Automobile front auxiliary frame and vehicle

Abstract

The utility model discloses an automobile front auxiliary frame and a vehicle, and relates to the technical field of vehicle manufacturing. The automobile front auxiliary frame comprises a cross beam assembly and a longitudinal beam assembly. The beam assembly comprises a first beam and a second beam which are arranged in parallel in the first direction. The longitudinal beam assembly comprises two connecting beams, and the two connecting beams are connected with the two ends, located on the same side, of the first cross beam and the two ends, located on the same side, of the second cross beam correspondingly to form a front auxiliary frame body. The second cross beam comprises a first connecting plate and a second connecting plate; a mounting space for mounting a reinforcing structure is formed between the first connecting plate and the second connecting plate; the reinforcing structure is composed of two structural plates which are connected with each other. The two structural plates start from a structural connecting point, and plate bodies respectively extend towards two edges close to different sides of the second cross beam in a scattered mode. According to the front auxiliary frame, the stress acting on the second cross beam can be effectively dispersed by arranging the reinforcing structure on the second cross beam, the structure of the front auxiliary frame is simplified, and the overall structural strength is considered.

Description

Technical Field

[0001] The present disclosure generally relates to the technical field of vehicle manufacturing, and in particular to a front subframe of an automobile and a vehicle. Background Art

[0002] With the development of social economy and vehicle industry, the comfort requirements of vehicles are gradually increasing. Therefore, improving the handling and comfort of vehicles can make vehicles more competitive in the market.

[0003] The front subframe is an important component of the automobile chassis. Its main function is to connect the body and the suspension system, disperse and withstand the vibration and impact loads from the engine and the road, thereby improving the vehicle's driving stability and ride comfort.

[0004] However, in order to ensure the structural strength, most of the existing front subframes are provided with a large number of supporting parts, which leads to the complex structure and heavy weight of the front subframe, which not only loses the advantage of lightweight but also has a high production cost. Therefore, there is an urgent need for a front subframe of an automobile that can take into account both structural strength and lightweight. Utility Model Content

[0005] In view of the above-mentioned defects or deficiencies in the prior art, it is desired to provide a front subframe of an automobile and a vehicle with high structural strength and obvious lightweight advantages.

[0006] In a first aspect, the present application provides a front subframe of an automobile, comprising:

[0007] A crossbeam assembly, the crossbeam assembly comprising: a first crossbeam and a second crossbeam arranged in parallel along a first direction;

[0008] A longitudinal beam assembly, the longitudinal beam assembly comprising: two connecting beams, the two connecting beams are respectively connected to two ends of the first cross beam and the second cross beam located on the same side to form a front subframe frame;

[0009] The second cross beam includes: a first connecting plate and a second connecting plate; an installation space for installing a reinforcement structure is formed between the first connecting plate and the second connecting plate; the reinforcement structure is composed of two interconnected structural plates; the two structural plates start from the structural connection point, and the plate bodies extend dispersedly to two edges close to different sides of the second cross beam, so as to improve the structure of the front subframe frame.

[0010] According to the technical solution provided in the present application, the first crossbeam includes: a crossbeam body and reinforcement parts arranged at both ends of the crossbeam body, and the two reinforcement parts extend along the second direction, toward the direction close to the second crossbeam; the second direction is perpendicular to the first direction.

[0011] According to the technical solution provided by the present application, the reinforcing portion and the beam body respectively form a first cross section and a second cross section in a direction perpendicular to the first direction, and the cross-sectional length of the first cross section along the third direction is greater than the cross-sectional length of the second cross section along the third direction;

[0012] The third direction is perpendicular to the second direction and the first direction.

[0013] According to the technical solution provided in the present application, the two connecting beams are respectively arranged on both sides of the first cross beam and the second cross beam; the two connecting beams are centrally symmetrically distributed;

[0014] The connecting beam is provided with a plurality of connecting parts, and the connecting parts are used to be connected with the vehicle body and the suspension system.

[0015] According to the technical solution provided in the present application, the end of the second crossbeam and the middle of the second crossbeam respectively form a third cross-section and a fourth cross-section in a direction perpendicular to the first direction, and the cross-sectional length of the third cross-section along the second direction is greater than the cross-sectional length of the fourth cross-section along the second direction.

[0016] According to the technical solution provided by the present application, the edges of the two ends of the second cross beam on the side close to the first cross beam are in an arc-shaped segment structure and are connected to the corresponding side wall of the connecting beam;

[0017] The two arc-shaped segment structures are bent toward a direction approaching the first crossbeam.

[0018] According to the technical solution provided in the present application, two sides of the structural plate arranged in the installation space are respectively fixedly connected to the first connecting plate and the second connecting plate.

[0019] According to the technical solution provided by the present application, when two mutually cooperating reinforcement structures are arranged in the installation space,

[0020] The two reinforcing structures are distributed with their structural connection points close to each other, and the plate bodies of the structural plates in the two reinforcing structures extend respectively along the directions of the connecting beams adjacent thereto.

[0021] According to the technical solution provided in the present application, at least one weight-reducing hole is provided on the structural plate.

[0022] In a second aspect, the present application provides a vehicle, which is equipped with the above-mentioned automobile front subframe.

[0023] In summary, the technical solution specifically discloses a front subframe of an automobile and a vehicle, a crossbeam assembly and a longitudinal beam assembly. The crossbeam assembly includes: a first crossbeam and a second crossbeam arranged in parallel along a first direction; a longitudinal beam assembly, the longitudinal beam assembly includes: two connecting beams, the two connecting beams are respectively connected to the two ends of the first crossbeam and the second crossbeam on the same side to form a front subframe frame; the second crossbeam includes: a first connecting plate and a second connecting plate; an installation space for installing a reinforcement structure is formed between the first connecting plate and the second connecting plate; the reinforcement structure is composed of two interconnected structural plates; the two structural plates start from the structural connection point, and the plate bodies are dispersedly extended to the two edges close to different sides of the second crossbeam to improve the structure of the front subframe frame.

[0024] In order to ensure the structural strength, the existing front subframe is mostly provided with a large number of supporting parts, which makes the front subframe structure complex and heavy, not only losing the advantage of lightweight but also having a high production cost. In the present application, a reinforcement structure is provided in the installation space formed by the first connecting plate and the second connecting plate in the second crossbeam to improve the stress resistance of the second crossbeam. At the same time, the structural design of the reinforcement structure is simple and can effectively disperse the stress acting on the second crossbeam to avoid stress concentration, thereby achieving the simplification of the front subframe structure and taking into account the overall structural strength. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Other features, objects and advantages of the present application will become more apparent by reading the detailed description of non-limiting embodiments made with reference to the following drawings:

[0026] Figure 1 The figure is a schematic diagram of the overall structure of a front subframe of an automobile.

[0027] Figure 2 The present invention is a top view of the overall structure of a front subframe of an automobile.

[0028] Figure 3 The figure is a top view of the structure of a front subframe of an automobile (excluding the first connecting plate).

[0029] Figure 4 The present invention is a front view of the structure of a front subframe of an automobile (excluding the first connecting plate).

[0030] Numbers in the figure: 100, first crossbeam; 101, crossbeam body; 102, reinforcement part; 200, second crossbeam; 201, first connecting plate; 202, second connecting plate; 300, connecting beam; 301, connecting part; 3011, first connecting part; 3012, second connecting part; 3013, third connecting part; 400, reinforcement structure; 401, structural plate; 402, weight reduction hole. DETAILED DESCRIPTION

[0031] The present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It is to be understood that the specific embodiments described herein are only used to explain the relevant invention, rather than to limit the invention. It is also necessary to explain that, for ease of description, only the parts related to the invention are shown in the accompanying drawings.

[0032] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0033] Example 1

[0034] Please refer to Figure 1 The overall structural diagram of a front subframe of an automobile provided by the present embodiment is shown, and the front subframe of the automobile comprises:

[0035] A beam assembly, the beam assembly comprising: a first beam 100 and a second beam 200 arranged in parallel along a first direction;

[0036] A longitudinal beam assembly, the longitudinal beam assembly comprising: two connecting beams 300, the two connecting beams 300 are respectively connected to two ends of the first cross beam 100 and the second cross beam 200 located on the same side to form a front subframe frame;

[0037] The second cross beam 200 includes: a first connecting plate 201 and a second connecting plate 202; an installation space for installing a reinforcing structure 400 is formed between the first connecting plate 201 and the second connecting plate 202; the reinforcing structure 400 is composed of two interconnected structural plates 401; the two structural plates 401 start from the structural connection point, and the plate bodies are dispersedly extended to the two edges on different sides close to the second cross beam 200, so as to improve the structure of the front subframe frame.

[0038] First of all, it should be made clear that the front subframe plays a vital role in the overall structure of the car, and has a direct impact on improving the safety performance, stability and comfort of the car. The front subframe is an important part of the car chassis. Its main function is to connect the body and the suspension system, and then disperse and withstand the vibration and impact loads from the engine and the road.

[0039] However, in order to ensure the structural strength, most of the existing front subframes are provided with a large number of supporting parts. For example, the front subframe disclosed in the publication number CN214823612U ensures the structural strength of the front subframe by adding multiple reinforcing plates. However, since the lightweight advantage has been increasingly valued in the vehicle evaluation stage, simply increasing the supporting parts to ensure the structural strength of the front subframe is not the best method.

[0040] In view of this, see Figure 1 and Figure 2 The front subframe of the automobile in this embodiment includes: a crossbeam assembly and a longitudinal beam assembly. The crossbeam assembly includes: a first crossbeam 100 and a second crossbeam 200 arranged in parallel along a first direction; here, the first direction is a horizontal direction (for details, see Figure 2 The first beam 100 may also be referred to as the front beam, and the second beam 200 may also be referred to as the rear beam. The use of the first and second pairs of beams to define the two beams is only for the convenience of description to distinguish the two beams. There is no essential difference between the first and second.

[0041] The longitudinal beam assembly includes: two connecting beams 300, which can be respectively referred to as a left connecting longitudinal beam and a right connecting longitudinal beam; the two connecting beams 300 are respectively connected to the two ends of the first cross beam 100 and the second cross beam 200 located on the same side, which is equivalent to the two connecting beams 300 being respectively arranged on the left and right sides of the first cross beam 100 and the second cross beam 200, so that the first cross beam 100, the second cross beam 200 and the two connecting beams 300 together constitute a front subframe frame.

[0042] The second cross beam 200 is composed of a first connecting plate 201 and a second connecting plate 202, and the first connecting plate 201 and the second connecting plate 202, supported by the connecting beam 300, form an installation space instead of a solid cross beam structure, which also contributes to the lightweight of the front subframe, wherein the first connecting plate 201 can also be called the upper plate of the second cross beam 200, and the second connecting plate 202 can be called the lower plate of the second cross beam 200; at the same time, in order to ensure the stress resistance of the second cross beam 200, the reinforcing structure 400 is also provided in the installation space.

[0043] See also Figure 3 and Figure 4 The reinforcement structure 400 is composed of two interconnected structural plates 401, and the two structural plates 401 are connected by a structural connection point (the structural connection point can be specifically referred to in Figure 4 The dotted circle marked with M essentially refers to the position where the two structural plates 401 are connected. The plate bodies are dispersedly extended to the two edges on different sides close to the second crossbeam 200, which is equivalent to that although the two structural plates 401 are connected together, a certain angle is formed between the plate bodies. It can be simply understood that the two structural plates 401 are in a structure similar to a "human" shape.

[0044] It should be noted that, combined with Figure 4It can be seen that the structural design of the reinforced structure 400 first provides good lateral stability and anti-overturning performance, and can effectively resist external horizontal stress; at the same time, the structure can evenly distribute the external stress along the two dispersedly extending plates (see Figure 4 The arrow on the front side of the vehicle body is distorted), thereby reducing the formation of concentrated stress. Therefore, the reinforcement structure 400 can effectively improve the structural strength of the second cross beam 200, and at the same time improve the structure of the front sub-frame frame.

[0045] In a preferred embodiment, see Figure 2 The first cross beam 100 includes: a cross beam body 101 and reinforcement parts 102 arranged at both ends of the cross beam body 101, and the two reinforcement parts 102 extend along the second direction, toward the direction close to the second cross beam 200; the second direction is perpendicular to the first direction, and the specific direction of the second direction can be seen in Figure 2 The direction of the X axis.

[0046] In terms of technology, the beam body 101 and the reinforcement part 102 are an integrally formed structure. The reinforcement part 102 is equivalent to an extended structure on the beam body 101, which can enhance the stress resistance of the first beam 100 in the lateral direction (in terms of Figure 2 For example, it refers to the stress resistance in the Y-axis direction). For example, during a side column collision test, if the vehicle chassis is subjected to relatively severe lateral stress, the setting of the reinforcement portion 102 will play a certain role in resisting stress.

[0047] In a preferred embodiment, the reinforcing portion 102 and the beam body 101 respectively form a first cross section and a second cross section in a direction perpendicular to the first direction, and the cross section length of the first cross section along the third direction is greater than the cross section length of the second cross section along the third direction;

[0048] The third direction is perpendicular to the second direction and the first direction.

[0049] If the thickness of the first cross beam 100 is increased in order to further enhance the stress resistance of the first cross beam 100 in the Y direction, the overall lightweight of the front subframe will also be affected. Therefore, the thickness of each reinforcing portion 102 can be increased to achieve this purpose. Therefore, in the application embodiment, "the reinforcing portion 102 and the cross beam body 101 respectively form a first cross section and a second cross section in a direction perpendicular to the first direction, and the cross section length of the first cross section along the third direction is greater than the cross section length of the second cross section along the third direction", which is equivalent to thickening the reinforcing portion 102. The third direction can be specifically referred to in Figure 2 The direction of the Z axis, which is perpendicular to the XOY plane and points inward.

[0050] Exemplarily, the thickness of the reinforcement portion 102 may be up to 61.31 cm, but is not particularly limited thereto.

[0051] In a preferred embodiment, the two connecting beams 300 are respectively disposed on both sides of the first cross beam 100 and the second cross beam 200; the two connecting beams 300 are centrally symmetrically distributed;

[0052] The connecting beam 300 has a plurality of connecting parts 301 , and the connecting parts 301 are used to connect with the vehicle body and the suspension system.

[0053] See also Figure 1 , 2 or Figure 4 The structures of the two connecting beams 300 are substantially the same and are centrally symmetrically distributed to ensure the stability of the overall structure. At the same time, the connecting portion 301 on the connecting beam 300 can be divided into at least three, and the three connecting portions 301 are respectively divided into a first connecting portion 3011, a second connecting portion 3012 and a third connecting portion 3013. Among them, the first connecting portion 3011 is used to connect with the rear mounting point of the front suspension lower arm in the suspension system, the second connecting portion 3012 is used to connect with the front mounting point of the front suspension lower arm, and the third connecting portion 3013 is used to connect with the vehicle body. The specific connection means can be connected by connecting parts such as bolts, which is not specifically limited here.

[0054] It should be noted that since the two connecting beams 300 and the first cross beam 100 and the second cross beam 200 are not formed in one piece, during installation, it is generally necessary to ensure that the first cross beam 100 is flush with the ends of the connecting beams 300 on both sides, and at the same time, the second connecting plates 202 on the connecting beams 300 and the second cross beams 200 need to be maintained on the same vertical center line at the position of the rear installation point of the front suspension lower arm.

[0055] In a preferred embodiment, the end of the second beam 200 and the middle of the second beam 200 respectively form a third section and a fourth section in a direction perpendicular to the first direction, and the cross-sectional length of the third section along the second direction is greater than the cross-sectional length of the fourth section along the second direction.

[0056] Specifically, in this embodiment, according to the description that “the end of the second beam 200 and the middle of the second beam 200 respectively form a third section and a fourth section in a direction perpendicular to the first direction, and the cross-sectional length of the third section along the second direction is greater than the cross-sectional length of the fourth section along the second direction”, it can be seen that the middle of the second beam 200 is concave. Such a structural design can firstly disperse the stress acting on the second beam 200 to a greater extent, and at the same time, it also increases the connection area between the second beam 200 and the connecting beam 300, thereby improving the ability of the first beam 100 to resist bending and shear forces to a certain extent.

[0057] In a preferred embodiment, the edges of the two ends of the second cross beam 200 close to the first cross beam 100 are in an arc-shaped segment structure and meet with the corresponding side wall of the connecting beam 300;

[0058] The two arc-shaped segment structures are bent toward the direction approaching the first crossbeam 100 .

[0059] See also Figure 2 The two end edges of the second beam 200 close to the first beam 100 are smoothly connected to the side of the corresponding connecting beam 300 in an arc shape. At the same time, the arc structures on the left and right sides also have different curvatures due to installation requirements ( Figure 2 The curvature of the arc on the left side of the second beam 200 is greater than the curvature of the arc on the right side. This is because a motor bracket needs to be installed on the right side of the second beam 200. In order not to affect the installation of the motor bracket, only the curvature of the arc structure on the left side is increased). The larger curvature design can further avoid defects such as stress concentration.

[0060] Exemplarily, the maximum bending angle of the arc segment structure can reach 127.5°, without any specific limitation.

[0061] In a preferred embodiment, two sides of the structural plate 401 disposed in the installation space are fixedly connected to the first connecting plate 201 and the second connecting plate 202 respectively.

[0062] The structural plate 401 fills the installation space in a manner of being fixedly connected with the first connecting plate 201 and the second connecting plate 202 in the installation space, and also further ensures the structural strength of the second crossbeam 200 .

[0063] In a preferred embodiment, when two mutually cooperating reinforcing structures 400 are provided in the installation space, the two reinforcing structures 400 are distributed with their structural connection points close to each other, and the plate bodies of the structural plates 401 in the two reinforcing structures 400 extend respectively in the direction of the connecting beams 300 adjacent thereto.

[0064] Since the second beam 200 has a certain transverse length, out of consideration for the overall stress resistance of the second beam 200, a plurality of reinforcing structures 400 are generally arranged in the installation space along the length direction of the second beam 200, but the specific number is not particularly limited and is mainly arranged based on actual conditions.

[0065] Combination Figure 3 and Figure 4 As shown, two reinforcing structures 400 are arranged in the installation space. The two reinforcing structures 400 cover the second cross beam 200 as much as possible while avoiding interference with the necessary connection structure in the second cross beam 200, so that the overall stress resistance of the second cross beam 200 can be improved; in terms of the layout of the two reinforcing structures 400, the structural connection points of the two reinforcing structures 400 are mainly close to each other, which is equivalent to the four structural plates 401 located in the two reinforcing structures 400 being able to extend in four directions. For details, see Figure 4 The direction of the arrow in the middle indicates that the stress can be dispersed to different structural plates 401, which means that the stress concentration phenomenon can be further limited.

[0066] It should be noted that there are actually no fixed rules for the structural parameters of the structural plates in a single reinforcement structure 400 (such as the length and thickness of the structural plate 401, the angle between the two plates, or whether the structural plate 401 has a certain curvature) and the layout settings of multiple reinforcement structures 400. There will be different structural adjustments and layout methods for second beams 200 of different specifications or shapes. The main purpose is to improve the stress resistance of the parts to a greater extent through the ingenious structural design of the reinforcement structure 400.

[0067] In a preferred embodiment, at least one weight-reducing hole 402 is formed on the structural plate 401 .

[0068] Since the structural plate 401 itself has a certain thickness, the weight-reducing holes 402 may be provided at the side of the structural plate 401 or at the top of the structural plate 401 , etc., without any specific limitation.

[0069] When opening these weight-reducing holes 402, the specific opening positions can be selected by means of collision tests or CAE finite element analysis, for example Figure 3 As shown, in the example of the present application, the weight-reducing holes 401 on the structural plate 401 include a rectangular hole and a circular hole respectively opened on two different structural plates 401 .

[0070] Based on the above description, it can be known that the embodiment of the present application proposes a front subframe of an automobile, which includes a crossbeam assembly and a longitudinal beam assembly. The first crossbeam 100 and the second crossbeam 200 in the crossbeam assembly and the two connecting beams 300 in the longitudinal beam assembly together constitute a front subframe frame; in order to simplify the structure on the basis of taking into account the stress resistance of the front subframe to achieve the purpose of lightweight, the second crossbeam 200 forms an installation space for installing a reinforcement structure through a first connecting plate 201 and a second connecting plate 202; the reinforcement structure 400 is composed of two interconnected structural plates 401; the two structural plates 401 start from the structural connection point, and the plate bodies are dispersed and extended to the two edges close to different sides of the second crossbeam 200, respectively, presenting a structure similar to a "human" shape, thereby effectively dispersing the stress acting on the second crossbeam 200, so as to improve the structural strength of the front subframe frame.

[0071] Example 2

[0072] This embodiment provides a vehicle, using the automobile front subframe described in Embodiment 1.

[0073] The vehicle in this embodiment has a front subframe with reliable strength and obvious lightweight advantages, which not only improves the stress resistance of the chassis system of the entire vehicle, but also achieves the advantage of lightweight, which will greatly increase the driving safety and market competitiveness of the vehicle.

[0074] The above description is only a preferred embodiment of the present application and an explanation of the technical principles used. Those skilled in the art should understand that the scope of the invention involved in the present application is not limited to the technical solution formed by a specific combination of the above technical features, but should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the inventive concept. For example, the above features are replaced with (but not limited to) technical features with similar functions disclosed in the present application.

Claims

1. A front subframe of an automobile, characterized in that: include: A crossbeam assembly, the crossbeam assembly comprising: a first crossbeam (100) and a second crossbeam (200) arranged in parallel along a first direction; A longitudinal beam assembly, the longitudinal beam assembly comprising: two connecting beams (300), the two connecting beams (300) being respectively connected to two ends of the first cross beam (100) and the second cross beam (200) located on the same side to form a front subframe frame; The second cross beam (200) comprises: a first connecting plate (201) and a second connecting plate (202); an installation space for installing a reinforcing structure (400) is formed between the first connecting plate (201) and the second connecting plate (202); the reinforcing structure (400) is composed of two mutually connected structural plates (401); the two structural plates (401) start from a structural connection point, and the plate bodies respectively extend in a dispersed manner toward two edges on different sides close to the second cross beam (200), so as to improve the structure of the front subframe frame.

2. The front subframe of an automobile according to claim 1, characterized in that: The first crossbeam (100) comprises: a crossbeam body (101) and reinforcement parts (102) arranged at both ends of the crossbeam body (101), the two reinforcement parts (102) both extending along a second direction, in a direction approaching the second crossbeam (200); the second direction is perpendicular to the first direction.

3. The front subframe of an automobile according to claim 2, characterized in that: The reinforcing portion (102) and the crossbeam body (101) respectively form a first cross section and a second cross section in a direction perpendicular to the first direction, and a cross-sectional length of the first cross section along a third direction is greater than a cross-sectional length of the second cross section along the third direction; The third direction is perpendicular to the second direction and the first direction.

4. The front subframe of an automobile according to claim 1, characterized in that: The two connecting beams (300) are respectively arranged on both sides of the first crossbeam (100) and the second crossbeam (200); the two connecting beams (300) are distributed symmetrically around the center; The connection beam (300) is provided with a plurality of connection parts (301), and the connection parts (301) are used to be connected to a vehicle body and a suspension system.

5. The front subframe of an automobile according to claim 2, characterized in that: The end of the second crossbeam (200) and the middle of the second crossbeam (200) respectively form a third cross section and a fourth cross section in a direction perpendicular to the first direction, and the cross-sectional length of the third cross section along the second direction is greater than the cross-sectional length of the fourth cross section along the second direction.

6. The front subframe of an automobile according to claim 5, characterized in that: The edges of the two ends of the second crossbeam (200) on the side close to the first crossbeam (100) are in an arc-shaped segment structure and are connected to the side wall of the corresponding connecting beam (300); The two arc-shaped segment structures are bent in a direction approaching the first crossbeam (100).

7. The front subframe of an automobile according to claim 1, characterized in that: Two sides of the structural plate (401) disposed in the installation space are respectively fixedly connected to the first connecting plate (201) and the second connecting plate (202).

8. The automobile front subframe according to claim 7, characterized in that: When two mutually cooperating reinforcement structures (400) are arranged in the installation space, The two reinforcement structures (400) are distributed with their structural connection points close to each other, and the plate bodies of the structural plates (401) in the two reinforcement structures (400) respectively extend in the direction of the connection beams (300) adjacent thereto.

9. The automobile front subframe according to claim 1, characterized in that: At least one weight-reducing hole (402) is provided on the structural plate (401).

10. A vehicle, characterized in that: A front subframe of an automobile as described in any one of claims 1 to 9 is used.

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