Automobile stamping metal support with buffer structure

Abstract

This utility model relates to the field of automotive stamped metal bracket technology, and in particular to an automotive stamped metal bracket with a buffer structure. It includes a bracket body, a support plate on top of the bracket body, and a buffer assembly symmetrically arranged between the bracket body and the support plate. The upper and lower ends of the buffer assembly are connected to the bottom of the support plate and the top of the bracket body, respectively. The buffer assembly includes a buffer box and a first hinge seat. The buffer box is fixedly connected to the top two sides of the bracket body, and the first hinge seat is fixedly connected to the bottom two sides of the support plate. The inner cavity of the buffer box is symmetrically provided with a first buffer cavity and a second buffer cavity. The first buffer cavity contains a first buffer structure. In this utility model, the first and second buffer structures form a two-stage buffer, making it adaptable to all vibration scenarios. The vibration transmission rate is significantly reduced, meeting the modern automotive requirements of "stable buffering in all scenarios, low maintenance, and high reliability."

Description

Technical Field

[0001] This utility model relates to the field of automotive stamped metal bracket technology, specifically an automotive stamped metal bracket with a buffer structure. Background Technology

[0002] Automotive stamped metal brackets are core automotive support components manufactured using stamping technology. They are made from metal materials such as steel plates and aluminum alloy plates. Pressure is applied to the metal plates through a mold to cause plastic deformation, forming a specific shape that meets the assembly requirements of automobiles. They are mainly used to fix and support various automotive system components (such as engines, transmissions, suspensions, chassis, electrical equipment, etc.). Automotive stamped metal brackets are widely distributed in key parts of automobile bodies, chassis, powertrains, etc. They not only have to bear the weight of the parts and the loads of vibration and impact, but also have to ensure the stability of the parts' positions, which directly affects the driving safety and reliability of automobiles. They are basic structural components with large usage and strong adaptability in automobile manufacturing. Traditional car brackets mostly use only a single spring, a simple rubber pad, or an unsupported airbag as a cushioning structure, which is difficult to adapt to the complex scenarios of low-frequency, small-amplitude bumps, high-frequency, large-load vibrations, and extreme impacts during car operation. When faced with low-frequency bumps, the fixed high-stiffness spring is prone to "hard contact," causing resonance and abnormal noise in the load-bearing components. When encountering high-frequency vibrations, the single structure has a low energy absorption limit, and the remaining energy is prone to fatigue damage to the components. When subjected to extreme impacts, the lack of overload protection design makes the cushioning elements prone to breakage and failure, and the impact energy is transferred to the components, causing damage or even safety accidents. Therefore, it is difficult to provide stable cushioning in all scenarios and increases maintenance costs, thus failing to meet the usage requirements of modern cars for brackets. Therefore, to address the above problems, a stamped metal car bracket with a cushioning structure is proposed. Utility Model Content

[0003] The purpose of this invention is to provide a stamped metal bracket for automobiles with a buffer structure to solve the problems mentioned in the background art.

[0004] To achieve the above objectives, this utility model provides the following technical solution: A stamped metal bracket for automobiles with a buffer structure includes a bracket body, a support plate on the top of the bracket body, and a buffer assembly symmetrically arranged between the bracket body and the support plate. The upper and lower ends of the buffer assembly are connected to the bottom of the support plate and the top of the bracket body, respectively. The buffer assembly includes a buffer box and a first hinge seat. The buffer box is fixedly connected to the top two sides of the bracket body, and the first hinge seat is fixedly connected to the bottom two sides of the support plate. The inner cavity of the buffer box is symmetrically provided with a first buffer cavity and a second buffer cavity. A first buffer structure is provided in the first buffer cavity, and a second buffer structure is provided in the second buffer cavity. A pair of hinge rods are alternately hinged on the first hinge seat, and the bottom ends of the hinge rods extend into the first buffer cavity.

[0005] As a further optimization of this utility model, the first buffer structure includes a pair of buffer plates arranged along the length of the buffer box, the buffer plates being slidably connected to the inner wall of the first buffer cavity, and the bottom end of the hinge rod being hinged to the adjacent buffer plate through a second hinge seat.

[0006] As a further optimization of this utility model, a buffer spring is fixedly connected between the two buffer plates, and a buffer support is fixedly connected to the buffer plate away from the second hinge seat, with one end of the buffer support away from the second hinge seat extending into the second buffer cavity.

[0007] As a further optimization of this utility model, the second buffer structure includes a buffer airbag, and an extrusion plate is fixedly connected to the extension end of the buffer support column. The extrusion plate is slidably connected to the inner wall of the second buffer cavity, and the extrusion plate is attached to one end of the buffer airbag.

[0008] As a further optimization of this utility model, the buffer airbag is provided with a pressure relief structure on the side away from the compression plate. The pressure relief structure includes a pressure relief pipe, which is connected to the buffer airbag. One end of the pressure relief pipe passes through the buffer box and extends to the outside. The extended end of the pressure relief pipe is connected to a duckbill valve.

[0009] As a further optimization of this utility model, the buffer airbag is provided with an air replenishment structure on the other side away from the compression plate. The air replenishment structure includes an air replenishment pipe, which is connected to the buffer airbag. One end of the air replenishment pipe passes through the buffer box and extends to the outside. A filter screen is installed on the inner side of the extended end of the air replenishment pipe.

[0010] As a further optimization of this utility model, the inner cavity of the buffer airbag is provided with a rubber sealing sheet. The rubber sealing sheet is installed inside the buffer airbag by an installation component. The rubber sealing sheet and the air supply tube are coaxially arranged, and the rubber sealing sheet covers the connection between the air supply tube and the buffer airbag.

[0011] Compared with the prior art, the beneficial effects of this utility model are: In this invention, the first buffer structure can be used to construct a primary buffer, which is suitable for low-frequency bumps, eliminates resonance and abnormal noise of the load-bearing components, and reduces maintenance. The second buffer structure, in conjunction with the first buffer structure, can form a secondary buffer by means of "buffer spring + buffer airbag + air damping" to cope with high-frequency vibration, greatly reduce component fatigue and wear, and is suitable for all vibration scenarios. The vibration transmission rate is greatly reduced, solving the problems of traditional brackets and meeting the modern automobile's requirements of "all-scenario stable buffering, low maintenance, and high reliability". Attached Figure Description

[0012] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This is an exploded view of the structure of this utility model; Figure 3 This is a schematic diagram of the structure of the buffer assembly of this utility model; Figure 4 This is a cross-sectional view of the buffer assembly of this utility model; Figure 5 This is a schematic diagram of the structure of the buffer airbag of this utility model; Figure 6 Cross-sectional view of the cushioning airbag of this utility model Figure 1 ; Figure 7 Cross-sectional view of the cushioning airbag of this utility model Figure 2 ; Figure 8 This is an exploded view of the gas-replenishing structure of this utility model.

[0013] In the diagram: 1. Support body; 2. Support plate; 3. Buffer assembly; 31. Buffer box; 32. First hinge seat; 33. First buffer cavity; 34. Second buffer cavity; 35. First buffer structure; 351. Buffer plate; 352. Second hinge seat; 353. Buffer spring; 354. Buffer support column; 36. Second buffer structure; 361. Buffer airbag; 362. Compression plate; 363. Pressure relief structure; 3631. Pressure relief pipe; 3632. Duckbill valve; 364. Air supply structure; 3641. Air supply pipe; 3642. Filter screen; 3643. Rubber sealing plate; 37. Hinge rod. Detailed Implementation

[0014] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0015] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0016] Please see Figures 1-8 This utility model provides a technical solution: A stamped metal bracket for automobiles with a buffer structure includes a bracket body 1, a support plate 2 on the top of the bracket body 1, and a buffer assembly 3 symmetrically arranged between the bracket body 1 and the support plate 2. The upper and lower ends of the buffer assembly 3 are respectively connected to the bottom of the support plate 2 and the top of the bracket body 1. The buffer assembly 3 includes a buffer box 31 and a first hinge seat 32. The buffer box 31 is fixedly connected to the top two sides of the bracket body 1, and the first hinge seat 32 is fixedly connected to the bottom two sides of the support plate 2. The inner cavity of the buffer box 31 is symmetrically provided with a first buffer cavity 33 and a second buffer cavity 34. The first buffer cavity 33 is provided with a first buffer structure 35, and the second buffer cavity 34 is provided with a second buffer structure 36. A pair of hinge rods 37 are alternately hinged on the first hinge seat 32, and the bottom end of the hinge rods 37 extends into the first buffer cavity 33.

[0017] It should be noted that: the bracket body 1 is the connection base between the bracket and the car body / chassis, the support plate 2 is the carrier for the car components to be buffered (such as engine accessories, battery pack, chassis pipelines, etc.), the first hinge seat 32 is fixedly installed on both sides of the bottom of the support plate 2, and is movably connected to the hinge rod 37 through the pin, so as to ensure that when the car vibrates, the longitudinal displacement of the support plate 2 can be smoothly converted into the buffering action of the buffer component 3, avoiding rigid transmission of vibration; Furthermore, the buffer components 3 are symmetrically arranged between the bracket body 1 and the support plate 2. Each group includes a buffer box 31, a first hinge seat 32, and a double buffer structure of "buffer spring 353 + buffer airbag 361", forming a multi-layer shock absorption system of "hinged guide + first-level buffer spring 353 buffer + second-level buffer airbag 361 buffer", which can accurately buffer different frequencies and intensities of automobile vibration (low-frequency large amplitude bumps, high-frequency small amplitude engine vibration). As a further implementation of this solution, the first buffer structure 35 includes a pair of buffer plates 351 arranged along the length of the buffer box 31. The buffer plates 351 are slidably connected to the inner wall of the first buffer cavity 33. The bottom end of the hinge rod 37 is hinged to the adjacent buffer plate 351 through the second hinge seat 352. A buffer spring 353 is fixedly connected between the two buffer plates 351. A buffer support column 354 is fixedly connected to the buffer plate 351 away from the second hinge seat 352. One end of the buffer support column 354 away from the second hinge seat 352 extends into the second buffer cavity 34. It should be noted that the buffer spring 353 is fixed to the center position of the two buffer plates 351 by welding at both ends, which is suitable for low-frequency small load vibration during normal driving of the car (such as slight road bumps, vibration amplitude of 5-15mm). When the car generates low-frequency vibration, the support plate 2 drives the hinge rod 37 to push the buffer plate 351. The buffer spring 353 quickly absorbs the vibration energy through elastic deformation, initially offsetting the low-frequency vibration and reducing the transmission of vibration to the car body. The buffer support column 354 is used to push the compression plate 362 to trigger the secondary buffer when there is high-frequency large load vibration. As a further implementation of this solution, the second buffer structure 36 includes a buffer airbag 361, and an extrusion plate 362 is fixedly connected to the extended end of the buffer support column 354. The extrusion plate 362 is slidably connected to the inner wall of the second buffer cavity 34, and the extrusion plate 362 is attached to one end of the buffer airbag 361. It should be noted that the buffer airbag 361 has good high-frequency response and large load absorption capacity, and is suitable for the impact load or high-frequency vibration of the engine during the rapid acceleration / brake of the car. One end of the buffer airbag 361 is fixed to the end wall of the second buffer chamber 34, and the other end is attached to the compression plate 362. It absorbs high-frequency vibration energy through the compression and expansion of gas, and forms a complementary buffer of "low-frequency spring + high-frequency airbag" with the first buffer structure 35, covering the common vibration frequency band of automobiles. As a further implementation of this solution, a pressure relief structure 363 is provided on the side of the buffer airbag 361 away from the compression plate 362. The pressure relief structure 363 includes a pressure relief pipe 3631, which is connected to the buffer airbag 361. One end of the pressure relief pipe 3631 passes through the buffer box 31 and extends to the outside. The extended end of the pressure relief pipe 3631 is connected to a duckbill valve 3632. It should be noted that the core function of the pressure relief structure 363 (air damping enhancement + overload protection) is to enhance the buffering effect through "slow exhaust to form air damping" while also providing overload protection. When the buffer airbag 361 is compressed (such as by high-frequency vibration or impact load), the pressure inside the buffer airbag 361 rises to the opening threshold, the duckbill valve 3632 slowly opens, and the gas is slowly discharged through the pressure relief pipe 3631. During the exhaust process, the airflow forms stable air damping in the pressure relief pipe 3631 and the duckbill valve 3632, delaying the slow-impact airbag. The 361 compression speed prevents rigid collisions of load-bearing components due to excessively rapid impact, while further absorbing vibration energy through damping force, significantly improving buffering stability. When the vibration weakens and the pressure of the buffer airbag 361 drops below the closing threshold, the duckbill valve 3632 automatically closes to stop venting, ensuring that the buffer airbag 361 maintains effective buffering pressure. If an extreme impact causes the pressure to rise sharply to the overload threshold, the duckbill valve 3632 will quickly increase the venting volume to prevent the buffer airbag 361 from rupturing, thus achieving the dual functions of damping buffering and overload protection. As a further implementation of this solution, an air replenishment structure 364 is provided on the other side of the end of the buffer airbag 361 away from the compression plate 362. The air replenishment structure 364 includes an air replenishment pipe 3641, which is connected to the buffer airbag 361. One end of the air replenishment pipe 3641 passes through the buffer box 31 and extends to the outside. A filter screen 3642 is installed on the inner side of the extended end of the air replenishment pipe 3641. A rubber sealing piece 3643 is provided in the inner cavity of the buffer airbag 361. The rubber sealing piece 3643 is installed inside the buffer airbag 361 by a mounting component. The rubber sealing piece 3643 and the air replenishment pipe 3641 are coaxially arranged, and the rubber sealing piece 3643 covers the connection between the air replenishment pipe 3641 and the buffer airbag 361. It should be noted that the air supply structure 364 (the core of the airbag pressure maintenance) is specifically designed to address minor air leakage during long-term use of the buffer airbag 361 (such as rubber aging and seepage, and minor wear and tear on the joint seals). This ensures that the airbag pressure is consistently maintained within the effective buffer range of 0.4-0.6 MPa. The filter screen 3642 is installed inside the extension end of the air supply tube 3641, forming the first filtration barrier for air intake. The rubber sealing plate 3643 is fixed inside the buffer airbag 361 by mounting hardware, precisely covering the connection between the air supply tube 3641 and the buffer airbag 361. Under normal conditions, the pressure inside the buffer airbag 361 is greater than the external atmospheric pressure. This pressure difference tightly presses the rubber sealing plate 3643 against the port of the air supply tube 3641, achieving... The system is sealed to prevent gas leakage from the airbag 361. When the airbag 361 is vented through the pressure relief structure 363 and the pressure drops to the air replenishment trigger threshold, the external atmospheric pressure is greater than the pressure inside the airbag 361. The pressure difference pushes the rubber sealing piece 3643 away from the port of the air replenishment pipe 3641. After being filtered by the filter screen 3642, the air automatically enters the airbag 361 through the air replenishment pipe 3641 to replenish the air. When the airbag pressure rises back to above the air replenishment stop threshold, the internal and external pressure difference reverses, and the pressure inside the airbag 361 presses the rubber sealing piece 3643 back into place to seal the air, stopping the air replenishment. The entire process requires no manual intervention, continuously maintaining the effective cushioning performance of the airbag 361 and extending its service life.

[0018] Workflow: First, connect the bracket body 1 to the car mounting location, ensuring that the bracket body 1 is rigidly fixed to the mounting location without loosening or shifting. Then, fix the car component to be buffered to the support plate 2, making the component and the support plate 2 form a whole. At this time, the buffer assembly 3 is in the initial standby state: the rubber sealing plate 3643 presses the port of the air inlet pipe 3641 under the pressure inside the buffer airbag 361 to achieve a seal; the duckbill valve 3632 is in the closed state, and the entire buffer system is ready to respond to car vibrations at any time. When a car travels on a slightly bumpy road, the vibration is transmitted through the bracket body 1 to the buffer assembly 3. The vertical displacement of the bracket body 1 causes the buffer box 31 to move synchronously, while the support plate 2, due to the inertia of the supporting components, undergoes a longitudinal displacement opposite to that of the buffer box 31 (e.g., when the buffer box 31 moves upward, the support plate 2 moves downward). At this time, the first hinge seat 32 at the bottom of the support plate 2 pushes the hinge rod 37 to rotate around the pin, converting the longitudinal displacement into the lateral sliding of the buffer plate 351. When the buffer plates 351 on both sides slide, they compress the buffer spring 353 in the middle, causing the buffer spring 353 to compress. The buffer spring 353 absorbs the vibration energy through elastic deformation and at the same time generates a reverse rebound force, preventing the buffer plate 351 from sliding excessively. The displacement speed of the support plate 2 is reduced. At this time, the distance that the buffer support column 354 moves with the buffer plate 351 is small, and it only slightly contacts the compression plate 362. The pressure change of the buffer airbag 361 does not reach the opening threshold of the duckbill valve 3632. The pressure relief structure 363 is not activated. Only the buffer spring 353 achieves the first-level smooth buffer. When the road bumps are reduced, the rebound force of the buffer spring 353 pushes the buffer plate 351 to slide in the opposite direction, which drives the hinge rod 37 to swing back, so that the support plate 2 returns to the initial position. During this process, the elastic deformation and reset of the buffer spring 353 continue to cycle, gradually consuming the energy of low-frequency vibration, and finally reducing the vibration amplitude of the support plate 2, so as to avoid the vibration being transmitted to the bearing components and causing abnormal noise. When the car brakes suddenly or the engine generates high-frequency vibration, the vibration amplitude and load increase: the longitudinal displacement amplitude of the support plate 2 increases, the stroke of the hinge rod 37 pushing the buffer plate 351 to slide increases significantly, and the compression of the buffer spring 353 exceeds the upper limit of the energy absorbed by the elastic deformation. At this time, the buffer plate 351 drives the buffer support column 354 to move synchronously, pushing the compression plate 362 to squeeze the buffer airbag 361 in the second buffer chamber 34, triggering the secondary buffer. The compression plate 362 compresses the buffer airbag 361, reducing its volume and rapidly increasing its internal pressure to the opening threshold of the duckbill valve 3632. At this point, the duckbill valve 3632 slowly opens, and the compressed air inside the buffer airbag 361 is slowly discharged through the pressure relief pipe 3631. The airflow forms stable air damping within the pressure relief pipe 3631 and the duckbill valve 3632. This damping force hinders the rapid compression of the buffer airbag 361, reducing the moving speed of the compression plate 362 and preventing rigid collisions of the load-bearing components due to excessive impact. Simultaneously, the compressed gas in the buffer airbag 361 absorbs vibration energy. The air damper absorbs energy simultaneously, and the two together absorb high-frequency vibration energy, significantly reducing the vibration transmission rate. When the vibration intensity weakens, the displacement amplitude of the support plate 2 decreases, and the rebound force of the buffer spring 353 pushes the buffer plate 351 to slide in the opposite direction. The pressure of the compression plate 362 on the buffer airbag 361 weakens, and the pressure inside the buffer airbag 361 drops below the closing threshold of the duckbill valve 3632. The duckbill valve 3632 closes automatically and stops venting. At this time, the remaining pressure inside the buffer airbag 361 is still maintained within the effective buffer range, and it can respond to the next high-frequency vibration at any time to ensure the continuity of buffering. When a car passes over a speed bump at high speed or experiences a minor collision, the impact load is large, increasing the longitudinal displacement amplitude of the support plate 2. The squeezing force of the compression plate 362 on the buffer airbag 361 increases sharply, causing the pressure inside the buffer airbag 361 to rise to above the overload threshold in a short time. At this time, the valve port of the duckbill valve 3632 opens further under high pressure, increasing the exhaust flow and quickly expelling the gas inside the buffer airbag 361, preventing the buffer airbag 361 from rupturing due to excessive pressure. While rapidly releasing pressure, the buffer spring 353 reaches its maximum compression, absorbing part of the impact energy through its ultimate elastic deformation. The buffer plate 351 is in close contact with the inner wall of the first buffer cavity 33, generating sliding friction to help consume the impact energy. The three work together to significantly reduce the impact load on the load-bearing components, preventing damage to the components due to overload. After the air is released through the pressure relief structure 363, the pressure inside the buffer airbag 361 will decrease. When the pressure drops to the air replenishment trigger threshold, the pressure inside the buffer airbag 361 is less than the external atmospheric pressure. The pressure difference pushes the rubber sealing piece 3643 away from the port of the air replenishment pipe 3641, and the air replenishment structure 364 is activated. After being filtered by the filter screen 3642 on the inner side of the extension end of the air replenishment pipe 3641, the outside air enters the buffer airbag 361 through the air replenishment pipe 3641. As air is continuously replenished, the pressure inside the airbag gradually rises. When the pressure rises to above 0.4MPa (the air replenishment stop threshold), the pressure inside the buffer airbag 361 is greater than the external atmospheric pressure, the pressure difference reverses, and the rubber sealing piece 3643 is pressed back against the port of the air replenishment pipe 3641 to achieve a seal and stop the air replenishment. The entire air replenishment process does not require manual intervention and continuously maintains the pressure of the buffer airbag 361 within the effective range.

[0019] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A stamped metal bracket for automobiles with a buffer structure, comprising a bracket body (1), characterized in that: The support plate (2) is provided above the support body (1), and a buffer assembly (3) is provided between the support body (1) and the support plate (2) in a symmetrical arrangement. The upper and lower ends of the buffer assembly (3) are respectively connected to the bottom of the support plate (2) and the top of the support body (1). The buffer assembly (3) includes a buffer box (31) and a first hinge seat (32). The buffer box (31) is fixedly connected to the top two sides of the support body (1). The first hinge seat (32) is fixedly connected to the bottom two sides of the support plate (2). The inner cavity of the buffer box (31) is symmetrically provided with a first buffer cavity (33) and a second buffer cavity (34). The first buffer cavity (33) is provided with a first buffer structure (35). The second buffer cavity (34) is provided with a second buffer structure (36). A pair of hinge rods (37) are alternately hinged on the first hinge seat (32). The bottom end of the hinge rod (37) extends into the first buffer cavity (33).

2. The automotive stamped metal bracket with a buffer structure according to claim 1, characterized in that: The first buffer structure (35) includes a pair of buffer plates (351) arranged along the length of the buffer box (31). The buffer plates (351) are slidably connected to the inner wall of the first buffer cavity (33). The bottom end of the hinge rod (37) is hinged to the adjacent buffer plate (351) through the second hinge seat (352).

3. The automotive stamped metal bracket with a buffer structure according to claim 2, characterized in that: A buffer spring (353) is fixedly connected between the two buffer plates (351), and a buffer support (354) is fixedly connected on the buffer plate (351) away from the second hinge seat (352). The end of the buffer support (354) away from the second hinge seat (352) extends into the second buffer cavity (34).

4. The automotive stamped metal bracket with a buffer structure according to claim 3, characterized in that: The second buffer structure (36) includes a buffer airbag (361), and an extrusion plate (362) is fixedly connected to the extended end of the buffer support (354). The extrusion plate (362) is slidably connected to the inner wall of the second buffer cavity (34), and the extrusion plate (362) is attached to one end of the buffer airbag (361).

5. The automotive stamped metal bracket with a buffer structure according to claim 4, characterized in that: The buffer airbag (361) has a pressure relief structure (363) on the side away from the compression plate (362). The pressure relief structure (363) includes a pressure relief pipe (3631), which is connected to the buffer airbag (361). One end of the pressure relief pipe (3631) passes through the buffer box (31) and extends to the outside. The extended end of the pressure relief pipe (3631) is connected to a duckbill valve (3632).

6. The automotive stamped metal bracket with a buffer structure according to claim 4, characterized in that: The buffer airbag (361) is provided with an air replenishment structure (364) on the other side away from the compression plate (362). The air replenishment structure (364) includes an air replenishment pipe (3641), which is connected to the buffer airbag (361). One end of the air replenishment pipe (3641) passes through the buffer box (31) and extends to the outside. A filter screen (3642) is installed on the inner side of the extended end of the air replenishment pipe (3641).

7. The automotive stamped metal bracket with a buffer structure according to claim 6, characterized in that: The inner cavity of the buffer airbag (361) is provided with a rubber sealing piece (3643). The rubber sealing piece (3643) is installed inside the buffer airbag (361) by an installation component. The rubber sealing piece (3643) and the air supply tube (3641) are coaxially arranged, and the rubber sealing piece (3643) covers the connection between the air supply tube (3641) and the buffer airbag (361).

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