US2012784A

US2012784A - Road finishing machine

Info

Publication number: US2012784A
Application number: US649850A
Authority: US
Inventors: Harry H Barber
Original assignee: Barber Greene Co
Current assignee: Barber Greene Co
Priority date: 1933-01-03
Filing date: 1933-01-03
Publication date: 1935-08-27
Anticipated expiration: 1952-08-27

Description

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j. v 0%/ ahh. www .NN Nw Mm, vm v x Aug. 27, 1935. H. H. BARBER ROAD FINISHING MACHINEy Filed Jan. 3, 19:53

Aug. 27, 1935.. HH. BARBER- ROAD FINI'SHING MACHINE Filed Jan. 3, 19355` 10 Sheets-Sheet 2 Aug. 27, 1935.

H. H. BARBER ROAD FINISHING MACHINE Filed Jan. s, 1953 1o sheets-sheet 5 Aug. 27, 1935. H. H. BARBER I ROAD FINISHING MACHINE Filed Jan. 3, 1933 1Q Sheets-Sheet 4 Aug. 27, 1935. H. BARBER ROAD FINISHING MACHINE Filed Jan. 3, 19:53 1o sheets-sheet 5 I l l l III llIlAllllll l z/Eg' UF Aug. 27, 1935. H. H. BARBER ROAD FINISHING MACHINE l0 Sheets-Sheet 6 Filed Jan. 3, 1933 mbNu QT g5.

l- L HfBulBER-- 2,012,784 A'RoAD FINIsHING MACHINE Aug, 27, 1935. A

Filed Jan. s, 1933' 1o sheets-sheet 7 175.27 DI* [far/yg .Barber Aug- 27, 1935.' H. H. BARBER V2,012,784

RQAD FINISHING MACHINE I Filed Jan. 5,1933 1o sheets-sheet 8 26,@ I *1 T -ZQ-ZZ 'bg-MMM QU- g5;

Aug. 27, 1935. H. H. BARBER ROAD FINISHING MACHINE Filed Jan. 3, 193s 1o sheets-sheet 9` H. H. BARBER- ROAD FINIQSHING MACHINE-- Aug. 21,1935.-

Filed Jan.- s,- ,lsss 1o 'sheets-sneer 11o..v

, Patented Agg'. 21, 193s e 2,012.1 non Fmlsnmo. MACHINE Harry H. Barber, Aurora, Ill., signor to Barber mail: Company, Aurora, lll., a corporation of Application January s, 193s, sername; 049,850

1s claims. (ci. 94-45) This invention relates to a road nnisiung machine primarily designed as a unit for trailing relation with one or more units, but which may.

be independently used as a finishing machine.

It is an object of this invention to provide such a finishing machine or unit which will spread the 1 aggregate consisting of sand, gravel, slag `or the like sprayed with a binding agent, evenly over the road bed, tamp the same and smooth the same. T

In order to obtain a uniform depth of pavement, e. novel control has been provided'for the 'aggregate spreading mechanism. To obtain the desired depth of pavement, the frame for supporting the tampers and finishing screed has been made vertically adjustable and to even up a transversely inclined road bed, the frame is laterally adjustable. This frame is further so supported that it Will travel practically unaffected by the uneven or rough condition of the roadway thereby preventing an uneven pavement.

In addition to the features pointed out in the foregoing paragraph, other novel and advantageous features will be pointed out as the description proceeds.

The inventioncomprises the lnovel structure and combinations of parts hereinafter described and more particularly-pointed out and defined in the appended claims.

In the accompanying drawings which illustrate a preferred form of this invention and in which similar reference numerals refer to similar features in the different views:

Figure 1 is a side elevational view of a road finishing unit involving this invention,

Figure 2 is a front elevational view of the unit or machine.

Figure 3 is a top plan view of the unit or machine. Y

Figure 4 is an enlarged broken and transverse sectional view of the machine showing parts in elevation taken upon the line III-IV of Figure 3.'

Figure 5 is an enlarged fragmentary sectional view taken upon the line V-V of Figure 4 looking' in the direction of the arrows.

Figure 6 is an enlarged fragmentary sectional view taken upon the line VI--VI of Figure 4 looking in thedirection of the'arrows.

Figure 7 is an enlarged fragmentary sectional view taken upon the line VII-VII of Figure 4 looking in the direction of the arrows.

Figure 8 is an enlarged sectional view taken upon the line VIII-VIII of Figure 4 looking in the direction of the arrows.

Figure 9 is an enlarged sectional view showing parts in elevation taken upon the une rx-rx of Figure 4 and looking in the direction of th arrows.

Figure 10 is an enlarged fragmentary sectional v view with parts in elevation taken upon the line X-X of Figure 4 looking in the direction of the4 arrows.

Figure 11 is an enlarged fragmentary sectional view taken upon the line XI-XI of Figure 4 looking in the direction of the arrows.-

Figure 12 is a side elevational view of one of the crawlers with the frame supporting mechanism shown in section and with parts omitted.

Figures 13 and 14 are diagrammatic views of the unitillustrating the actionin passing over level or rough and uneven ground.

Figure 15 is a diagrammatic view of the driving mechanism for operating the unit and the mechanisms thereon.

Figure 16 is an'enlarged part sectional and part elevational view of the grade indicator.

Figure 1'1 is a fragmentary elevational view of the machine illustrating certain features of construction.

Figure 18 'isa diagrammatic plan view of the cable control for the adjustable frame of the machine, and the spiral spreaders.

Figure 19 is a diagrammatic view of the control for the aggregate spreading mechanism.

Figure 20 is a diagrammatic elevational view of the cable control for the adjustable frame of the machine.

Figure 21 is a fragmentary side elevational view of a modied form of a fea-ture of the invention.` Figure 22 is a fragmentary side elevational view i1/a further modified form of a. feature of the invention.

Figure 23 is an enlarged fragmentary top plan view of the frame.

Figure 24 is an enlarged transverse sectional view with parts in elevation.

Figure 25 is, an enlarged fragmentary elevational view ofthe center bearing for the spirals.

Figure 26- is an enlargedview taken upon the line XXVI-XXVI of Figure 23.

Figure 27 is a top plan view of a truck propelling means.

In describing the invention with reference to the drawings,it will be noted that the nishing machine or unit comprises a pair of crawlers I (Figs. 1, 3 and 12). Each crawler carries a beam 2 of channel formation, and an extension 3, best shown in IFigure 1, extends from each end of each beam 2. Near the medial point of each beam 2, there is a bearing l (Figure l2) through which Va bearing pin projects. Two pairs of parallel and oppositely extending arms 5 are pivoted upon the projecting ends of the pins 5. Each arm comprises a pair of parallel members 6a which are connected by a plate 1 and lattice work 3 (Fig. 3). Each pair of parallel members 6a has a relatively long shoe 9 pivoted to their -outer end, Athat is adapted to travel upon the road side at the edge of the paving. As each pair of parallellmembers are rigidly connected, each such pair of members may be termed an arm or lever.

With reference to Figure 12, it will be noted that upright channel'members I0 are attached to the extensions 3 on the beams` 2. These uprights I0 extend between'the members 5a and have rotat# ably anchored thereto at their upper ends screw rods I I each of which is provided with a hand wheel I2 (Figs. 3 and 12) The lower portions of the screw rods are threaded in nuts I3 (Fig. l2). Each nut I3 is fastened to a pair of upright angle members I4 (Fig. 23) secured to a plate I4a attached to angle members I4b on the parallel members of the arms 6. Thus it will be noted that the screws II are rotatably anchored to a stationary part of the machine and are threaded to the shoe supporting arms 6. Consequently, by rotating the screws Il by the handV wheels I2, the arms and shoes may be raised or lowered with respect to the ground. In traveling from place to place,.it is, therefore, possible to raise the shoes above the ground.

The main frame of the finishing unit is supported upon the arms 6, and as these arms 6 are very little affected by hilly or uneven ground due to the shoes', such frame will maintain substantially avconstant elevation. To this end, each rear arm 6 is provided with a pair of upstanding angle members I5 which are pivoted thereto as indicated at IB (Fig. 24) In order `to support the pivoted angle I5, the arms 6 are preferably provided with plates I1. A channel member I8 is connected to the angles I5 and forms the rear transverse frame member.

Upon each forward arm 6, there is rigidly secured an upright support generally denoted by the reference I9. A pulley 22 is maintained upon each support I9. A cable 2I is trained -over'the pulley 22 and over a pulley 20 mounted upon a support 23 attached to a forward transverse frame member 24. In referring to Fig. 23, it will be noted that the support 23 includes an angle member 23a rigidly attached to the frame member 24 in order to provide a firm support for the pulley.

The transverse frame members I8 and 24 have longitudinally extending frame members 25 connected thereto. The frame member 25 preferably consists of channel members back to back as shown more clearly in Fig. 4. The rear ends of the channel members 25 are secured to the bottom ofthe channel beam I3 as shown in Fig. 24, while the forward portions thereof are welded or secured to the supports 23- and the channel members 24. With reference to Fig. 23. it will be noted frameisplvotedatitsrearpoints uponthe pivots I6 and is adjustably suspended at its forward end by the cables 2 I, it is obvious that the forward end can be raised or lowered for varying the thickness Ao f the pavement to be laid.

A hopper 28 is suitably supported upon thev forward frame member 24. It will be noted that this hopper is substantially centrally located and the outlet thereof is in the form of a slot 29 as shown inA Fig. 3. This hopper is adapted to receive the road making aggregate after the same has been treated vwith a binding agent and deposit the same upon the road bed to be spread thereover by a pair of aligned spiral spreading elements 30. Each spiral spreading element comprises a shaft 30a. The outer portion of each shaft is journalled in a bearing 3| (Fig. 2) supported from the forward frame member 24 by a box-like structure 32. The shafts project beyond the bearings 3| for supporting sprocket gears 33 which will later be referred to. The inner adjacent ends kof the shaftsV 30a. are journalled in a bearing 34 (Fig. 25) suspended from the frame member 24 by means of a suitable nanger 35. With this arrangement it is possible to operate one spreading element independently of the other, or to disconnect one while the other one is operating. This is exceedingly desirable as it is possible to distribute the aggrel gate as desired across the road bed.

After the aggregate is distributed and spread across the road bed, it is acted lupon by a pair of aligned tampers 36 best shown in Fig. 4. Each tamper consists of a plate 36a upon the lower portion of which there is welded or secured a tamp# ing element or plate 36h, (Fig. 5) which extends slightly below the plate 36a. A metal strip 36e is welded against the front face of the plate 36h to increase the thickness of the tamping element. To the front face ofl the metal strip 36e there is welded or secured a metal tamping element or strip 36d which is located above the strip 36e to f orm a stepped tamper. A pair of filler strips 31 are welded or secured to the upper margin of thetamping element 3612 and a plate 38 welded or secured'over the filler strip 31 and the stepped tamping element 36d forms'a longitudinally extending heat chamber '39 in the tamper. In having Y the tamper with a forward raised or stepped portion 35d, which is above the surface of the finished pavement, it will be appreciated that the aggregate will be tamped a certain amount before the finishing tamping element 36h comes into contact therewith. This construction is especially desirable when coarse gravel' is used and sizeable stones are encountered. l

The aligned tampers 35 are adapted to be simultaneously elevated by shafts 40 to which they areeccentrically connected. To this end, a pair of pitmen 4I are pivoted to each tamper by has at its upper end, the usual eccentric .strap 43 surrounding a suitable eccentric on the shaft 45.

These eccentrics are not specifically shown as they are well known in the art. The outer ends of the shafts 40 are journalled upon the adjustable frame and partake of the adjustment thereof. It will be noted that the outer ends of the vshafts 4I! are journalled in bearings 44 mounted upon the channels 25. The inner ends of the shafts are journalled in bearings 45 (Fig. 9) supported upon two upright screed supporting members 45.. The lower ends of the member 46 are' bifurcated for receiving the inner ends of the two aligned screeds 41 whichlare pivoted to such f' membersby pivot pins 43a. It will be noted that leach screed is box-'like in cross-section .and at means of pivot bolts 42 (Fig. 10). Each pitman fthe inner end there is a section made from a pair of anglemembers 41a and 41h and a plate member 41e, the combined width of which iits thebi` furcation. Beyond the end section, each screed is made somewhat wider as shown in Figure l1, additional illler plate 41d being used with the angle 41h upon the outside thereof. A smoothing plate 46 is attached to the bottom of each screed. Ihe interior of veach screed serves as a heating chamber to which the exhaust from the engine is conducted as will later be pointed out.

The outer end of each screed is pivotally sup- (Fig. 4) the ends of which are bifurcated for rej ceivingv the inner ends of the screeds. This guide member is welded or attached to one of the screeds.

The inner ends of the two aligned screeds 41 and the inner ends of the two aligned tampers 36 `are adapted to be simultaneously elevated or lowered for varying the crown of the road. To this end, a n ut 56 (Fig. 4) is secured in each hanger 46, and a screw rod 61v extends into each hanger which is made hollow for such a purpose, and is threaded into each nut `66, only one of which is shown.

The screw rods 61 areA rockably supported ,by meansof trunnions 66 thereon. These trunnions are vjournalled in a supporting structure which will now be set forth. AIn referring to Figures 4 and 9, it will be observed that the two screw rods extend through a box-like structure consisting of. a pair of angle members. 66 which are welded or rigidly secured at their lower portions to

angle members

66 and 6| (Figure 9). lllhe angle member 66 is attached to the

channel frame members

26 and 26 as shown in Figures 3 and 8,'and forms the main support. The angle member 6| is inerely a short angle that connects the lower ends of the angle members 66. Short angle members 62 are welded or secured to the angle members 66 l to brace the same.V The

angle members

66 and 62 are connected by plates 63 which are braced by angle members 64 welded thereto. Angle members 66 (Fig. 4) are welded or secured tothe'lower edges of the plates 66 in spaced parallel relation to the angles 66. The trunnions 66 are journalled in

theangles

66 and 66 as shown in Fig. 4.

One of the screw rods 61 is provided with a hand wheel 66, and the two screw rods are connected by sprocket gearing 61 so that upon turning the hand wheel 61 both screw rods will be actuated for raising or lowering the inner ends of the screeds 36 and as the bearings for theinner ends of the shafts 46 are-supported upon the jecting ears 66. A parallel motion arm 16 is con'-` nected to each aperture. The free ends of the arms 16 are pivoted to angle members 1| (Fig. 8) attached to the frame members 26. Plates 12 may be attached to the frame members 26 to form a guideway for the arms 16.

l An angle member 16 (Fig. 4) is'attached to each angle 66 and the outstanding ilange'thereof is provided with a slot 14. A link 16 which is pivoted to each inner pitman 4| extends through the sloty 14 in the adjacent angle. A short link 16 is connected to the link 16 and to the upper ear 66. 'Ihese'links 16 and 16 serve to guide the tamper in its reciprocating movements.

The screeds and tampers are preferably heated by means of the exhaust. of an engine 11 mounted upon the frame ofthe machine for operating the different working parts. A ilexiblehose 16 extends from the exhaust of this engine and connects with a pipe 16 that is coupled to a vertical Pipe 66. `A U-shaped pipe 6| (Fig. 3) extends from the lower end of the vertical pipe 66 and the two branches 62 of the U-shaped pipe connect with the screeds and tampers as shown in Figure 11.

In referring to this figure, it will be noted thatv a branch 62 of said pipe is connected to a hood 63 attached to ascreed and communicates with the screed through a port 64. A short pipe 86 extends from the hood 66 and through a slotted plate 66 attached to a tamper. 'I'he plate 35a of the tamper is provided with an opening 81 through which the exhaust from theengine may enter from the pipe 66. A coil .spring 66 preferably surrounds the shaft 66 and 'abuts the collar 66 to maintain the parts in proper relation.

VIn the present'embodiment of the invention, the engine 11 is designed to propel thenishing machine. The machine is also adapted to be coupled to another machine by means of the ad- Justable cables 66 (Fig. 3) which are attached tothe forward frame member 24. As the machine advances, considerable strain is put upon the forward shoes 6 and it is desirable to laterally brace the same. For this purpose, apair of brace members (Figs. 3 and 23) pivotally connectthe iorwardarms 6 with the frame. To this end, a' pivot pin V6| is mounted in a slot 62 (Fig. 24) in each arm 6. A cylindrical bearing 66 is mounted upon the pin. A gusset plate 64 is weldedor secured to 4the bearing.` A pair of channel members 66 are secured to the gusset plate and pivoted -to the frame as indicated at 66. A second brace member 61 is attached to the` gusset plate 94. a plate 66 is attached to the brace member 91 and this plate is pivoted as indicated at |664 (Fig; 26) to an angle member |66 forming one side of the box-like structure 62. Y

In referring to Figure 23. it 'will be observed that the shaft 6 which connects .the arms 6 vto the crawler frame, extends inwardlyy and has a bearing |6| pivotally mounted thereon. A gusset plate |62 is secured to the bearing |6I, and brace members |66 and |64 are secured to the gusset plate. The brace members |66 are pivotally connected to an angle |66 secured to the frame, and the brace member |64 is pivotally connected to angle members |66 attached to the frame. It will, of course, be understood that the frame is braced upon both sides as just described. Only the upper portion of the frame structure'has been plished in various ways by known engineering methods.

The crawlers, the tampers and the spiral screws l are driven from the engine 11 'in a manner that Ais diagrammatically set forth in Figurev 15. The

l engine is connected to conventional gearing in a change speed gear box |01 (Fig. 3). The gearing in the gear box is geared by sprocket gearing |08 to an idle shaft |09 which is, in turn, connected by sprocket; gearing I to the main driving shaft The main driving shaft is journalled in suitable bearings upon the frame work and is 'geared by duplicate sprocket gearing ||2 to the two tamper operating shafts 40. The shaft III is also geared by sprocket gearing I I3 to the gears 33 on the aligned shafts of the spiral spreading elements. A

In referring now to Figure 2, it will be observed that this idle shaft |09 is geared by gears I4 and I5 to a shaft I6 that extends into a conventional change speed gear box ||1. A shaft ||8 extends from the gear box II1 and this shaft is geared by sprocket gearing I9 (Figure 1) to a jack shaft which is journalled in bearings upon therear part of the frame previously set forth. This jackv shaft |20 is geared by sprocket gearing |2| (Figs. 1 and 3) to a gear |22 (Fig. 23) on a sleeve `|23 rotatably mounted upon the shaft 5. A small gear |24 integral with said sleeve is geared by a sprocket chain |25`to a gear |26 (Fig. 1) on a shaft |21 having a gear |28 that drives the crawler. Each that constitute a portion of the sprocketl gearing I3 are loosely mounted upon such shafts and are adapted to be clutched thereto by slidable clutch members |3| slidably splined I ,lDon said shaft. The gears' |30 are, of course, designed to cooperate with the clutch members. 'The shipper levers |32 fr the clutch members |3| may be connected to levers |33 centrally arranged by means of rods |34 so that either spiral element may be thrownout of operation for a short period` in the event that the aggregate should accumulate 4 upon one side. By this control, the spreading of the aggregate over the road bed can be readily controlled.

It will be recalled that the rear portion of the' main supporting frame is pivoted upon the pivots Il and that the front portion thereof is adjustably supported by the cables 2| and the pulleys 20. In Figures land 20 there is diagrammatic'ally illustrated suitable mechanism for operating'the cables 2| for elevating or lowering the frame according to the desired thickness ofr pavement and for elevating (hone side of the frame and lowering the other side when the.

road is inclined from one side to the other.v To

this end, one end of each cable 2| isfastened Vto a pulley 20 and then trained around a pulley 22, and then back over the pulley 20. 'Ihe cables are then passed over guide rollers |35 and around opposite sidesof a double drum |38 whichl is rotatably supported in a sheave block |31 pivoted to the frame as indicated `at |38. The sheave block-has an extension |31a in which ascrew rod |33 is threaded. This screwrod has a hand wheel |40 whereby it may be operated. One of the cables 2| after being trained around one half of the drum |35 a. few times extends to one' side of a double winding drum |4| around one side of which it is wound and to which it is attached. The other cable 2| after being trained one or more times around the other ..side of the drum |36 is trained over a guide pulley or roller |42. From the guide pulley |42, this cable extends to the winding drum |4| when it vis trained around the other side and attached thereto.

The winding drum |4| is driven by a gear |43 attached to the shaft thereof. This gear |43 is driven by a gear |44 secured to a vertical shafty |45 having a hand wheel |46 thereon. By rotating the hand wheel |46 both cables 2| may be simultaneously wound or unwound with respect to the drum |4| for raising or lowering the frame. In the event that the road bed inclines the depth of the pavement at the crown of the road and also the depth of the pavement that is generally being laid. The indicating means for showing the depth ofthe crown is illustrated in Figure 17 and consists of a scale |41 fastened upon the supporting structure for the shafts 51 and a pointer |48 cooperating therewith. The pointer is pivoted to the supporting structure as indicated at |43. A block |50 is preferably inserted under the pointer to properly space the same from the supporting structure. An arm |5| fastened to the pointer coaxially with the pivot |40 is attached to a vertical rod |52 which in turn is attached to the bearings 45 for one of the shafts 40. Thus as the bearing 45 is elevated or lowered during the crown adjustments of the tampers and screeds, the arm |5| will be swung for moving the pointer.

The mechanism for indicating the general depth of the pavement is shown in Figures 16 and 2, and in referring to these figures, it will be noted that a hanger |53 is welded to the bottom of the frame members. A 'rod |54 is carried by the hanger. A pair of arms are secured upon the rod |54 by means of collars |56 integral with such arms. Each arm |55 has a curved bearing shoe |51 upon *its outer end that is adaptedI to slide upon the road in advance of the pavement that is being laid. The rod |54 carries a pointer |58 and this pointer travels over a scale |59 attached tothe frame member |24. A guide strip |50 on the scale acts as a keeper for the pointer. Thus it will be seen that as the frame including the member 24 is raised or lowered, the rod |54 will rotate, and the pointer |58.

. used with a truck, it is provided with an attachnient for engaging the truck and moving the same in advance of the 'machine until the truck 21) attached to the frame member 24. An arm |62 is adjustably pivoted 'to the plate |6| through a series of aperturesn |63. The forward portion of the arm |62 is adjustably secured to a plate |54 which in turn is pivoted to a shoe |65 which is designed to travel upon the ground. A bearing |66 is secured to the arm |62 and this bearing has a series of bearing recesses |61 any of which is adapted for receiving one end of a shaft |68 carrying a long roller |69. It

. will be understood that there is a similar construction upon the other side of the machine as indicated in Figure 27 for supporting'the other end of the roller. The roller |69 is adapted for engaging the rear wheels |16 of a truck |1| designed for dumping road'building material into the hopper 28 o f the finishing machine.

As it requires considerable traction to advance the truck ahead of the finishing unit, the rear shoes 9 of the machine may be replaced by crawlers as shown in Figure 22. In this figure, there is shown a crawler |12 similar to the other crawlers and mounted upon a frame |13 to which is journalled a shaft |14 (Figs. 15 and 22) carrying a driven sprocket wheel |15 and a driving sprocket lwheel |16'for the crawler chain. In this construction, the arm |11 which consists of channels similar to the arms 6 is made shorter than the arms 6. A shaft |18 is carried by thearms |11 and this shaft |18 carries a sprocket gear |19 geared by sprocket gearing |86 to the gear |29 on the aforementioned shaft |20. The shaft |18 also carries a sprocket wheel |8| which is geared to sprocket wheel |15 by a chain |82. Such a construction provides four crawlers for propelling the machine and affords suiiicient traction for advancing a truck ahead-of the machine.

During the operation ofthe machine, the vertical reciprocation of the tampers imparts considerable vibration to the frame which -it will be Aremembered is hinged or pivotedat its rear end and adjustably suspended by cables at its forward end. pavement with suilicient force to tamp the road bed, and there is a certain amount of reaction.- This reaction which produces most of the vibra- A is advancing. The spiral elements 'will spread the material transversely over the road bed, and if there should' be an accumulation of material in connection with one of the spiral elements', that is upon `one side of the crown of the road, such spiral element may temporarily be thrown out of The tampers naturally strike the.

action to allow the other end to take more of the material. A

Of course, during the travel of the machine, the tampers are at work compacting the pavement, and the screeds are sliding over the tamped pavement for smoothing the same.A Should a stretch of road that inclines or dips to one side be encountered, the frame may be tilted by operating the hand wheel |40 to bring the same in a horizontal plane for increasing the thickness of the laid pavement upon the slope and making the same level with the top of the slope. By rotating the hand wheel |46 it is also possible to raise or lower the frame to vary the thickness of the pavement.

As the main frame of the vmachine is supported upon the arms 6` of the shoes 9, it will be evident from an inspection of Figures 13 and 14 that the level of the frame is very little aiIected when the machine travels over a rough or uneven road. This is due to the fact that the shoes 9' are of suflicient length to span depressed portions in the road without materially affecting the pivot points of the frame. In addition, the pivot points of the frame travel in a smaller arc than the shoes so that any rise or fall ofthe main frame is diminished..

Usually, one attendant is all that is necessary.

I am aware that many changes may be made and Y numerous details of construction may be varied through a wide range without departing from the principlesk of this invention, and I, therefore, do not purpose limiting the patent granted hereon lotherwise than is necessitated bythe prior art.

I claim as my invention l 1 In a road building machine, a frame, a pair of aligned spiral spreading elements carried by said frame, a pair of aligned tampers rearward of said elements and ascreed adapted for up and down movements behind said tampers.

2. In a road lbuilding machine, a pair of crawlers, a pair of arms pivoted to each crawler and extending in oppositedirections, a supporting i'rame pivoted to said arms andhaving means pivotally connected. to said arms and tol said frame for transmitting lateral thrust between said4 arms and frame.

.3. In a road building machine comprising a' pair of crawlers, a pair of arms pivoted to each crawler and extending in opposite directions, a shoe supported by each arm adapted for traveling upon the side ofthe road bed, a frame supported upon said arms, means for adjusting-said frame and road-paving elements carried by said frame.

4, In a. road ilnishing machine, road travel- `ing mechanisms, .a frame hinged4 to said mechanism,` cable means for raising and lowering said frame upon its hinges and means for operating said cable for raising one side and lowering the other side of said frame androad paving elements carried by said frame. l

5. In a road iinishing machine, a frame, road paving elements carried by said frame'including a' gine to said screeds and tampers for heating the same.

7. In a road iiinishing machine, a vertically adjustable frame, a shaft carried by said frame,

a tamper connected to said` shaft for vertical movement, a screed extending parallel to said tamper, said screed being supported f or vertical vibration during the reciprocating movement of said tamper.

8. In a road nishing machinaa frame, means for supporting said frame for transverse tilting movements with respect to the road, a pair of valinedshafts supported by said frame, a tamper and a, screed supported from each shaft, and means for simultaneously raising or lowering the adjacent ends of said tampers and screeds.

9. In a road nishing machine, a pair of crawlers, a pair of oppositely extending arms pivoted to each crawler, a shoe carried by each arm for traveling upon the road, a frame carriedy by said arms, a pair of`alined shafts supported on said frame, a tamper and avscreed suspended from each shaft and means for simultaneously adjusting the adjacent ends of said tampers and screcds.

10. In a road finishing machine, a pair of alined shafts, atamper suspended from. each shaft, apair of alined screeds," means for supporting the outer ends of the screeds, bearings tor the adjacent ends of the shafts, hangers for connecting the adjacent ends of the screedsto said bearings and elevating means for simultaneously raisingor lowering said hangers and bearings.

' ments in opposite directions and means for operating said tamper and causing said screed to be moved in directions opposite to said tamper.

13. In a road building machine including a suspended from said shaft, ascreed suspended Vfrom said frame and having vertical vibratory motionimparted thereto during the operation of the tamper.

14. In a road ilnishing machine comprising tamping means and smoothing means, mechanism for spreading the material to be tamped and smoothed, and means for controlling said spreading mechanism for causing a portion thereof to remain idle while another portion is operating for regulating the spreading of the-material.

15. In aV road finishing machine, a frame mounted for vertical adjustments, a shaft supported by said frame, a tamper suspended from said shaft, a screed suspended from said frame, and means for operating said shaft for elevating said tamper for descending by gravity for producing an impact and causing an upward vibratory movement of said screed.

16. In a road finishing machine, a crawler frame, aI second frame supported upon said crawler frame for vertical and transverse adjustfor acting upon the roadway.

HARRY H. manna.

frame, a shaft journalled in said frame, a tamper