Abstract:
A human-powered vehicle comprising a structural frame, two front wheels mounted to a forward portion of the frame for rotation, a seat secured to the frame, the seat positioned between the front wheels and adapted to pivot about a seat pivot axis, and a steerable rear wheel mounted to the frame behind the seat and defining a rear wheel kingpin axis, the rear wheel operably linked to the seat such that pivoting of the seat about the seat pivot axis causes pivoting of the rear wheel about the kingpin axis to steer the vehicle.

Description:
TECHNICAL FIELD  
         [0001]    This invention relates to mobility assistance devices, and more particularly to a wheeled vehicle for handicapped or rehabilitating users, as well as able-bodied individuals.  
         BACKGROUND  
         [0002]    Wheelchair designs provide very limited mobility when one considers the types of terrain and the varied environments which they are incapable of navigating with any sense of ease.  
           [0003]    There are many variations and adaptations derived from the conventional design, including both three-wheeled and four-wheeled assisted mobility devices. Unfortunately, many of these designs also have significant limitations when applied to a wide range of environments and varied terrain and are limited by a combination of one or more of the following: a high risk of tipping over on uneven ground; difficulty in riding over small or moderately-sized obstacles such as ruts, stones or missing pieces of pavement; a high incidence of fatigue or strain involving the hand and wrist; an inability to be operated by a rider having limited use of one hand or arm; difficulty in mounting and dismounting the vehicle due to inherent design constrictions; awkward or inefficient steering and propulsion functions. A vehicle is desired which satisfies a number of these functional limitations.  
         SUMMARY  
         [0004]    According to one aspect, the invention features a human-powered vehicle having a structural frame, two front wheels mounted to fixed axles at a forward portion of the frame for rotation, a seat secured to the frame, the seat positioned between the front wheels and adapted to pivot about a seat pivot axis, and a steerable rear wheel mounted to the frame behind the seat and defining a rear wheel kingpin axis, the rear wheel operably linked to the seat such that pivoting of the seat about the seat pivot axis causes pivoting the rear wheel about the kingpin axis to steer the vehicle.  
           [0005]    According to another aspect, the invention features a human-powered vehicle comprising a structural frame, two front wheels mounted to a forward portion of the frame for rotation, a seat secured to the frame, the seat positioned between the front wheels and adapted to pivot about a seat pivot axis, a steerable rear wheel mounted to the frame behind the seat and defining a rear wheel kingpin axis, the rear wheel operably linked to the seat by a flexible chain assembly such that pivoting of the seat about the seat pivot axis causes pivoting of the rear wheel about the kingpin axis to steer the vehicle, and an actuator spring connecting the seat and the structural frame and biasing the seat toward a neutral pivot position, wherein the seat pivot axis is declined toward the rear wheel to define a declination angle of between about 25 and 75 degrees, wherein at least one of the two front wheels is operably connected to a hand-operable crank for propulsion of the vehicle.  
           [0006]    According to another aspect, the invention features a human-powered vehicle comprising a structural frame, two front wheels mounted to a forward portion of the frame for rotation, a seat secured to the frame, the seat positioned between the front wheels and adapted to pivot about a seat pivot axis, a steerable rear wheel mounted to the frame behind the seat and defining a rear wheel kingpin axis, the rear wheel operably linked to the seat by a flexible chain assembly such that pivoting of the seat about the seat pivot axis causes pivoting of the rear wheel about the kingpin axis to steer the vehicle, and an actuator spring connecting the seat and the structural frame and biasing the seat toward a neutral pivot position, wherein the seat pivot axis is substantially vertical, wherein at least one of the two front wheels is operably connected to a hand-operable crank for propulsion of the vehicle.  
           [0007]    In one embodiment, the seat pivot axis is substantially vertical. In another embodiment, the seat pivot axis is declined toward the rear wheel to define a declination angle between about 25 and 75 degrees, more preferably between about 35 and 50 degrees and most preferably about 45 degrees. The seat pivots at the declination angle about at least two pivot points.  
           [0008]    In another embodiment, at least one of the two front wheels of the vehicle is operably connected to a hand-operable crank for propulsion of the vehicle. The vehicle may include two independent by hand-operable cranks, each crank operably connected to a corresponding one of the front wheels. In another embodiment, the vehicle hand-operable cranks are adapted to be rotatable about substantially horizontal axes disposed above the front wheels. The hand-operable cranks can include crank sprockets and the front wheels include wheel sprockets, the crank sprockets being coupled to the wheel sprockets by means for positive engagement. The wheel sprockets can be coupled to the wheels by freewheel sprockets. In one embodiment, the seat is operably connected to the rear wheel by a flexible chain. The chain may be trained about a drive sprocket secured to the seat and a driven sprocket secured to the wheel, the chain being crossed between the drive and the driven sprockets. The seat is operably linked to the rear wheel to define a steering ratio of between about 3:1 and 6:1, and preferably about 4.5:1.  
           [0009]    The vehicle may further include independent hand-operable front and rear brakes. In accordance with further embodiments of the invention, the vehicle includes an actuator connecting the seat and the structural fame and biasing the seat toward a neutral pivot position. In one embodiment, the actuator is an adjustable pressurized cylinder or spring, for example. In another embodiment, the front wheels are each mounted for rotation about a respective axle secured to the frame by a fork spanning the wheel. In one embodiment, to improve stability, the front wheels are slanted toward each other to define a positive camber angle with respect to vertical. According to one embodiment, the seat is positioned such that the rear wheel carries between about 20 and 40 percent of a total combined weight of the operator and the vehicle in a static condition. In one embodiment, the front drive wheels are cambered to enhance overall stability of the vehicle.  
           [0010]    In accordance with one embodiment, the vehicle includes a steering assembly alignment device located beneath the seat, which includes a shaft collar affixed to the steering drive sprocket. The shaft collar is mounted upon the vertical seat post shaft, and held in position by one or more setscrews. Loosening the setscrews located within the shaft collar allows the drive sprocket to be adjusted relative to the seat post shaft, thereby adjusting alignment of the seat position relative to the position of the rear wheel.  
           [0011]    In accordance with further embodiments of the invention, the vehicle may include a damper connecting the rear wheel fork and the structural frame, allowing for improved steering and handling by preventing excessive rotational motion of the rear wheel fork assembly. In another embodiment, the damper is a bi-directional torsion spring which is fitted to the vertical steering tube and provides a dampening effect to any rotational forces.  
           [0012]    The mobility assistance device described herein can provide a safe, efficient and improved approach to enhanced mobility under a wide range of settings and conditions. In addition, they can enable a number of rehabilitative functions, as well as providing recreational cross-training opportunities for able-bodied individuals. They are particularly useful in enhancing the mobility of users with a lower extremity disability and a moderate level of upper body strength. The modes of steering and propulsion of the vehicles can be adapted and configured to complement the unique physical capabilities of such users. In addition to enhancing the mobility of the user, the vehicles can provide therapeutic and rehabilitative benefits.  
           [0013]    The details of one or more embodiments of the invention are set forth in the accompanying drawings and the description below. Other features, objects, and advantages of the invention will be apparent from the description and drawings, and from the claims. 
       
    
    
     DESCRIPTION OF DRAWINGS  
       [0014]    [0014]FIG. 1 is a perspective view of the vehicle according to one embodiment of the invention.  
         [0015]    [0015]FIGS. 2A and 2B depict top views of the vehicle of FIG. 1 in neutral and turned positions, respectively.  
         [0016]    [0016]FIG. 2C is a detailed side view of the vehicle of FIG. 1, depicting the steering assembly alignment device.  
         [0017]    [0017]FIG. 2D is a detailed bottom view of the vehicle of FIG. 1.  
         [0018]    [0018]FIG. 3 is a side view of the vehicle of FIG. 1.  
         [0019]    [0019]FIG. 4 is a front view of the vehicle of FIG. 1.  
         [0020]    [0020]FIG. 5 is a detailed view of the rear wheel steering assembly of the vehicle of FIG. 1.  
         [0021]    [0021]FIG. 6 is a perspective view of the vehicle according to another embodiment of the invention.  
         [0022]    [0022]FIGS. 7A and 7B are top views of the vehicle of FIG. 6.  
         [0023]    [0023]FIG. 8 is a side view of the vehicle of FIG. 6.  
         [0024]    [0024]FIG. 9 is a front view of the vehicle of FIG. 6.  
         [0025]    [0025]FIG. 10 is a front view of an alternative embodiment of the vehicle of FIG. 6 where the front drive wheels are cambered to enhance stability of the vehicle.  
         [0026]    [0026]FIGS. 11A and 11B is side view of a reverse gear drive in an engaged and disengaged positions, respectively.  
         [0027]    [0027]FIGS. 12A and 12B show detailed views of the reverse gear of FIGS. 11A and 11B.  
         [0028]    [0028]FIG. 13 shows a detailed view of components of the reverse gear drive of FIGS. 11 and 12. 
     
    
     DETAILED DESCRIPTION  
       [0029]    Throughout the discussion of the illustrative embodiments, it is to be understood that in the figures, like reference generally refer to like elements throughout the different views.  
         [0030]    Referring to FIGS. 1 and 2, a vehicle  100  has a structural frame  105 , two front drive wheel assemblies  110   a ,  110   b  (hereafter collectively referred to as  110 ), a seat  115 , and a steerable rear wheel assembly  120 . In one embodiment, frame  105  is of tubular construction and consists of a horizontal equilateral triangle with an extension  125  to support the rear wheel assembly  120 . The two front drive wheels assemblies  110  may include front forks  130 ,  130   b  which are affixed to a forward portion of the frame  105  in front of the seat  115 .  
         [0031]    The seat  115  is rotatably mounted to the frame  105  between and aft of the two front drive wheels assemblies  110 . The seat  115  is operably connected to the rear wheel assembly  120  such that rotation of the seat  115  causes rotation of the rear wheel assembly to effect steering of the vehicle  100 . Advantageously, the seat  115  includes a seat base  117  and a seat back  119 , the seat base declined rearward to keep the rider well positioned in the seat  115 . In some embodiments, the vertical height of the seat base  117  is adjustable and the angle of inclination of the seat back  119  is adjustable. The seat may be constructed from fiberglass, metal or other substantially rigid material. Alternatively, the seat  115  is a simple platform with aluminum rails (not shown) having fabric mesh laced thereon for improved comfort on either the seat base  117  or the seat back  119 . The seat  115  may include layers of foam or other resilient materials to increase rider comfort and reduce fatigue. In some embodiments, the vehicle includes a footrest  128 . The footrest  128  is attached to a forward lower portion of the frame  105  between the front drive wheel assemblies  120 . Appropriate configured rests (not shown) may be included along the footrest  128  for receiving and retaining the feet of the rider.  
         [0032]    The rear wheel assembly  120  may include a rear fork  132 , a rear hub and rim combination  133  for supporting a rear tire  134 . In one embodiment, the rear tire has a high profile for improved rider comfort and stability of the vehicle  100 . The front drive wheels assemblies  110  include front drive hubs  140   a ,  140   b , rims  145   a ,  145   b  for supporting front tires  150   a ,  150   b . In one embodiment, the front drive hubs  140  are conventional bicycle-style hubs as shown in FIG. 1. In another embodiment, the front drive hubs  140  are a cantilever-style axle and hub combination supported by a single wheelchair-style mount (not shown). In one embodiment, the front forks  130  are 24-inch bicycle forks and may include gussets (not shown) to add additional strength.  
         [0033]    Advantageously, the vehicle  100  is configured to enable a user to mount and dismount the seat  115  independently or with minimal assistance. In one embodiment, the user mounts and dismounts the seat  115  from the front of the vehicle  100  between the front wheel drive assemblies  110  utilizing the foot rest  128 . Mounting and dismounting the vehicle can vary according to the combined abilities and disabilities of the particular user. The overall size and configuration of the vehicle  100  may be modified to accommodate the size of the user. In one embodiment, the seat  115  is located on the frame  105  aft of the front drive wheel assemblies  110  such that the rear tire  134  carries between about 20 and 40 percent of a total combined weight of the operator and the vehicle  100  in a static condition. The configuration of the frame  105  and the diameter of the rear wheel  120  ensures a relatively low center of gravity for enhanced stability of the vehicle  100 , particularly over uneven terrain. In some embodiments the front drive wheel assemblies  110  are slanted toward each other above the frame  105  to define a positive camber angle with respect to vertical (see FIG. 9) to improved overall vehicles stability.  
         [0034]    The frame  105  may be constructed from a range of materials including for example, aluminum, steel, or steel alloy, depending on the intended application of the vehicle  100 . In one embodiment, the frame  105  is constructed of primarily 1¼-inch 4130 chrome moly tubing, which has been gas metal arc welded (MIG welded). The 4130 chrome moly tubing provides a high strength-to-weight ratio. Referring now collectively to FIGS. 2A, 2B,  3  and  4 , and in one embodiment, steering of the vehicle is accomplished by rotation of the seat  115  about a substantially vertical axis  160  (FIG. 4). The seat  115  is mounted to a platform  165  that is affixed to the top end of a steering support shaft  170 . The seat steering support shaft  170  is rotatably affixed to the frame with a bearing assembly, such as a bicycle headset, to permit free rotation of the seat  115 . A drive sprocket or chain ring  175  is affixed to the lower end of the seat support shaft  170 . The rear fork  132  includes a driven rear sprocket (or pulley)  180  attached to the fork steerer tube and rotatably affixed to the frame  105 , with a headset or other bearing assembly. The driven rear sprocket or pulley  180  is attached to the fork steerer tube below the bearing surface on the frame  105 .  
         [0035]    In one embodiment, a chain  185  is trained around the steering assembly drive sprocket  175  and the rear driven sprocket  180  to operably connect the seat  115  and the rear wheel assembly  120 . The chain  185  may be, for example, a flexible chain, roller chain or nylon belt. Advantageously, the chain  185  is disposed about the drive sprocket  175  and the rear driven sprocket  180 , crossed in a “figure- 8 ” configuration as shown in FIGS. 1, 2A and  2 B. The chain  185  can include tumbuckles  190   a ,  190   b  to enable the adjustment of the tension of the chain  185  and prevent the chain  185  from derailing from the drive sprocket  175  and rear driven sprocket  180 . In some embodiments, the relative position of the drive sprocket  175  can be adjusted to properly establish the chain line between the drive sprocket  175  and the rear driven sprocket  180 .  
         [0036]    Referring to FIG. 2C, one embodiment of the vehicle  100  includes a steering assembly alignment device  191  located beneath the seat  115 , which includes a shaft collar  192  affixed to the steering drive sprocket  175 . The shaft collar  192  is disposed upon the vertical seat post shaft  193  and held in position by set screws  194 .  
         [0037]    Loosening the set screws  194  located within the shaft collar  192  allows the drive sprocket  175  to be adjusted relative to the seat post shaft  193 , thereby adjusting alignment of the seat position relative to the position of the rear wheel assembly  120 .  
         [0038]    Referring to FIG. 2D, and in one embodiment, the seat steering assembly  115  includes at least one actuator  195  disposed between the platform  165  at a first end and the frame  105  at a second end. When the seat  115  is rotated for turning the vehicle  100 , the actuator  195  is biased toward returning the seat  115  and consequently the rear wheel assembly  120  toward a centered, straight-ahead position. The actuator  195  may be a pre-tensioned adjustable spring, an adjustable pressurized cylinder, or a similar biasing device. In one embodiment, the actuator  185  is adjusted to accommodate, for example, the weight of the rider and the intended use of the vehicle  100 .  
         [0039]    In operation, when the rider rotates the seat  115  in one direction, the crossed chain  185  rotates the rear wheel assembly  120  in an opposite direction, but the vehicle turns in a direction corresponding to the direction of rotation of the seat  115 . As shown in FIG. 2B, rotating the seat  115  toward the right, results in a rotation of the rear wheel assembly  120  toward the left. This results in the vehicle  100  turning to the right, corresponding to the direction of rotation of the seat  115 .  
         [0040]    Referring to FIG. 5, in one embodiment, the vehicle may include a damper  197  connecting the rear wheel fork  132  and the structural frame  105 , allowing for improved steering and handling by preventing excessive rotational motion of the rear wheel fork  132  assembly. In one embodiment, the damper  197  is a bi-directional torsion spring which is fitted to the vertical steering tube  198  and provides a dampening effect to any rotational forces.  
         [0041]    Referring now to FIG. 6, in a second embodiment, steering of the vehicle  100  is accomplished by rotation of the seat  115  about a seat pivot axis  200 , which is declined toward the front of the vehicle  100  to define a declination angle D. The declination angle D is preferably between about 25 degrees and 75 degrees, more preferably between about 35 degrees and 50 degrees and most preferably about 45 degrees. In one embodiment, the seat  115  is suspended on and rotates about an upper pivot attachment point  205  and a lower pivot attachment point  210  positioned along the seat pivot axis  200 .  
         [0042]    The upper attachment point  205  is mounted high on the seat back  119  and the lower pivot attachment point is mounted in a frontward portion of the seat base  117 . As the angle of rotation of the seat  115  is not substantially parallel to the angle of rotation of the rear wheel assembly  120 , as previously described with reference to FIGS.  1  to  2 C, a modified steering linkage is utilized. A chain  215  is trained about the rear sprocket  180  of the rear wheel assembly  120 . Two steering cables  220   a ,  220   b  attached to each end of the chain  215  at tumbuckles  190   a ,  190   b  operably connect the rear sprocket  180  of the rear wheel assembly  120  to the seat  115  at cable attachment points  225   a ,  225   b . In one embodiment, the steering cables  220  are aircraft cables having swaged ends for attachment to the tumbuckles  190  and the seat  115 .  
         [0043]    Advantageously, the chain  215  is crossed about the rear sprocket  180  in a “figure- 8 ” configuration as shown in FIGS. 5, 6A and  6 B. The tumbuckles also provide adjustability of tension of the chain  215  about the rear sprocket  180 . With renewed reference to FIG. 5, the steering cables  220  are redirected from a substantially horizontal orientation to a substantially vertical orientation for attachment to the seat  115  at attachment points  225   a ,  225   b  through guides  230   a ,  230   b . The guides  230  are affixed to the frame  105 .  
         [0044]    Referring now collectively to FIGS.  6 ,  7 A- 7 B,  8  and  9 , in operation, when the rider leans to turn the seat  115  in one direction, the chain  215  rotates the rear wheel assembly  120  in an opposite direction, but the vehicle turns in a direction corresponding to a the direction of rotation of the seat  115 . As shown in FIG. 7B, rotating the seat  115  toward the right results in a rotation of the rear wheel assembly  120  toward the left. This results in the vehicle  100  turning to the right, corresponding to the direction of rotation of the seat  115 . This steering configuration allows the rider to lean into turns and improves overall maneuverability and stability of the vehicle  100 . According to one embodiment, the ratio between the diameter of the rear sprocket  180  and the distance between attachment points S is selected such that, the seat  115  rotates in the direction of arrows  235  about 10 degrees to the left and right to achieve a full range of steering of the vehicle  100 .  
         [0045]    Referring now to FIGS. 1 and 10, in one embodiment, the vehicle  100  includes two independent hand-operable cranks  250   a ,  250   b  operably connected to a corresponding front wheel  110  for propulsion of the vehicle  100 . The cranks  250  include crank sprocket  255   a ,  255   b , crank arms  260   a ,  260   b  and handle  265   a ,  265   b  rotatably mounted to the crank arms  260 . In one embodiment, the crank sprockets  255  are conventional bicycle chain rings, the crank arms  260  are a bicycle pedal crank and the handles  265  are a modified pedal bolt surrounded with a padded sleeve for comfort and grip. The crank sprockets  255  are coupled to front wheel sprockets  270   a ,  270   b  by front drive chains  275   a ,  275   b . The chains  275  are roller chains, toothed nylon belts, or similar flexible connecting means. In one embodiment, the crank sprocket  255  are each a 28-tooth chain ring and the front wheel sprockets  270  are each a 32-tooth chain ring. The front wheel sprockets  270  are coupled to front wheel drive hubs  140 .  
         [0046]    In operation, rotating the handles  265  in a first direction, rotates the front wheels  150  and the vehicle  100  in a forward direction. Advantageously, the front wheel drives  140  may be freewheel sprockets, which allow the rider to pedal the vehicle  100  forward and coast if not pedaling. Also, by employing freewheel sprockets, the handles  265  can be rotated in a second direction to position the handles  265  for maximum leverage when, for example, starting the vehicle  100  from a stationary position. Tension in the front drive chains  275  is maintained and adjusted by changing the height of the hand operable crank assemblies  250  disposed over the front fork steerer tubes  280   a ,  280   b . The position of the adjustable crank assembly is held in place over the front fork steering tubes  280  by two pinch bolts, for example (not shown). Different lengths of the crank arms  260 , varying configuration of handles  265 , and crank sprocket  255  to front wheel sprockets  270  ratios are all contemplated by the invention to suit particular applications.  
         [0047]    In one embodiment, the vehicle  100  may include a reverse gear drive  300  as depicted in FIGS. 11A, 11B,  12 A,  12 B and  13 . The drive  300  is attached to one or both forks  130  above the front drive wheels  110 . The circumferential surface of a reverse roller  305  is scored or knurled for direct positive engagement with the front tires  150 . The reverse direction is denoted by the arrow  307  and the direction of reverse rotation is denoted by the arrow  309 . The reverse cog  310  is positioned for engagement of the chain  275  against upper and lower jockey rollers  317 ,  319 . The reverse drive  300  includes a reverse roller  305  (FIG. 13) joined to a freewheeling reverse cog  310  which is rotatably attached to the bracket  315 . Bracket  315  is attached rotatably to a pivot  320 . A clamp handle  325  is rotatably attached to the bracket  315  via a first lever  335  and a second lever  340 . In one embodiment, the clamp  325  of the reverse gear drive  300  is a De staco-type clamp which simultaneously locks the reverse roller  305  into position for engagement with the front tires  150  and the reverse cog  310  into position for engagement with the front drive chain  275  until manually released. Other suitable clamp devices are contemplated.  
         [0048]    In operation, movement of the clamp handle  325  in the direction of the arrow  327  (FIG. 11B and 13) displaces the first and second levers  335 ,  340  thereby rotating bracket  315  about the pivot  320  and engaging the reverse roller  305  with the chain  275   b  and engaging the reverse cog  310  with the chain  275   b . With the reverse drive  300  engaged, rotation of the crank  260  in the direction of the arrow  345  rotates the reverse cog  310  and the reverse roller  305  for rotation of the front drive wheels  110  in the direction necessary for rearward propulsion of the vehicle  100 . The freewheeling reverse cog  310  allows for forward motion of the vehicle  100  while the reverse drive assembly is engaged. Other types of reverse drive mechanisms are contemplated.  
         [0049]    With renewed reference to FIG. 1, and in one embodiment, the vehicle  100  includes individual braking controls. A first front brake lever  350  controls one or both of the front brakes  355  attached to the front forks  130  for braking the front drive wheels  110  and a second brake lever  360  may control either a front brake  355  or a rear brake  365  which is attached to the rear wheel assembly  120 . In one embodiment, front brakes  355  are linear side pull or center pull brakes positioned on the forks  130  to come into contact with each front rim  145  when activated by a front brake lever  350 ,  360 . In another embodiment, the front brakes are hub brakes. In one embodiment, the rear brake  365  is a mechanical disc brake mounted to the rear hub of the rear wheel  120 . The vehicle  100  includes a parking brake (not shown), which may be a lockable detent pin within a front brake lever  350 ,  360  for locking one or more wheels. In such embodiments, the parking brake retains the vehicle  100  in a stationary position during transfers, mounting or dismounting.  
         [0050]    The activation mechanisms linking the first and second brake levers  350 ,  360  and the front brakes and rear brakes  355 ,  365 , can include, for example, stainless steel cables with or without a lined housing, hydraulic lines or compressed air. Other braking systems suited to accommodate a rider&#39;s abilities and the vehicle application, including the full range of hand-activated braking mechanisms designed for bicycles and motorcycles in various combinations with the activation mechanisms are contemplated.  
         [0051]    A number of embodiments have been described. Nevertheless, it will be understood that various modifications may be made without departing from the spirit and scope of the invention. Accordingly, other embodiments are within the scope of the following claims. For example, for rehabilitative applications, the vehicle can include a foot pedal assembly (not shown) configured as in a conventional bicycle foot crank mechanism to which the rider&#39;s feet can be positioned. In one embodiment, at least one of the hand crank sprockets  255  and the foot pedal assembly are operably connected by a direct drive arrangement. In this configuration, the drive chain  275  attached to the crank sprockets  255  provides propulsion of the vehicle  100  and simultaneously rotates the foot pedals, allowing improved circulation to and neuro-stimulation of the lower limbs.  
         [0052]    The foregoing embodiments are therefore to be considered in all respects illustrative rather than limiting of the invention described herein. The scope of the invention is thus indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced herein.