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:
TECHNICAL FIELD 
       [0001]    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. 
       BACKGROUND OF THE INVENTION 
       [0002]    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. 
         [0003]    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. 
         [0004]    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. 
         [0005]    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. 
         [0006]    There is a need in the art for a method and device for protecting curbs from damage that is more streamline, efficient, and clean. 
       SUMMARY OF THE INVENTION 
       [0007]    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. 
     
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0008]      FIG. 1  is a perspective view of a curb cushion according to an embodiment of the invention; 
           [0009]      FIG. 2  is a perspective view of a pair of curb cushions of  FIG. 1  positioned for use to traverse a first obstacle; 
           [0010]      FIG. 3  is a perspective view of a pair of curb cushions of  FIG. 1  positioned for use to traverse a second obstacle; 
           [0011]      FIG. 4  is a side elevation view of the curb cushion of  FIG. 1  over a third obstacle; 
           [0012]      FIG. 5  is a side elevation view of the curb cushion of  FIG. 4  under a wheeled vehicle; 
           [0013]      FIG. 6  is a side elevation view of the curb cushion of  FIG. 4  under a tracked vehicle; and 
           [0014]      FIG. 7  is a side elevation view of a curb cushion of  FIG. 1  over a fourth obstacle and under a tracked vehicle. 
       
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
       [0015]    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 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 . Referring to  FIGS. 2 and 3 , 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 . 
         [0016]    Referring to  FIG. 2 , 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. Still referring to  FIG. 2 , the curb cushions  10  are shown parallel and spaced apart to align with the wheels or tracks of a vehicle (not shown). 
         [0017]    Referring to  FIG. 3 , four 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 . Like in  FIG. 2 , the curb cushions  10  are spaced apart and aligned to engage the tires or tracks of a vehicle (not shown). It should be appreciated that 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. 
         [0018]    Referring to  FIG. 4 , 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. 
         [0019]    Still referring to  FIG. 4 , 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 . According to the depicted embodiment, 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 . 
         [0020]    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 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 . In the depicted embodiment 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. For example, 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. 
         [0021]    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 . In the depicted embodiment, the curb cutouts  42  are parallel to each other and run across the width of the curb cushion  10 . In addition, in the depicted embodiment 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. 
         [0022]    Still referring to  FIG. 4 , 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 . In addition, 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. 
         [0023]    Referring to  FIG. 5 , 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 . By distributing the force  51  across the surface of the curb  30  more evenly, the curb is less likely to be damaged by the wheel  50  of the vehicle. In addition to preventing failure of the curb  30 , the curb cushion  10  acts as a ramp to facilitate the passing of the vehicle over the curb  30 . 
         [0024]    Referring to  FIG. 6 , 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). In the depicted embodiment 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 . Like in  FIG. 5 , 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. 
         [0025]    Referring to  FIG. 7 , the curb cushion  10  of  FIG. 1  is shown over a curb  70  that has a different surface profile as compared to curb  30 . However, like 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. The 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 . 
         [0026]    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 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). 
         [0027]    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 the curb 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 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. 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. 
         [0028]    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.