cushion 10 is shown over athird obstacle 30. The third obstacle is a curb that includes alower surface 32, anupper surface 34, and atransition surface 36. The curb shown includes twomajor stress points major stress points major stress points - Still referring to
FIG. 4 , thecurb cushion 10 is shown in a static state (i.e., in a normal unloaded state). Thefirst end portion 15 extends over thelower surface 32 of the curb and thesecond end portion 17 extends over the upper surface of the curb. The first andsecond end portions second end portions curb cushion 10 and the proximal ends of the first andsecond end portions second end portions cushion 10. According to the depicted embodiment, themajor stress points curb cushion 10. Thefirst end portion 15 coversstress point 40 and thesecond end portion 17 coversstress point 38. - In the depicted embodiment the
first end portion 15 extends over the road surface by one or more inches. The bottom surfaces of the first andsecond end portions surface 23 that slopes up from the distal end of thefirst end portion 15 and a second rampedsurface 25 that slopes up from the distal end of thesecond end portion 17. Atransition surface 27 connects the ramped surface over the proximal ends of the first andsecond end portions first end portion 15 may not extend over the road surface and the top 11 could, for example, instead include a single curved profile. - The
curb cushion 10 includes a plurality ofcutouts 42 on itsunderside 13. Thecutouts 42 define astability core 44 that is positioned between thefirst end 15 andsecond end 17 of thecurb cushion 10. Thestability core 44 provides structural stability for the vehicle even when thecurb cushion 10 is at its most deformed state, thereby keeping the vehicle elevated above the surface of thecurb 30 at all times, minimizing any force concentration between the wheels or tracks of the vehicle and the surfaces of thecurb 30. In the depicted embodiment, thecurb cutouts 42 are parallel to each other and run across the width of thecurb cushion 10. In addition, in the depicted embodiment thecutouts 42 are angled in a direction away from the bottom surface of thefirst end portion 15 towards the top 11 andsecond end portion 17 of thecurb cushion 10. It should be appreciated that many other alternative cutout arrangements are also possible. - Still referring to
FIG. 4 , arelief contour 46 is shown on the underside of the second end of the curb cushion. Therelief contour 46 provides a locking feature that keeps thecurb cushion 10 in position as the vehicle maneuvers over thecurb 30. In addition, thecurb cutouts 42 also lessen weight, enable water to flow under thecurb cushion 10, and serve as handles for easy lifting and manually transporting the curb cushion. Thecutouts 42 andrelief contour 46 add flexibility to thecurb cushion 10 and enable the curb cushion to predictably deform when loaded. - Referring to
FIG. 5 , thecurb cushion 10 ofFIG. 4 is shown in a dynamic state where a load is applied to the top 11 of thecurb cushion 10 via awheel 50 of a vehicle (not shown). The wheel applies a relativelyconcentrated force 51 downward into thecurb cushion 10 towards thecurb 30. Thecurb cushion 10 deforms to fit the surface profile of thecurb 30 and transmits theforce 51 from thewheel 50 more evenly along thesurface 36 of thecurb 30 as shown byarrows 53. By distributing theforce 51 across the surface of thecurb 30 more evenly, the curb is less likely to be damaged by thewheel 50 of the vehicle. In addition to preventing failure of thecurb 30, thecurb cushion 10 acts as a ramp to facilitate the passing of the vehicle over thecurb 30. - Referring to
FIG. 6 , the curb cushion ofFIG. 4 is shown in a dynamic state where a load is applied to the top of thecurb cushion 10 via thetrack 60 of a tracked vehicle such as a dozer (not shown). In the depicted embodiment thedownward force 61 applied from thetrack 60 is distributed across thetop surface 11 of the curb cushion. The curb cushion deforms to the space between the track and thecurb 30 and distributes theforce 61 of thetrack 60 across the surface profile of thecurb 30 shown byarrows 63. If thecurb cushion 10 was not positioned between thetrack 60 and thecurb 30, the track would apply a concentrated force at localized areas of the surface of thecurb 30, which would likely lead to failure of the curb surfaces 32, 34, 36. Like inFIG. 5 , thecurb cushion 10 redistributes and evens out the force applied from the vehicle onto thecurb 30 to help preventcurb 30 from failure. - Referring to
FIG. 7 , thecurb cushion 10 ofFIG. 1 is shown over acurb 70 that has a different surface profile as compared to curb 30. However, likecurb 30curb 70 includes major stress points 71 and 72 that are defined as locations on the curb that are most susceptible to failing. Thecurb cushion 10 extends over the major stress points 71 and 72. Thecurb cushion 10 protects the curb by deforming and redistributing the force across the surface of thecurb 70. Thecutouts 42 andrelief contour 46 are constructed to enable the curb cushion to predictably deform and be adaptable for use on a wide range of different curb profiles. Thecutouts 42 andrelief contour 46 also help keep thecurb cushion 10 relatively stationary when the vehicle moves across the top 11 of thecurb cushion 10, as the curb cushion tends to deform when engaged by thetrack 60 orwheel 50 rather than slide away as would a more rigid object. It should be appreciated that though fourcutouts 42 and onerelief contour 46 are shown, an alternative embodiment of thecurb cushion 10 may include any suitable number ofcutouts 42 arerelief contours 46. - Referring back to
FIG. 4 , the depicted embodiment is sized to work well with most curb structures which are between 16 to 32 inches in width C. To work with most curb and gutter structures the overall length L2 of thecurb cushion 10 is preferably between 36 to 48 inches long and most preferably 40 inches long. The width W is preferably between 12 to 24 inches wide and most preferably 18 inches wide (seeFIG. 3 ). The height H is between 8 to 12 inches and most preferably 10 inches high. It should be appreciated that the curb cushion can be manufactured in other geometric orientations and sizes as appropriate for its intended application(s). - In the depicted embodiment the
curb cushion 10 is molded out of a flexible material such as dense urethane foam, dense rubber product, or a combination of both. In alternative embodiments thecurb cushion 10 can be constructed of other deformable materials or from a combination of materials, some being more deformable than others. For example, in an alternative embodiment the top 11 of thecurb cushion 10 could be constructed of a harder plastic material that is adhered to the body portion of the curb cushion to protect the top 11 against abrasion. Preferably, the curb cushion is constructed such that it is heavy enough to maintain position over the curb and gutter, yet light enough to be easily transported by an individual. The preferred design weight is 25 to 50 pounds per cushion. - The above specification, examples, and data provide a complete description of the manufacture and use of the composition of the invention. Since many embodiments of the invention can be made without departing from the spirit and scope of the invention, the invention resides in the claims hereinafter appended.
Claims (20)
1. A curb cushion comprising:
a first end portion and a second end portion;
a top surface extending over the first end portion and the second end portion;
a bottom surface including a lower bottom surface extending under the first end portion and an upper bottom surface extending under the second end portion, the upper surface being offset from the lower surface in a direction towards the top surface; and
a deformable body portion extending between the top and bottom surfaces, the body portion being constructed of a resilient deformable material.
2. The curb cushion according to claim 1 , wherein the top and bottom surfaces are integrally molded together and constructed of the same material as the body portion.
3. The curb cushion according to claim 1 , wherein the lower bottom surface includes a plurality of spaced apart slots that extend toward the top surface.
4. The curb cushion according to claim 3 , wherein the slots extend across the entire width of the curb cushion.
5. The curb cushion according to claim 3 , wherein the slots are parallel to each other and perpendicular to the length of the curb cushion.
6. The curb cushion according to claim 5 , wherein the slots are angled extending in a direction towards the top surface and the second end portion.
7. The curb cushion according to claim 1 , wherein the top surface includes a first ramped portion that extends upward from the distal end of the first end portion towards the second end portion.
8. The curb cushion according to claim 7 , wherein the top surface includes a second ramped portion that extends upward from the distal end of the second end portion towards the first end portion.
9. The curb cushion according to claim 8 , wherein the top surface includes a transition surface that connects the first ramped portion to the second ramped portion, the transition surface disposed at an angle or arc relative to the first and second ramped portions.
10. The curb cushion according to claim 1 , wherein the body portion comprises a stabilization block that extends from the lower surface towards the top surface and is positioned adjacent the proximal end of the second end portion, wherein the stabilization block is constructed to deform to fit the geometric configuration of the space between the track or wheel of a vehicle and an exterior surface of a curb.
11. The curb cushion according to claim 1 , wherein the upper bottom surface and lower bottom surface are generally parallel and offset between 4 to 10 inches.
12. The curb cushion according to claim 1 , wherein the thickness of the body portion between the transition surface and the upper bottom surface is between 3 to 12 inches.
13. The curb cushion according to claim 1 , wherein the upper bottom surface is constructed to extend over a raised portion of a curb and the lower bottom surface is constructed to extend over a portion of the curb that abuts the road surface as well as a portion of the road surface.
14. The curb cushion according to claim 1 , wherein the upper and lower bottom surfaces include relief contours configured for holding the body portion stationary when the top surface is engaged by vehicles.
15. A method of manufacturing a curb cushion comprising the steps of:
filling a mold with a resilient polymeric material;
curing the polymeric material to form a curb cushion therein; and
removing the curb cushion from the mold.
16. The method of claim 15 , wherein the material is polyurethane foam resin.
17. The method of claim 15 , wherein a plurality of parallel slots extending across the width of the curb cushion are molded into a bottom surface of the curb cushion.
18. A method of protecting obstacles on the ground from damage resulting from the wheels and tracks of heavy machinery, the method comprising the steps of:
covering edges of the obstacle with a deformable cushion; and
aligning the cushion with tracks or wheels of a vehicle.
19. The method of claim 18 , wherein the step of covering the edges of the obstacle includes identifying the back and front edges of a curb, the front edge being adjacent to the road and the back edge being opposite the front edge; and
placing an upper bottom surface of a curb cushion over the back edge and a lower bottom surface of the curb cushion over the front edge.
20. The method of claim 18 , further comprising the step of positioning the curb cushion over a curb such that it overlaps the surface on either side of the curb by at least 2 inches.
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
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US11/475,473 US20070294844A1 (en) | 2006-06-27 | 2006-06-27 | Curb cushion |
PCT/US2007/014084 WO2008002404A2 (en) | 2006-06-27 | 2007-06-14 | Curb cushion |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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US11/475,473 US20070294844A1 (en) | 2006-06-27 | 2006-06-27 | Curb cushion |
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US20070294844A1 true US20070294844A1 (en) | 2007-12-27 |
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US11/475,473 Abandoned US20070294844A1 (en) | 2006-06-27 | 2006-06-27 | Curb cushion |
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WO (1) | WO2008002404A2 (en) |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
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US20070119002A1 (en) * | 2005-11-22 | 2007-05-31 | Baranoff Sergei C | Protection system for surfaces of infrastructure improvements in a construction environment |
ES2526263A1 (en) * | 2013-07-03 | 2015-01-08 | Eduardo GÓMEZ BRAVO | Element of passage for access to dirt roads or asphalt from paved roads (Machine-translation by Google Translate, not legally binding) |
US9021643B2 (en) * | 2011-11-30 | 2015-05-05 | Roger Anthony Purdon | Curb ramp |
US20200217021A1 (en) * | 2019-01-07 | 2020-07-09 | Phillip Wayne Divine | Lane construction safety system |
US11359345B2 (en) * | 2020-05-07 | 2022-06-14 | Hercules Eco, LLC | Sediment control system |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
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GB2540738A (en) * | 2015-07-13 | 2017-02-01 | Oxford Plastic Sys Ltd | Kerb ramp |
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US6675422B1 (en) * | 2002-11-05 | 2004-01-13 | Christopher D. Kuykendall | Ramp for traversing inclined curb |
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US20060106793A1 (en) * | 2003-12-29 | 2006-05-18 | Ping Liang | Internet and computer information retrieval and mining with intelligent conceptual filtering, visualization and automation |
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GB8823037D0 (en) * | 1988-09-30 | 1988-11-09 | Wenman F D E | Pavement ramp |
WO1994005878A1 (en) * | 1992-08-27 | 1994-03-17 | Designatech Services Pty. Ltd. | Transportable ramp |
DE20012041U1 (en) * | 2000-07-11 | 2000-12-28 | Hein Reiner Rudolf | Flexible curb ascending aid with water drainage profile for vehicles of all kinds |
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2006
- 2006-06-27 US US11/475,473 patent/US20070294844A1/en not_active Abandoned
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US1658444A (en) * | 1926-11-17 | 1928-02-07 | King Oliver Joseph | Railway crossing |
US2436467A (en) * | 1946-08-27 | 1948-02-24 | Patents Inc | Vehicle ramp |
US2594425A (en) * | 1948-01-30 | 1952-04-29 | Greenberg Hymen | Removable runway |
US4368553A (en) * | 1981-04-03 | 1983-01-18 | Perry H Dwaine | Portable ramp |
US5308188A (en) * | 1991-06-04 | 1994-05-03 | Shaftner Timothy K | Ramp for temporarily elevated utility access hole |
USD346256S (en) * | 1993-04-08 | 1994-04-19 | Thomas Iii Clyde E | Access ramp for handicapped persons |
US5673517A (en) * | 1995-07-18 | 1997-10-07 | Stanclift; James R. | Modular threshold system |
US5836028A (en) * | 1996-09-30 | 1998-11-17 | Petersen; Gunner | Curb-crossing apparatus |
US6067681A (en) * | 1997-11-19 | 2000-05-30 | Kuiken N.V. | Hose bridge |
US6044511A (en) * | 1998-07-17 | 2000-04-04 | Frost; Lois A. | Curb ramp |
US6309137B1 (en) * | 1999-06-09 | 2001-10-30 | Robert Hirsch | Portable speed bump for traffic regulation |
US6556983B1 (en) * | 2000-01-12 | 2003-04-29 | Microsoft Corporation | Methods and apparatus for finding semantic information, such as usage logs, similar to a query using a pattern lattice data space |
US6675422B1 (en) * | 2002-11-05 | 2004-01-13 | Christopher D. Kuykendall | Ramp for traversing inclined curb |
US6708361B1 (en) * | 2003-03-17 | 2004-03-23 | William P. Emerson, Jr. | Container ramp |
US6745422B1 (en) * | 2003-03-17 | 2004-06-08 | William P. Emerson, Jr. | Container ramp |
US20060106793A1 (en) * | 2003-12-29 | 2006-05-18 | Ping Liang | Internet and computer information retrieval and mining with intelligent conceptual filtering, visualization and automation |
US20050210024A1 (en) * | 2004-03-22 | 2005-09-22 | Microsoft Corporation | Search system using user behavior data |
US20070119002A1 (en) * | 2005-11-22 | 2007-05-31 | Baranoff Sergei C | Protection system for surfaces of infrastructure improvements in a construction environment |
Cited By (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20070119002A1 (en) * | 2005-11-22 | 2007-05-31 | Baranoff Sergei C | Protection system for surfaces of infrastructure improvements in a construction environment |
US7594778B2 (en) | 2005-11-22 | 2009-09-29 | Sergei Baranoff | Method for protecting surfaces of infrastructure improvements in a construction environment |
US20090317189A1 (en) * | 2005-11-22 | 2009-12-24 | Baranoff Sergei C | Protection system for surfaces of infrastructure improvements in a construction environment |
US9021643B2 (en) * | 2011-11-30 | 2015-05-05 | Roger Anthony Purdon | Curb ramp |
ES2526263A1 (en) * | 2013-07-03 | 2015-01-08 | Eduardo GÓMEZ BRAVO | Element of passage for access to dirt roads or asphalt from paved roads (Machine-translation by Google Translate, not legally binding) |
US20200217021A1 (en) * | 2019-01-07 | 2020-07-09 | Phillip Wayne Divine | Lane construction safety system |
US10711408B1 (en) * | 2019-01-07 | 2020-07-14 | Phillip Wayne Divine | Lane construction safety system |
US11359345B2 (en) * | 2020-05-07 | 2022-06-14 | Hercules Eco, LLC | Sediment control system |
Also Published As
Publication number | Publication date |
---|---|
WO2008002404A2 (en) | 2008-01-03 |
WO2008002404A3 (en) | 2008-03-20 |
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Legal Events
Date | Code | Title | Description |
---|---|---|---|
STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION |