Improvements To Truck Bodies

Abstract

A truck body is disclosed which is able to be mounted to a truck in such a way that the truck body can pivot relative to the truck between a lowered, travel orientation and a raised, dumping orientation. The truck body has a material carrying region, and the material carrying region has: a floor surface, and a curved transition (“the floor-to-front-wall-transition”) between the floor surface and a surface forming a front wall portion of the material carrying region. The radius of curvature of at least a portion of the floor-to-front-wall-transition is two meters or greater, which may help to reduce material carry-back.

Claims

1. A truck body which is able to be mounted to a truck in such a way that the truck body can pivot relative to the truck between a lowered, travel orientation and a raised, dumping orientation, the truck body having a material carrying region, the material carrying region comprising: a floor surface; and a curved, or effectively curved, transition (“the floor-to-front-wall-transition”) between the floor surface and a surface forming a front wall portion of the material carrying region, wherein a radius of curvature, or an effective radius of curvature, of at least a portion of the floor-to-front-wall-transition is two meters or greater.

2. The truck body as claimed in claim 1 wherein, in a cross section of the truck body taken in a vertical plane parallel to a direction of forward travel of the truck, the radius of curvature, or the effective radius of curvature, of at least a portion of the floor-to-front-wall-transition is two meters or greater.

3. The truck body as claimed in claim 1 wherein, in a cross section of the truck body taken in any vertical plane parallel to a direction of forward travel of the truck, the radius of curvature, or the effective radius of curvature, of at least a portion of the floor-to-front-wall-transition is two meters or greater.

4. The truck body as claimed in claim 1, wherein the radius of curvature, or the effective radius of curvature, of the floor-to-front-wall-transition in a first cross section of the truck body taken in a first vertical plane parallel to a direction of forward travel of the truck is different to the radius of curvature, or the effective radius of curvature, of the floor-to-front-wall-transition in another cross section of the truck body taken in another vertical plane parallel to the first vertical plane.

5. The truck body as claimed in claim 1, wherein the shape and curvature, or the shape and effective curvature, of the floor-to-front-wall-transition is substantially uniform across floor-to-front-wall-transition.

6. The truck body as claimed in claim 1, wherein the radius of curvature, or the effective radius of curvature, of all of the floor-to-front-wall-transition is two meters or greater.

7. The truck body as claimed in claim 1, wherein the front wall portion of the truck body's material carrying region is formed by the floor-to-front-wall-transition.

8. The truck body as claimed in claim 1, wherein the front wall portion of the truck body's material carrying region is formed partly by the floor-to-front-wall-transition and partly by at least one separate front wall surface.

9. The truck body as claimed in claim 8, wherein a portion of the floor-to-front-wall-transition, which is on the opposite edge thereof from the portion which transitions into and/or joins with the floor surface, transitions into and/or joins with the at least one separate front wall surface.

10. The truck body as claimed in claim 1, wherein the truck body further comprises a canopy portion, the canopy portion extending out from the top of the front wall portion in a direction opposite to the direction which the floor surface extends out from the bottom of the front wall portion.

11. The truck body as claimed in claim 10, wherein the front wall portion of the truck body's material carrying region is formed by the floor-to-front-wall-transition, and wherein the canopy portion extends out from the top of the floor-to-front-wall-transition.

12. The truck body as claimed in claim 10, wherein the front wall portion of the truck body's material carrying region is formed partly by the floor-to-front-wall-transition and partly by at least one separate front wall surface, and wherein the canopy portion extends out from the top of one or more of the at least one separate front wall surfaces.

13. The truck body as claimed in claim 12, wherein the at least one separate front wall surface comprises a lower portion thereof which is relatively more upright and an upper portion thereof which is more forwardly sloping.

14. The truck body as claimed in claim 1, further comprising a curved, or effectively curved, transition (“the floor-to-side-wall-transition”) between the floor surface and a surface forming a side wall portion of the material carrying region on one or both sides of the truck body.

15. The truck body as claimed in claim 14 wherein, on one or both sides of the truck body, the side wall portion of the truck body's material carrying region is formed by the floor-to-side-wall-transition.

16. The truck body as claimed in claim 14, wherein, on one or both sides of the truck body, the side wall portion of the truck body's material carrying region is formed partly by the floor-to-side-wall-transition and partly by at least one separate side wall surface.

17. The truck body as claimed in claim 16, wherein, on one or both sides of the truck body, a portion of the floor-to-side-wall-transition, which is on the opposite edge thereof from the portion which transitions into and/or joins with the floor surface, transitions into and/or joins with the at least one separate side wall surface.

18. The truck body as claimed in claim 14, wherein there is a curved, or effectively curved, transition (“a floor-to-side-wall-transition”) between the floor surface and the surface forming the side wall portion of the material carrying region on both sides of the truck body.

19. The truck body as claimed in claim 14, further comprising a curved, or effectively curved, transition (“the side-wall-to-front-wall-transition”) between the front wall portion of the material carrying region and the side wall portion on one or both sides of the truck body.

20. The truck body as claimed in claim 19, wherein there is a curved, or effectively curved, transition (“a side-wall-to-front-wall-transition”) between the front wall portion of the material carrying region and the side wall portions on both sides of the truck body.

21. The truck body as claimed in claim 19, further comprising a part or feature configured to prevent or reduce the formation of a sharp or tight corner at the junction between any two or more of the following: the floor-to-front-wall-transition, the floor-to-side-wall-transition, and side-wall-to-front-wall-transition.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0055] Preferred features, embodiments and variations of the invention may be discerned from the following Detailed Description which provides sufficient information for those skilled in the art to perform the invention. The Detailed Description is not to be regarded as limiting the scope of the preceding Summary of Invention in any way. The Detailed Description will make reference to a number of drawings as follows:

[0056] FIG. 1 is a perspective view, from above and slightly to one side and behind, of a truck body in accordance with one possible embodiment of the invention.

[0057] FIG. 2 is an illustration, in cross-section, of the shape of the upper surfaces of the floor surface, floor-to-front-wall-transition, front wall upper portion, and canopy, of the truck body in the embodiment in FIG. 1. Specifically, FIG. 2 illustrates the shape of the upper surfaces of the portions of the truck body just mentioned, in a cross section taken in the plane labelled P in FIG. 1.

[0058] FIG. 3 is similar to FIG. 2 in that it is an illustration, in cross-section, of the shape of the upper surfaces of the floor surface, floor-to-front-wall-transition, front wall upper portion, and canopy, of a truck body; however FIG. 3 corresponds to a different embodiment of the invention than FIGS. 1 and 2 (i.e. FIG. 3 represents a truck body having a different configuration to the truck body of FIGS. 1 and 2).

[0059] FIG. 4 is also similar to FIGS. 2 and 3 in that it too is an illustration, in cross-section, of the shape of the upper surfaces of the floor surface, floor-to-front-wall-transition, front wall upper portion, and canopy, of a truck body; however FIG. 4 corresponds to a different embodiment again of the invention to FIGS. 1-2, and 3 (i.e. FIG. 4 represents a truck body having a different configuration to the truck bodies of FIG. 1-2, and FIG. 3, respectively). Furthermore, FIG. 4 is more of a “zoomed in” close-up view than FIG. 1-2 or 3, focusing on the floor-to-front-wall-transition and the front wall upper portion.

[0060] FIG. 5 is, once again, similar to FIGS. 2-4 in that it is again an illustration, in cross-section, of the shape of the upper surfaces of the floor surface, floor-to-front-wall-transition, and canopy, of a truck body; however FIG. 5 corresponds to yet a different embodiment again of the invention to FIGS. 1-2, FIG. 3 and FIG. 4 (i.e. FIG. 5 represents a truck body having a different configuration to the truck bodies of FIGS. 1-2, 3, and 4, respectively).

[0061] FIG. 6 is, yet again, similar to FIGS. 2-5 in that it is again an illustration, in cross-section, of the shape of the upper surfaces of the floor surface, floor-to-front-wall-transition, and front wall upper portion, of a truck body; however FIG. 6 corresponds to yet a different embodiment again of the invention to the other Figures (i.e. FIG. 6 represents a truck body having a different configuration to the truck bodies of FIGS. 1-2, 3, 4 and 5, respectively).

DETAILED DESCRIPTION

[0062] As mentioned above, FIG. 1 is a perspective view, from above and slightly to one side and behind, of a truck body in accordance with one possible embodiment of the invention. The truck body in FIG. 1 is designated by reference numeral 100.

[0063] The truck body 100 is able to be mounted to a truck in such a way that it can be pivoted relative to the truck between a lowered, travel orientation and a raised, dumping orientation. FIG. 1 also shows that the truck body 100 has a clearly defined material carrying region (into which material to be transported in the truck body can be received), although the material carrying region is not independently labelled.

[0064] It can also be seen from FIG. 1 that the truck body 100 includes: a floor surface 110; a curved floor-to-front-wall-transition 120; a front wall upper portion 130 (note: this front wall upper portion 130 includes an upper section 150 thereof that slopes more forwardly than the more upright lower section 135 thereof); a canopy 140; a side wall 160 on either side; a curved floor-to-side-wall-transition 170 joining the floor surface 110 to the sidewall 160 on either side; a curved side-wall-to-front-wall-transition 180 joining the lower section 135 of the front wall upper portion 130 to the sidewalls 160 on either side; and an infill plate 190 on either side (only one of the infill plates is visible in FIG. 1).

[0065] As mentioned above, FIG. 2 illustrates the shape of the upper surfaces of certain portions of the truck body in FIG. 1, in a cross section taken in the plane P in FIG. 1. As can be seen from FIG. 2, even when the truck body 100 is in the lowered, travel orientation (as represented in FIG. 2), the floor surface 110 is not horizontal. Rather, the floor surface 110 is higher at its rear and lower at its front such that it slopes forward (i.e. towards the front of the truck). This may assist material that is loaded into the truck body 100 to slide forward towards the truck body's front wall portion.

[0066] Also, as shown in FIG. 1, the floor surface 110 is not all formed in a single plane. Rather, the opposed sides of the floor surface 110 (i.e. the portions of the floor surface 110 on either side of a longitudinal centre line of the truck body) slope inward towards one another. This may assist material that is loaded into the truck body to slide or settle towards the centre of the truck body.

[0067] The floor-to-side-wall-transition 120 is located in between, and it joins, the front of the floor surface 110 and the bottom of the (lower section 135 of the) front wall upper portion 130. The floor-to-side-wall-transition 120 actually also has two parts. These two parts of the floor-to-front-wall-transition 120 are visible in FIG. 1 but the two-part are not independently labelled. Basically, the two parts of the floor-to-side-wall-transition 120 extends to either side of the truck body's longitudinal centre line, and the two parts of the floor-to-side-wall-transition 120 slope slightly inward towards one another in the same way as the portions of the floor surface 110 on either side of the body's longitudinal centre line. Aside from being slightly sloped relative to one another, the two parts of the floor-to-side-wall-transition 120 are substantially the same (or mirror images of one another) in shape.

[0068] In the embodiment in FIG. 1, the whole of the floor-to-side-wall-transition 120 (on both parts thereof) has a radius of curvature of 2 m or more. In other words, in the embodiment in FIG. 1, there are no parts or portions anywhere on the floor-to-side-wall-transition 120 where the radius of curvature is less than 2 m. Thus, FIG. 1 provides an example of an embodiment in which the size, and shape, and radius of curvature, of the floor-to-side-wall-transition 120 is substantially uniform across the whole of the floor-to-side-wall-transition. It is also an example of an embodiment in which the curvature of the floor-to-side-wall-transition is (approximately) circular in shape. This may be contrasted with the shape of the floor-to-front-wall-transition 520 in FIG. 5 which, as explained above, has a curvature that is more elliptical (rather than circular) in shape.

[0069] FIG. 1 also provides an example of an embodiment in which the floor-to-front-wall-transition 120 forms only part of the overall front wall portion of the material carrying region, and where there are separate front wall surfaces that form the remainder of the front wall portion of the material carrying region. More specifically, an upper portion of the floor-to-front-wall-transition 120, which is on the opposite edge thereof from the portion which transitions into and/or joins with the floor surface 110, transitions into and/or joins with the bottom of the front wall upper portion 130. Note that, as mentioned above, the front wall upper portion 130 includes an upper section 150 thereof that slopes more forwardly than the more upright (but still forwardly-sloping) lower section 135 thereof that transition into and/or joins with the upper portion of the floor-to-front-wall-transition 120. The front wall upper portion 130 (including the upper section 150 thereof and the lower section 135 thereof) is actually made from three parts in the truck body's width direction—one part is in the middle (this middle part therefore extends across the truck body's longitudinal centre line) and there are parts on either side of this middle part. Within each of these three parts of the front wall upper portion 130, including the upper section 150 and also the lower section 135, are all formed with respective flat/planar surfaces.

[0070] As mentioned above (and as clearly shown in FIGS. 1 and 2), the truck body 100 also includes a canopy 140. FIG. 1 actually shows that the canopy 140 is also made from three parts in the truck body's width direction—one part is in the middle (this middle part therefore extends across the truck body's longitudinal centre line) and there are parts of the canopy 140 on either side of this middle part. Each of these three parts of the canopy 140 is also formed with a respective flat/planar upper surface.

[0071] The embodiment in FIGS. 1 (and 2) is actually an example of an embodiment in which the canopy extends out from the top of the separate front wall surfaces (as opposed to extending out from the top of the floor-to-front-wall-transition, as would be the case if there were no separate front wall surfaces like 135 and 150 like in FIG. 5 for example). In FIGS. 1 and 2, the canopy 140 actually extends out forwardly from the upper edges of the upper section 150 of the front wall upper portion 130.

[0072] The truck body 100 also has a pair of curved floor-to-side-wall-transitions 170, one on either side, and these join the floor surface 110 to the respective sidewalls 160 on either side. As shown in FIG. 1, the radius of curvature of each of the floor-to-side-wall-transitions 170 is less than the radius of curvature on the floor-to-front-wall-transition 120. The reason for this is because it is believed that a primary location where material can initially become stuck or bound in the material carrying region of a truck body, or a primary initiation point where this can begin and which can then in turn lead to further adhesion or build up (and hence carry-back)), is in or near the corner/join/junction between the front wall and the floor surface. This is therefore why the present invention provides a floor-to-front-wall-transition (120 in this embodiment) with a minimum radius of curvature (at least in a portion thereof) of 2 m or more. The corner/join/junction between each of the side walls and the floor is thought to be slightly less of a problem (or slightly less of an initiation point) for material carry-back, and this is why the floor-to-side-wall-transition 170 is not necessarily required to have any particular minimum radius of curvature, and this is also why the radius of curvature of the floor-to-side-wall-transitions 170 (on either side) can be somewhat smaller than that of the floor-to-front-wall-transition 120. Nevertheless, by providing a floor-to-side-wall-transition 170 on either side which is curved (and with a curvature/radius of curvature that is still quite large, if not necessarily as large as that of the floor-to-front-wall-transition 120), it is thought that material carried-backed may be further reduced, by preventing material from becoming caught or bound at the corner between the floor surface 110 and each of the sidewalls 160.

[0073] FIG. 1 actually provides an example of an embodiment in which, on both sides of the truck, the sidewall portion of the truck body's material carrying region is formed partly by a portion of the floor-to-side-wall-transition 170 and partly by separate side wall surfaces 160.

[0074] The truck body 100 also has a curved side-wall-to-front-wall-transition 180 joining the respective outside edges of the front wall upper portion 130 (or the lower section 135 thereof) to the respective sidewalls 160 on either side. It is thought that, again, the provision of a side-wall-to-front-wall-transition 180 on either side which is curved may help prevent material carry-back, by preventing material from becoming caught or bound at the corners between the sides of the front wall upper portion 130 and the respective sidewalls.

[0075] FIG. 1 also shows an infill plate 190. The truck body 100 actually has two infill plates 190, namely the one visible in FIG. 1, and another one which is not visible but which is of exactly the same configuration and mounted at exactly the same location (in the mirror image location) on the opposite side of the truck body. More specifically, each infill plate 190 is mounted at the junction between the floor-to-front-wall-transition 120, the floor-to-side-wall-transition 170, and the side-wall-to-front-wall-transition 180, on the relevant side of the truck body. The purpose of each infill plate 190 is to prevent or reduce the formation of a sharp or tight corner at this junction which might otherwise allow material to become caught or bound therein and lead to material carry-back.

[0076] It is important to note that the way in which the truck body 100 is constructed is such that the various portions of the truck body 100 which are curved as described above to help prevent the build-up or adhesion of material (in what might otherwise be tight corners or junctions of the truck body), including the floor-to-front-wall-transition 120, the floor-to-side-wall-transition 170 and the side-wall-to-front-wall-transition 180, are all integral parts of the overall structure of the truck body. That is to say, these various curved portions (or the parts of the truck body that provide these curved surfaces) are not simply welded or bolted or otherwise added on as an addition to, or on top of, existing or underlying surfaces or structures of the truck body. This therefore means that the provision of these curved features (as integral parts (rather than additional or add-on parts) of the structure of the truck body) does not significantly add (if at all) to the overall weight of the truck body (compared to other existing truck body designs of similar size and capacity), and this in turn means that the weight of the present truck body 100 remains comparable to that of other existing truck bodies (of similar size and capacity) that do not have these curved features.

[0077] Furthermore, the provision of these curved features has been achieved without significantly (if at all) reducing the volumetric carrying capacity of the truck body's material carrying region. Accordingly, the provision of these curved features does not significantly (if at all) reduce the payload (weight and volume) carrying capacity of the truck body compared to other existing truck bodies of equivalent size and capacity.

[0078] There are also some additional points that are worth noting about the reason why, it is thought, the present invention (as represented by the example embodiment in FIG. 1) may help to prevent or reduce material carry-back (and therefore also the associated problems this gives rise to).

[0079] For one thing, as mentioned (or alluded to) above, it is thought that one of the primary initiation points where material (particularly cohesive material) may initially become stuck in other/existing truck bodies (which may the lead to further material being stuck and carried back) is at the bottom of the truck body's front wall (i.e. where the front wall joins to the front of the floor in existing/other truck body designs), and also at the front corners (i.e. the respective corners where the front wall, floor and side wall meet on either side in existing/other truck body designs). The present invention, as represented by the embodiment in FIG. 1 in particular, has features which are intended to address and help prevent material from becoming stuck and/or from building up in these areas.

[0080] For instance, it is thought that the large radius of the floor-to-front-wall-transition 120 may help to smooth the transition or junction between the front wall 130 and the floor surface 110. It is also thought that this may therefore enable material in the truck body to flow/move much more freely over or past this floor-to-front-wall-transition 120 e.g. when the truck body is raised up to be emptied/dumped, compared to the more sharply angled corner or junction often present at this location in other/existing truck body designs which material cannot flow over or past easily and in which material often therefore becomes stuck in existing designs.

[0081] It is also thought that this ability of the material to flow more freely over or past the floor-to-front-wall-transition 120 may have two consequent effects. Firstly, this may (it is thought) help prevent material hang-up (i.e. carry-back) from initiating at the junction between the floor surface and the front wall in the first place. And secondly, it is thought that because material may be able to travel or flow more easily or freely over or past the floor-to-front-wall-transition 120 (e.g. when the material is being dumped), this flowing/moving material may consequently move with increased or higher flow velocity (speed) and momentum. Therefore, if there is any material that happens to have become adhered or stuck to a surface of the truck body in this region, the flowing material may strike this (or travel over of across it, contacting it and abrading it as it does so) with greater force, and this may therefore be more likely to help dislodge and remove the stuck material.

[0082] Additionally, the curved floor-to-front-wall-transition, due to its curvature (or effective curvature), does not provide a single, large planar surface to which material can easily adhere or become stuck. Therefore, compared to a single, large planar front wall surface (or the like) which extends all (or most of) the way to the floor, the curved floor-to-front-wall-transition reduces the size of the flat, planar surface of the front wall, and hence reduces the total bonding force (or the ability for such a bonding force to be formed or established) between the material and any planar surface of the front wall of the truck body.

[0083] It is thought that, at least in general, the larger the radius of the floor-to-front-wall-transition, the more effective it will be in reducing material carry-back (particularly carry-back that might otherwise be associated with or initiated by material that becomes stuck in the junction between the front wall and the floor). It is further thought that, at a minimum, this radius (at least for a portion of the floor-to-front-wall-transition) should be 2 m, regardless of the size of the truck body, but the radius may often be increased to larger than this depending on application and truck (truck body) size.

[0084] Whilst the radius of curvature of at least a portion of the floor-to-front-wall-transition should be two meters or greater, and whilst it may often be that the radius/size of the curvature is increased to larger than this (to help better combat or reduce material carry-back), this may often need to be balanced against the fact that increasing the size of the radius/curvature of the floor-to-front-wall-transition more may begin to reduce the overall volume or capacity of the material carrying region of the truck body. There may often therefore need to be a trade-off. Nevertheless, if the size of the curvature of the floor-to-front-wall-transition is made even larger, it may sometimes be possible to make adjustments to other dimensions or geometric parameters of the truck body to counter any loss or reduction in capacity due to the increased curvature. For example, it may sometimes be possible to slightly reduce the angle of inclination of the floor surface (i.e. making the floor closer to horizontal, which may gain back a little volume), although this may affect the clearance between the back of the tray and the ground when dumping, so there may be limits on this too. Another possibility might be to increase the height of the side walls, but this may raise the overall height of the truck body, and the potential center of mass of the payload, which may have stability ramifications. In any case, these kinds of design/configuration trade-offs are a normal part of the design process for designing a truck body.

[0085] One of the reasons (it is thought) why the bottom of the front wall (i.e. where the front wall joins to the front of the floor in existing truck body designs), and also the front corners (i.e. where the front wall, floor and side wall meet on either side in existing truck body designs) are primary initiation points where material can initially become stuck leading to carry-back is because, during dumping, material flows out of the truck body, with the material located in (or towards) the rear of the truck body exiting before the material that is located closer to the front of the truck body. Consequently, very often the last point of contact (i.e. the last place where material remains stationary and in contact with the surface(s) of the truck body at or near the end of the dumping process) is at (or around) the front wall of the truck body. Therefore, if some of this last material is ‘stuck’ at the front wall towards the end of the dump cycle, there may be little or no subsequent material to collide with it to provide an impact or force to dislodge and remove the ‘stuck’ material. Therefore, once carry-back has thus initiated in this area in this way, the volume of ‘stuck’ material often also tends to grow or increase with successive loads and dump cycles, because the material-to-material bond (which leads to additional material in subsequent loads becoming stuck on the initially-adhered material) is often even greater than the bond between material-to-metal (which is what caused the initially-adhered material to become stuck). Therefore, another way in which it is thought the present invention may help to reduce this is due to the fact that, as a result of the provision of the curved floor-to-front-wall-transition, the total surface area of the flat front wall (if there is any such flat surface of the front wall) is comparatively reduced. Since the total cohesive force acting between the material and the truck body surface is generally proportional to the surface area of the bond therebetween, by reducing the amount of (flat, uninterrupted) surface to which material can become more easily adhered/bonded, it becomes easier for the flow of material to dislodge and remove any material that may have become stuck. The fact that, on the front wall upper portion 130, the upper section 150 is sloped relatively more forwardly than the lower section 135 may also assist in this regard, because material may initially flow down from (or over) the upper section 150 before then continuing to flow down and over the lower section 135, and this flow coming off the upper section 150 may help to dislodge any material that may have become stuck on the lower section 135 (e.g. due to the often higher pressure imposed on the material in contact with the lower section 135 by the greater amount and weight of material above during loading and transportation the like).

[0086] As also mentioned above, in the embodiment in FIG. 1, a corner in-fill plate 190 is provided (on either side) to fit over the 3-way joint between the floor-to-front-wall-transition 120, the floor-to-side-wall-transition 170, and side-wall-to-front-wall-transition 180. This plate 190 (each of them) reduces the sharp angle in this corner reign of the truck body, which in-turn also helps to increase flow velocity of material in this area and prevent material build up.

[0087] In the present specification and claims (if any), the word ‘comprising’ and its derivatives including ‘comprises’ and ‘comprise’ include each of the stated integers but does not exclude the inclusion of one or more further integers.

[0088] Reference throughout this specification to ‘one embodiment’ or ‘an embodiment’ means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Thus, the appearance of the phrases ‘in one embodiment’ or ‘in an embodiment’ in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more combinations.

[0089] In compliance with the statute, the invention has been described in language more or less specific to structural or methodical features. It is to be understood that the invention is not limited to specific features shown or described since the means herein described comprises preferred forms of putting the invention into effect. The invention is, therefore, claimed in any of its forms or modifications within the proper scope of the appended claims (if any) appropriately interpreted by those skilled in the art.