CN218258666U

CN218258666U - Propulsion device and rubber dinghy with same

Info

Publication number: CN218258666U
Application number: CN202221792789.5U
Authority: CN
Inventors: 叶汉强; 朱韬瑜
Original assignee: Guangdong Chuanfu Electronics Co ltd
Current assignee: Guangdong Chuanfu Electronics Co ltd
Priority date: 2022-07-12
Filing date: 2022-07-12
Publication date: 2023-01-10
Anticipated expiration: 2032-07-12

Abstract

The utility model relates to a propulsion unit for the hull provides power, this propulsion unit includes: the two clamping mechanisms are respectively detachably clamped on two opposite sides of the ship body; the two connecting mechanisms are respectively arranged on the two clamping mechanisms; and the two propellers are respectively connected to the two connecting mechanisms. When the propulsion device is used, the clamping assembly is detachably connected to the ship body, and the propeller is connected to the ship body through the connecting mechanism; when the user uses the propulsion device, the position of the propeller can be flexibly adjusted; meanwhile, when the propeller breaks down, the propeller can be disassembled and is convenient to maintain; when not in use, the utility model can be conveniently stored.

Description

Propulsion device and rubber dinghy with same

Technical Field

The utility model relates to a power device, more specifically say, relate to a advancing device and have this advancing device's dinghy.

Background

The rubber dinghy in the related art usually needs to adopt the mode of artifical rowing boat to march on the surface of water, leads to the user can't carry out other operations at the in-process of marcing, and is very inconvenient. Meanwhile, the user consumes physical strength in the process of rowing and running, and the experience is poor.

SUMMERY OF THE UTILITY MODEL

The to-be-solved technical problem of the present invention is to provide an improved propulsion device and a dinghy with the same, which are directed to the above-mentioned defects of the prior art.

The utility model provides a technical scheme that its technical problem adopted is: constructing a propulsion device for powering a hull, comprising:

the two clamping mechanisms are respectively detachably clamped on two opposite sides of the ship body;

the two connecting mechanisms are respectively arranged on the two clamping mechanisms; and

and the two propellers are respectively connected to the two connecting mechanisms.

In some embodiments, the propulsion device further comprises a connecting cross bar connecting the two clamping mechanisms, wherein the connecting cross bar is telescopic in the axial direction.

In some embodiments, the propulsion device further comprises a connecting cross bar connecting the two clamping mechanisms; the two connecting mechanisms are respectively connected to two ends of the connecting cross rod.

In some embodiments, each of the clamping mechanisms comprises two clamping components and a clamping connecting rod; the two clamping assemblies are C-shaped and are arranged in parallel at intervals; the clamping connecting rod connects the two clamping components, and the connecting cross rod is connected to the clamping connecting rod.

In some embodiments, each clamping assembly comprises two clamping main bodies, a hand-operated stud in threaded connection with one end of each of the two clamping main bodies, a clamping head hinged to the other end of each of the two clamping main bodies, and a clamping auxiliary rod hinged between the two clamping main bodies.

In some embodiments, each connection mechanism comprises a first connection unit for adjusting the in-out position of the propeller relative to the hull and/or a second connection unit for adjusting the fore-aft position of the propeller relative to the hull.

In some embodiments, the first connection unit and the second connection unit each include a set of gear locking mechanisms including a fixed gear and a meshing gear, the fixed gear and the meshing gear being capable of adjusting a position of the pusher in an unlocked state, the fixed gear and the meshing gear being capable of fixing the position of the pusher in a locked state.

In some embodiments, each connection mechanism includes a third connection unit for adjusting the up-down position of the propeller relative to the hull.

In some embodiments, the third connecting unit includes a set of protruding head positioning mechanism, the protruding head positioning mechanism includes a positioning protruding head, the pusher includes a connecting vertical rod, the connecting vertical rod includes a positioning hole, and the positioning protruding head can cooperate with the positioning hole to adjust or fix the position of the pusher.

Also provided is a dinghy comprising a hull and further comprising the propulsion device of any one of the above.

Implement the utility model discloses following beneficial effect has at least: the clamping assembly is detachably connected to the ship body, and the propeller is connected to the ship body through the connecting mechanism; when a user uses the propulsion device and the rubber dinghy with the propulsion device, the position of the propeller can be flexibly adjusted; meanwhile, when the propeller breaks down, the propeller can be disassembled and is convenient to maintain; when not in use, the utility model can be conveniently stored.

Drawings

The invention will be further explained with reference to the drawings and examples, wherein:

fig. 1 is a schematic perspective view of a rubber dinghy according to some embodiments of the present invention;

FIG. 2 is a perspective view of another attachment of the propulsion device of FIG. 1;

FIG. 3 is a top view of the dinghy of FIG. 1;

FIG. 4 is a schematic perspective exploded view of the dinghy of FIG. 1;

FIG. 5 is a schematic perspective exploded view of the clamping assembly of FIG. 1;

FIG. 6 is a perspective view of the pusher and coupling mechanism of FIG. 1;

fig. 7 is a perspective exploded view of the propeller and the coupling mechanism shown in fig. 1.

Detailed Description

In order to clearly understand the technical features, objects, and effects of the present invention, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

Fig. 1 and 2 show a kayak 1 according to some embodiments of the present invention, where the kayak 1 may be used for navigation operations on a water surface, and may include a hull 10 and a propulsion device 20. The hull 10 constitutes the main structure of the dinghy 1 and can be used for carrying goods and also for the user to ride. The propulsion device 20 is detachably connected to the hull 10 for powering the hull 10.

Referring also to fig. 3, the pushing device 20 may include two clamping mechanisms (not numbered), a connecting cross bar 22, a connecting mechanism 23, a pusher 24, and a controller 25 in some embodiments. The clamping mechanisms are respectively detachably connected to two sides of the ship body 10 and can be used for detachably connecting the propulsion device 20 with the ship body 10. The connecting cross rod 22 is connected to the two clamping mechanisms and can be used for connecting the connecting mechanism 23. The number of attachment mechanisms 23 may be two in some embodiments. The two connecting mechanisms 23 are respectively connected to two ends of the connecting cross rod 22 and can be used for connecting the clamping mechanism and the propeller 24; and may be used to adjust the position of the propeller 24 relative to the hull 10. The propeller 24 is connected to the connection mechanism 23 so that the propeller 24 can be connected to the hull 10. The propeller 24 provides power to the propulsion device 20 to drive the hull 10. A controller 25 is mounted on the connecting rail 22 and is electrically connected to the propeller 24 and may be used to control the propeller 24 and other functional components of the dinghy 1.

Referring to fig. 4 and 5 together, each of the clamping mechanisms may include two clamping assemblies 21 and a clamping link 216 in some embodiments. The two clamping assemblies 21 are respectively mounted on the hull 10 and can be used for connecting the hull 10 and the propulsion unit 20. The clamping connecting rod 216 is connected to the two clamping assemblies 21 and can be used for installing the connecting cross rod 22. In some embodiments, after the two clamping assemblies 21 are connected by the clamping connecting rod 216, the rotation of the clamping assembly 21 on the ship body 10 in the axial direction of the ship body 10 can be limited, so as to increase the stability of the two mounting assemblies 21.

Chuck assembly 21 may include, in some embodiments, a hand stud 211, a chuck head 213, a chuck secondary 214, a chuck body 212, and a link pocket 215. The hand stud 211 is mounted at one end of the clamping body 212 and can be used for controlling the opening and closing angle of the clamping assembly 21, so that the clamping assembly 21 can be mounted on the hull 10. The clamp bodies 212 may be formed in a substantially arc-shaped strip shape, and may be provided in pairs, and may be used to connect other components of the clamp assembly 21 and enable the clamp assembly 21 to be clamped on the hull 10. The clamping head 213 is connected to the other end of the clamping body 212 for clamping the hull 10. In some embodiments, the clamping heads 213 and the clamping body 212 are disposed correspondingly, and each clamping assembly 21 includes two clamping heads 213. The two ends of the clamping auxiliary rod 214 are respectively hinged with the two clamping main bodies 212 and can be used for connecting the two clamping main bodies 212. The connecting rod sleeve hole 215 may be connected to the clamping main body 212 and may be sleeved on the clamping connecting rod 216, and may be used for connection between two clamping assemblies 21 of the same group or between two groups of clamping assemblies 21. The clamping connecting rod 216 is arranged between the two clamping components 21 and can be used for connecting a group of clamping components 21. In some embodiments, after the two clamping assemblies 21 are connected by the clamping link 216, the clamping assemblies 21 can be limited from rotating forwards or backwards along the axial direction of the ship body 10, so as to increase the stability of the two mounting assemblies 21.

The mounting body 212 may include a coupling lug 2122, a first coupling shaft 2123, an adjustment screw hole 2121, a coupling groove 2124, and a second coupling shaft 2125 in some embodiments. The engaging lug 2122 is connected to the inner upper position of the chuck main body 212 for engaging with the chuck sub-rod 214. In some embodiments, the connecting lugs 2122 are arranged in parallel in pairs, which can enhance the reliability of the connecting lugs 2122 and facilitate the connection of the clamping sub-rod 214 thereto; the first connecting shaft 2123 is mounted on the connecting lug 2122 and can be used for connecting the clamping sub-rod 214. The adjusting screw holes 2121 are disposed at an upward end of the head of the clamping main body 212, and can be used to adjust the opening and closing degree of the clamping main body 212. The connecting groove 2124 is provided at the other end of the chuck main body 212 and is used for mounting the chuck head 213 corresponding to the chuck main body 212. The second connecting shaft 2125 is connected to the connecting grooves 2124 and can be engaged with the connecting grooves 2124, so that the mounting head 213 can be mounted on the mounting body 212.

The mounting head 213 may include a connecting aperture 2131 and two mounting arms 2132 in some embodiments. The connecting holes 2131 are located between the two clamping arms 2132 and are integrally formed with the clamping arms 2132, and can be used for matching with the second connecting shaft 2125 of the clamping main body 212, so that the clamping head 213 can be hinged to the clamping main body 212. It is understood that the connection between the connecting hole 2131 and the two clamping arms 2132 may be formed integrally, or may be welded, or may be a pulling and buckling connection. The two clamping arms 2132 directly contact the hull 10 and may be disposed at an obtuse angle, which is smaller than the arc angle formed by the clamping body 212, and may be used to clamp the hull 10 so that the clamping assembly 21 can be erected on the hull 10. In some embodiments, the clamping heads 213 are hinged to the clamping main body 212, and during assembly, the two clamping heads 213 can rotate to some extent along the axial direction of the connecting hole 2131, so that the two clamping heads 213 clamped on the hull 10 are approximately in a symmetrical state, and the stress directions thereof are approximately on the same straight line; compared with the clamping main body 212, the clamping head 213 hinged to the clamping main body 212 can clamp the ship body 10 more firmly.

The clamping secondary rod 214 may include two connecting portions 2141 in some embodiments. The two connecting portions 2141 may be hook-shaped and respectively connected to two ends of the clamping auxiliary rod 214, and may hook the first connecting shaft 2123 at the connecting lug 2122 of the clamping main body 212, so that the two clamping main bodies 212 and two ends of the clamping auxiliary rod 214 are respectively hinged. Specifically, the two chuck main bodies 212 form a lever with the first connecting shaft 2123 at the connecting lug 2122 as a fulcrum when the chuck sub-rod 214 is assembled; the user can change the size of the opening at the other end of the clamping main body 212 by adjusting the hand-turning stud 211, so that the clamping assembly 21 can be assembled and disassembled or fastened on the ship body 10. Specifically, when the hand-screw stud 211 is adjusted to make one end of each of the two clamping bodies 212 close to the adjusting screw hole 2121, the opening corresponding to the other end of each of the two clamping bodies 212 is larger, and the clamping assembly 21 can be mounted on or dismounted from the hull 10. Accordingly, when the knob studs 211 are adjusted to move the ends of the two clamping bodies 212 close to the adjustment screw holes 2121 farther, the openings corresponding to the other ends of the two clamping bodies 212 are smaller, and the clamping assembly 21 can be fastened to the hull 10.

The link sleeve aperture 215 may include a one-way link sleeve aperture 2151 and a cross-link sleeve aperture 2152 in some embodiments. The one-way link sleeve hole 2151 is connected to the clamping body 212 and can be used for connecting the clamping link 216. In some embodiments, the one-way connecting sleeve hole 2151 and the clamping main body 212 may be integrally formed or welded. The cross link sleeve aperture 2152 may be used to connect the clamping link 216 to the connecting cross bar 22. In some embodiments, the cross link sleeve aperture 2152 is formed by two unidirectional link sleeve apertures 2151 that are connected perpendicular to each other.

Referring to fig. 6 and 7 together, the connection mechanism 23 may include a first connection unit (not numbered), a second connection unit (not numbered) and a third connection unit (not numbered) in some embodiments. The first coupling unit is coupled to one end of the coupling rail 22 and is perpendicular to the second coupling unit, and is used to adjust the position of the propeller 24 with respect to the inside and outside of the hull 10. The second coupling unit is connected to the first coupling unit and is operable to adjust the fore-aft position of the propeller 24 relative to the hull 10. The third connection unit is perpendicular to the first connection unit and the second connection unit, respectively, and connected to the second connection unit, and may be used to adjust the up-down position of the propeller 24 with respect to the hull 10. It will be appreciated that the three attachment units of the attachment mechanism can adjust the position of the propeller 24 relative to the hull 10 from three mutually perpendicular directions, thereby enabling a flexible arrangement of the position of the propeller 24.

As shown in fig. 7, the first connection unit may include a first gear connection 231 in some embodiments. The first gear connection mechanism 231 may include a first fixed gear 2311, a first meshing gear 2312, a first spring 2315, a first latch 2314, and a first lock shaft 2313 in some embodiments. The first fixed gear 2311, having one end coupled to the connecting rail 22 and the other end engaged with the first engagement gear 2312, may serve to fix the angle of the first engagement gear 2312 with respect to the connecting rail 22. The first engagement gear 2312 is connected to the mover 24 and can be used to adjust the position and angle of the mover 24. In some embodiments, the first engagement gear 2312, in cooperation with the first fixed gear 2311, can enable adjustment of the inboard and outboard positions of the propeller 24 relative to the hull 10.

The first spring 2315 is positioned between the first fixed gear 2311 and the first engagement gear 2312, and when the two gear adjustment angles are released, the first spring 2315 can assist the first fixed gear 2311 to be bounced off from the first engagement gear 2312, so that the operation of a user is facilitated. It is understood that the first spring 2315 is a compression spring. The first lock shaft 2313 is sleeved in the first lock 2314, and the first lock shaft 2313 is matched with the first lock 2314 and can be used for locking the first fixed gear 2311 and the first meshing gear 2312 and locking and fixing the angles of the first fixed gear 2311 and the first meshing gear 2312, so that the connection between the propeller 24 and the clamping assembly 21 is realized.

It can be understood that the first fixed gear 2311 and the first engagement gear 2312 can adjust the inner and outer positions of the propeller 24 relative to the hull 10 in the released state, and the first fixed gear 2311 and the first engagement gear 2312 can fix the position of the propeller 24 in the locked state.

The first fixed gear 2311 may include a first connecting shaft (not numbered) in some embodiments. The first connecting shaft extends in the direction of the first engagement gear 2312 along the axis of the first fixed gear 2311, and is connected to the center of the first fixed gear 2311. The first connecting shaft may be used to connect the first lock shaft 2313 and the first latch 2314 so that the first fixed gear 2311 and the first meshing gear 2312 are locked to each other.

The first shaft may, in some embodiments, include a first shaft aperture (not numbered) that opens at an end of the first shaft proximate the first latch 2314, and the first shaft 2313 may be received in the first shaft aperture. The first lock shaft 2313 is also hinged to the first lock 2314, so that the first lock 2314 can abut against the first engagement gear 2312 when locked, the first lock shaft 2313 pulls the first fixed gear 2311 in the direction of the first engagement gear 2312, and the first fixed gear 2311 and the first engagement gear 2312 are locked. In some embodiments, the length of the first lock shaft 2313 is greater than the length of the first lock shaft hole, thereby enabling the first latch 2314 to be hinged with the first lock shaft 2313.

As shown in fig. 7, the second connection unit may include a second gear connection mechanism 231a in some embodiments. The second gear connection mechanism 231a may include a second fixed gear 2311a, a second engagement gear 2312a, a second spring 2315a, a second latch 2314a, and a second latch shaft 2313a in some embodiments. The second fixed gear 2311a has one end connected to the first engagement gear 2312 and the other end engaged with the second engagement gear 2312a for fixing the second engagement gear 2312a. The second engagement gear 2312a is connected to the mover 24 and can be used to adjust the position and angle of the mover 24. In some embodiments, the second engagement gear 2312a, in cooperation with the second fixed gear 2311a, may enable adjustment of the fore-aft position of the propeller 24 relative to the hull 10.

The second spring 2315a is positioned between the second fixed gear 2311a and the second engagement gear 2312a, and when the two gears are released for angle adjustment, the second spring 2315a can assist the second fixed gear 2311a to be bounced off from the second engagement gear 2312a, so that the operation of a user is facilitated. It is understood that the second spring 2315a is a compression spring. The second locking shaft 2313a is sleeved in the second locking device 2314a, and the second locking shaft 2313a is matched with the second locking device 2314a, so that the second locking shaft 2311a and the second engagement gear 2312a can be locked and fixed, and the angle between the second fixed gear 2311a and the second engagement gear 2312a is locked and fixed, so that the connection between the propeller 24 and the clamping assembly 21 is realized.

It is understood that the second fixed gear 2311a and the second engagement gear 2312a can adjust the forward and backward position of the propeller 24 with respect to the hull 10 in the released state, and the second fixed gear 2311a and the second engagement gear 2312a can fix the position of the propeller 24 in the locked state.

The second fixed gear 2311a may include a second connecting shaft (not numbered) in some embodiments. The second connecting shaft extends in the direction of the second engagement gear 2312a along the axis of the second fixed gear 2311a, and is connected to the center of the second fixed gear 2311 a. The second connecting shaft may be used to connect the second locking shaft 2313a and the second locker 2314a such that the second fixed gear 2311a and the second engagement gear 2312a are locked to each other.

The second connecting shaft may in some embodiments comprise a second locking shaft hole (not numbered) opening at an end of the second connecting shaft adjacent to the second locking device 2314a, in which the second locking shaft 2313a may be inserted. The second locking shaft 2313a is simultaneously hinged with the second locking bar 2314a such that the second locking bar 2314a can abut against the second engagement gear 2312a when locked, the second locking shaft 2313a pulls the second fixed gear 2311a in the direction of the second engagement gear 2312a, and the second fixed gear 2311a and the second engagement gear 2312a are locked. It is understood that the length of the second locking shaft 2313a is greater than that of the second locking shaft hole, thereby enabling the first and second catches 2314a to be hingedly coupled with the second locking shaft 2313a.

As shown in fig. 7, the third coupling unit may, in some embodiments, include a nose positioning mechanism 232 that may be used to fix the position of the propeller 24 in an up-down position relative to the hull 10.

The nose positioning mechanism 232 may, in some embodiments, include a positioning pocket 2321, an attachment plate 2322, a shaft 2325, a third spring 2324, and a positioning nose 2323. The positioning hole 2321, which has the same shape as the cross section of the connecting rod 245, is connected to the second engaging gear 2312a and is configured to receive the connecting rod 245, so as to connect to the propeller 24. The connecting plate 2322 is connected to the outer surface of the positioning sleeve hole 2321 by a pin, and is provided with a rotating shaft hole (not numbered) for mounting the rotating shaft 2325, and can be used for matching with the rotating shaft 2325. The rotating shaft 2325 may be connected to the connecting plate 2322 and rotate along the axial direction thereof.

The third spring 2324 is disposed on the rotating shaft 2325, so that the positioning protrusion 2323 has a force directed toward the connecting rod 245, thereby facilitating the user to operate the protrusion positioning mechanism 232. The positioning nose 2323 is connected to the rotating shaft 2325 and extends rearward and downward to form a handle (not numbered) for a user to operate, and is adapted to be coupled to the vertical rod 245. It can be understood that the positioning protrusion 2323 and the rotating shaft 2325 together form a lever with the rotating shaft 2325 as a fulcrum and the handle as a force arm. When a user wants to change the position of the pusher 24 by moving the vertical connecting rod 245, the user only needs to move the handle to separate the positioning nose 2323 from the vertical connecting rod 245, and after moving to a desired position, the user releases the handle, and the positioning nose 2323 can be connected to the vertical connecting rod 245 under the action of the third spring 2324, so that the change of the position of the pusher 24 is completed.

As shown in fig. 7, propeller 24 may include, in some embodiments, a drive motor 241, a deflector 242, blades 243, a protective cover 244, and connecting posts 245. The driving motor 241 is electrically connected to the controller 25 through the clamping assembly 21, and is used for providing power to the propeller 24. A deflector 242 is connected below the drive motor 241 and serves to deflect water around the propeller 24, thereby reducing resistance to travel. The blade 243 is connected to the driving motor 241 and is rotated by the driving motor 241, thereby generating thrust in the water. Mounted on the outside of blades 243 is a protective cover 244 which may be used to protect blades 243 to reduce the likelihood of damage to blades 243, thereby increasing the durability of propeller 24. The connecting rod 245 is connected to the upper end of the driving motor 241, and is used for connecting the propeller 24 and the connecting mechanism 23.

Connecting vertical bar 245 may include locating hole 2451 and locating hole 2452 in some embodiments. The positioning holes 2451 are uniformly distributed on the connecting vertical bar 245 along the extending direction of the connecting vertical bar 245, and can be used for matching with the positioning nose 2323 of the nose positioning mechanism 232 to realize the connection and positioning of the connecting vertical bar 245 on the cam positioning mechanism 232. The positioning groove 2452 is arranged along the connecting vertical rod 245 and can be used for limiting the matching of the connecting vertical rod 245 and the positioning sleeve hole 2321; specifically, the positioning hole 2451 of the vertical connecting rod 245 can be matched with the nose positioning mechanism 232 accurately.

It is to be understood that the above-described technical features may be used in any combination without limitation.

The above embodiments only express the specific embodiments of the present invention, and the description thereof is specific and detailed, but not construed as limiting the scope of the present invention; it should be noted that, for those skilled in the art, the above technical features can be freely combined, and several modifications and improvements can be made without departing from the concept of the present invention, which all belong to the protection scope of the present invention; therefore, all changes and modifications that come within the meaning and range of equivalency of the claims are to be embraced within their scope.

Claims

1. A propulsion device for powering a hull, comprising:

2. The propulsion device of claim 1, further comprising a connecting cross bar connecting the two fixtures, the connecting cross bar being axially retractable.

3. The propulsion device according to claim 1, further comprising a connecting cross bar connecting the two clamping mechanisms; the two connecting mechanisms are respectively connected to two ends of the connecting cross rod.

4. The propulsion device according to claim 3, wherein each clamping mechanism comprises two clamping components and a clamping connecting rod; the two clamping assemblies are C-shaped and are arranged in parallel at intervals; the clamping connecting rod connects the two clamping components, and the connecting cross rod is connected to the clamping connecting rod.

5. The advancing device as claimed in claim 4, wherein each clamping assembly comprises two clamping main bodies, a hand-screw stud screwed to one end of each clamping main body, a clamping head hinged to the other end of each clamping main body, and a clamping auxiliary rod hinged between the two clamping main bodies.

6. A propulsion device according to claim 2, characterised in that each attachment means comprises a first attachment unit for adjusting the in-and-out position of the propeller relative to the hull and/or a second attachment unit for adjusting the fore-aft position of the propeller relative to the hull.

7. The propulsion device according to claim 6, wherein the first connecting unit comprises a first gear locking mechanism, the first gear locking mechanism comprises a first fixed gear connected to the connecting cross bar and a first meshing gear matched with the first fixed gear, the first fixed gear and the first meshing gear can adjust the inside and outside positions of the propeller relative to the hull in an unlocked state, and the first fixed gear and the first meshing gear can fix the position of the propeller in a locked state; the second connecting unit comprises a second fixed gear connected to the first meshing gear and a second meshing gear matched with the second fixed gear, the second fixed gear and the second meshing gear can adjust the front and back positions of the propeller relative to the ship body in an unlocking state, and the second fixed gear and the second meshing gear can fix the position of the propeller in a locking state.

8. A propulsion device as claimed in claim 7 wherein each connection includes a third connection unit for adjusting the up and down position of the propeller relative to the hull.

9. A propulsion device according to claim 8, wherein the third coupling unit comprises a set of nose positioning mechanisms, the nose positioning mechanisms comprising positioning noses coupled to the second meshing gear, the propeller comprising a connecting upright, the connecting upright comprising positioning holes, the positioning noses being able to cooperate with the positioning holes to adjust or fix the position of the propeller.

10. A dinghy comprising a hull, characterized in that it further comprises a propulsion device according to any one of claims 1 to 9.