An automotive transmission control structure

Abstract

This application relates to the technical field of variable-speed machinery and discloses an automotive shift control structure. By arranging a neutral-blocking block in the shift base, the neutral-blocking block can release the restriction on the shift lever only when the clutch pedal is depressed, avoiding direct gear shifting and accidental movement by children. There are three indicating discs on the shift knob. After the shift knob moves to the corresponding gear and the shift is completed, a single indicating disc will be pushed outwards to contact the operator's hand. The operator can quickly know the shifted gear and whether the shift is in place through the perception of the hand, finally achieving the effects of gear shifting can only be performed after the clutch is engaged, preventing children from moving the shift lever, and tactile prompt after the gear shifting is completed.

Description

Technical Field

[0001] The present application relates to the technical field related to speed change machinery, and in particular to a speed change control structure for an automobile. Background Art

[0002] The transmission control structure is a device used to change the transmission gear combination to achieve gear shifting.

[0003] For manual transmission cars, the speed shift control mechanism needs to be used in conjunction with the clutch to achieve smooth gear shifting. However, in actual use, the gear can be released without the intervention of the clutch. In the long run, this will aggravate the wear of the gears of the gearbox and there is also the risk of damaging the engine and drive shaft. On the other hand, since the current gear lever can also be switched to neutral during driving, when the family is traveling, children can directly change the gear while driving, affecting driving safety.

[0004] After the manual gear is switched, the driver cannot know whether the shifted position is the currently required gear, and after the gear shift is completed, the driver cannot sense whether the gear lever is switched into place. Therefore, there is a gear shift operation defect, which brings hidden dangers to driving. Summary of the invention

[0005] The present application proposes a vehicle speed change control structure, which has the advantages of only being able to switch gears after the clutch is engaged, preventing children from pulling the gear, and providing a tactile prompt after the gear is switched. It is used to solve the problems of direct gear shifting without a clutch, gear switching caused by children pulling the gear, and being unable to know the shifted gear and whether the gear is switched into place, as mentioned in the above background technology.

[0006] To achieve the above-mentioned purpose, the present application adopts the following technical solution: a vehicle speed change control structure, comprising:

[0007] A gear seat, the gear seat constrains the gear shifting path of the gear lever, a gear head is fixedly mounted on the gear lever, and the gear head pushes the gear lever to be placed in different gear positions;

[0008] An anti-slip frame, wherein the anti-slip frame is movably installed in the block seat, and a return spring for pushing the anti-slip frame is fixedly installed inside the block seat, and a slip-blocking block is fixedly installed on the inner wall of the anti-slip frame, and the slip-blocking block is distributed in the path of switching gears in the block seat;

[0009] A clutch pedal, wherein a transmission rope is arranged on the clutch pedal, and one end of the transmission rope is arranged on the anti-slip frame. The clutch pedal pulls the transmission rope to make the anti-slip frame compress the return top spring, and the anti-slip frame drives the slip-off block to be retracted into the block seat, thereby releasing the locking restriction on the block rod;

[0010] If the gear position is not switched to the right position, the disengagement block will return the gear lever to the neutral position due to the elastic force of the return spring, thereby warning the operator that the gear position has not been switched to the right position.

[0011] Furthermore, the surface shape of the neutral blocking block is triangular, and the number of neutral blocking blocks is six.

[0012] Furthermore, the anti-disengagement frame is inclined and arranged on the retaining seat. The included angle between the bottom surface of the anti-disengagement frame and the bottom surface of the retaining seat is between ten degrees and forty-five degrees, and the return top spring is located at the lowest position of the anti-disengagement frame.

[0013] Furthermore, a warning cavity is formed between the outer side of one end of the anti-disengagement frame and the inside of the retaining seat. A sounding whistle communicated with the warning cavity is fixedly installed at one end of the retaining seat. A one-way air valve located below the sounding whistle is fixedly installed at one end of the retaining seat. The one-way air valve enables the external air flow to be unidirectionally input into the warning cavity. A slow air cavity is formed between the inner side of the end of the anti-disengagement frame and the inside of the retaining seat. A deflation groove communicated with the slow air cavity is formed on the surface of the retaining seat. An adjusting rod is movably sleeved at the end of the anti-disengagement frame. The bottom end of the adjusting rod is fixedly connected with a transmission pull rope, and the transmission pull rope is movably sleeved with the retaining seat. The top end of the adjusting rod is located in the slow air cavity. An air exchange channel for communicating the warning cavity and the slow air cavity is formed in the adjusting rod. A detection rod is movably installed at the top end of the adjusting rod. The detection rod moves in the adjusting rod to realize the on-off of the air exchange channel. An arc-shaped convex head is arranged at the top end of the adjusting rod. An arc-shaped convex angle located outside the arc-shaped convex head of the adjusting rod is arranged at the top end of the detection rod. The arc-shaped convex angle of the detection rod wraps the outside of the arc-shaped convex head on the adjusting rod, and an anti-disengagement top rod located above the arc-shaped convex head is movably installed on the inner wall of the retaining seat.

[0014] Furthermore, the cross-sectional shape of the adjusting rod is T-shaped.

[0015] Furthermore, a branch air channel for communicating the top of the warning cavity and the deflation groove is formed inside the retaining seat.

[0016] Furthermore, an indicating detection seat is movably installed on the side of the retaining rod. A transmission guide rod is fixedly installed inside the retaining rod through a connecting rod on the inner side of the indicating detection seat. A concave hole is formed on the top surface of the retaining head. An indicating disk located in the concave hole is fixedly installed at the top of the transmission guide rod.

[0017] Furthermore, the surface shape of the indicating detection seat is a right trapezoid.

[0018] Furthermore, the number of the indicating detection seats is three. The three indicating detection seats are arranged on the same side of the retaining rod and are equidistantly arranged. Each indicating detection seat corresponds to an indicating disk, and the three indicating disks are equidistantly arranged on the top surface of the retaining head.

[0019] Furthermore, forced disengagement blocks are symmetrically installed at the top of the indicating detection seat. The surface shape of the forced disengagement blocks is triangular, and the bottom of the inclined surface of the triangle faces the right trapezoidal inclined surface of the indicating detection seat.

[0020] An automotive shift control structure provided by the present application has a neutral blocking block arranged in the shift base. Only when the clutch pedal is depressed can the neutral blocking block release the restriction on the shift lever, avoiding direct gear shifting and accidental operation by children. There are three indicating disks on the shift knob. After the shift knob moves to the corresponding gear and the shift is in place, a single indicating disk will pop out and contact the operator's hand. The operator can quickly know the shifted gear and whether the shift is in place through the sense of touch of the hand, ultimately achieving the effects of gear shifting only after the clutch is engaged, preventing children from operating, and tactile feedback after the gear shift is completed. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The drawings forming a part of the specification depict the embodiments disclosed in the present application and, together with the specification, are used to explain the principles disclosed in the present application.

[0022] With reference to the drawings, the present disclosure can be more clearly understood from the following detailed description, wherein:

[0023] Figure 1 is a three-dimensional view of the overall shape;

[0024] Figure 2 is a top view of the whole;

[0025] Figure 3 is Figure 2 a sectional view taken along line A-A in

[0026] Figure 4 is Figure 3 an enlarged view at E in

[0027] Figure 5 is a three-dimensional view of the inside of the shift lever;

[0028] Figure 6 is a distribution diagram of the transmission guide rod;

[0029] Figure 7 is a three-dimensional view of the indicating detection seat;

[0030] Figure 8 is a three-dimensional view of the anti-disengagement bracket.

[0031] In the figures: 1, shift base; 100, warning cavity; 101, air buffer cavity; 2, shift lever; 3, shift knob; 300, concave hole; 4, indicating disk; 5, anti-disengagement bracket; 500, neutral blocking block; 6, air release groove; 600, branch air duct; 7, clutch pedal; 8, transmission cable; 9, indicating detection seat; 900, forced disengagement block; 10, sound whistle; 11, one-way air valve; 12, return spring; 13, adjusting rod; 130, air exchange channel; 14, detection rod; 15, anti-disengagement top rod; 16, transmission guide rod. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0032] The technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without creative efforts shall fall within the protection scope of the present application.

[0033] Embodiment 1

[0034] Please refer to Figures 1-4 and Figure 8 , the retaining seat 1 is fixed in the vehicle by bolts. The shifting path of the shift lever 2 is restricted by the retaining seat 1. Refer to Figure 2 , the retaining seat 1 controls five forward gears, one R gear (reverse gear) and one N gear (neutral gear). A shift knob 3 is fixedly installed on the shift lever 2. According to the shift knob 3, the shift lever 2 is pushed into different gears to control the operation of the vehicle. This is the current shifting method. Since no limiting mechanism is provided in the shifting path of the retaining seat 1, it leads to the situation that operators or children can directly pull the shift knob 3 to control the shift lever 2 to switch to different gears or shift into the neutral gear, which poses a certain risk to driving.

[0035] In this Embodiment 1, a detent bracket 5 is movably installed in the retaining seat 1, and a return spring 12 for pushing the detent bracket 5 is fixedly installed inside the retaining seat 1. A detent block 500 is fixedly installed on the inner wall of the detent bracket 5. The surface shape of the detent block 500 is triangular. There are six detent blocks 500, which are distributed in the shifting path of the retaining seat 1. Combining Figure 1 and Figure 2 , when the shift knob 3 wants to switch to the third gear, it is pushed upward, so that the side wall of the shift lever 2 passes through the inclined surface of the detent block 500 and causes the detent block 500 to compress the return spring 12. The detent block 500 will retract into the retaining seat 1. When the switching is in place, the elastic force of the return spring 12 will push the detent block 500 out again to form a lock on the shift lever 2, thereby restricting the movement of the shift lever 2 and avoiding the phenomenon that children can pull the shift knob 3 during driving. If the gear is not switched in place, the elastic force will push the shift lever 2 back to the neutral gear, thus warning the operator that the gear is not switched in place during actual driving.

[0036] When you want to switch gears, the gear lever 2 can be unlocked by providing a transmission rope 8 on the clutch pedal 7. The transmission rope 8 can refer to the brake wire rope of the current bicycle. One end of the transmission rope 8 is provided on the anti-slip frame 5. When you want to switch gears, you only need to step on the clutch pedal 7, that is, the clutch participates in the gear switching, and then, the clutch pedal 7 pulls the transmission rope 8 to make the anti-slip frame 5 compress the return spring 12, and the anti-slip frame 5 drives the disengagement block 500 to be retracted into the gear seat 1, thereby releasing the locking restriction on the gear lever 2, thereby ensuring that the clutch is always involved in the work during the gear shifting process to ensure driving safety.

[0037] In the first embodiment, the anti-slip frame 5 is arranged obliquely in the gear seat 1, and the angle between the bottom surface of the anti-slip frame 5 and the bottom surface of the gear seat 1 is between ten and forty-five degrees. The return top spring 12 is at the bottommost position of the anti-slip frame 5. When in use, the anti-slip frame 5 is subjected to the elastic force of the return top spring 12 to push the disengagement block 500 to the shifting path of the gear lever 2. Due to the elastic fatigue of the return top spring 12, the elastic force of the return top spring 12 is not enough to push the anti-slip frame 5 to a specific position after long-term use. In order to prevent the disengagement block 500 from affecting the gear switching of the gear lever 2 after the return top spring 12 fails, the anti-slip frame 5 is arranged obliquely, so that after the return top spring 12 fails elastically, the anti-slip frame 5 will be driven by its own gravity to disengage the block block 500 from the shifting path of the gear lever 2, which will not affect the normal shifting of the gear lever 2.

[0038] Embodiment 2

[0039] Embodiment 2 is a further improvement on embodiment 1.

[0040] Since the operator cannot quickly know after the return top spring 12 fails, the second embodiment enables the operator to quickly know whether the return top spring 12 is elastically fatigued. Figure 3 and Figure 4 A warning chamber 100 is formed by the outer side of one end of the anti-slip frame 5 and the interior of the block seat 1. A sound whistle 10 communicating with the warning chamber 100 is fixedly installed at one end of the block seat 1. When the pressure in the warning chamber 100 increases, the air flow quickly flows out from the sound whistle 10, and the sound whistle 10 will emit a warning sound. A one-way air valve 11 located below the sound whistle 10 is fixedly installed at one end of the block seat 1. The one-way air valve 11 realizes one-way input of the external air flow into the warning chamber 100. If the end of the anti-slip frame 5 is regarded as a piston, the air flow pressure change in the warning chamber 100 can be formed.

[0041] An air buffer cavity 101 is formed between the inner side of the end of the anti-disengagement bracket 5 and the interior of the retaining seat 1. An air leakage groove 6 communicating with the air buffer cavity 101 is formed on the surface of the retaining seat 1. The end of the anti-disengagement bracket 5 is movably sleeved with an adjusting rod 13. The cross-sectional shape of the adjusting rod 13 is T-shaped. The bottom end of the adjusting rod 13 is fixedly connected to a transmission cable 8. The transmission cable 8 is movably sleeved with the retaining seat 1. At the same time, the sleeved part of the transmission cable 8 and the retaining seat 1 is sealed to prevent the air flow in the warning cavity 100 from leaking when the transmission cable 8 moves. The top end of the adjusting rod 13 is located in the air buffer cavity 101. An air exchange channel 130 communicating the warning cavity 100 and the air buffer cavity 101 is formed in the adjusting rod 13. A detection rod 14 is movably installed at the top end of the adjusting rod 13. The detection rod 14 moves in the adjusting rod 13 to open and close the air exchange channel 130. An arc-shaped convex head is provided at the top end of the adjusting rod 13. An arc-shaped convex angle located outside the arc-shaped convex head of the adjusting rod 13 is provided at the top end of the detection rod 14. The arc-shaped convex head on the adjusting rod 13 is wrapped by the arc-shaped convex angle of the detection rod 14. An anti-disengagement top rod 15 located above the arc-shaped convex head is movably installed on the inner wall of the retaining seat 1. The anti-disengagement top rod 15 restricts the adjusting rod 13 under gravity, so that there is a certain resistance when the adjusting rod 13 and the detection rod 14 disengage from the anti-disengagement top rod 15. Since the detection rod 14 is arranged in a way that wraps the outside of the adjusting rod 13 in an arc shape, when the adjusting rod 13 moves upward, after the detection rod 14 passes over the anti-disengagement top rod 15, the adjusting rod 13 will also pass over the anti-disengagement top rod 15.

[0042] An air distribution channel 600 for communicating the top of the warning cavity 100 and the air leakage groove 6 is formed inside the retaining seat 1, to prevent the air flow in the warning cavity 100 from being output from the sound whistle 10 when the adjusting rod 13 pulls the anti-disengagement bracket 5 to compress and return the return spring 12 before the air exchange channel 130 is opened, resulting in the mis-sounding of the sound whistle 10.

[0043] When this second embodiment is in use:

[0044] In the initial state, under the elastic force of the return spring 12, the anti-disengagement bracket 5 is pushed to the top of the warning cavity 100. The disengagement blocking block 500 is placed in the shifting path of the shift lever 2. The adjusting rod 13 moves upward synchronously with the upward movement of the anti-disengagement bracket 5. The upward moving adjusting rod 13 drives the detection rod 14 to move synchronously. The detection rod 14 moves towards the adjusting rod 13 due to the block of the anti-disengagement top rod 15 and its own gravity until the detection rod 14 adheres to the top end of the adjusting rod 13. At this time, the arc-shaped convex angle on the detection rod 14 adheres to the outside of the arc-shaped convex head of the adjusting rod 13. Refer to Figure 4 , the two form an integrated arc. The detection rod 14 blocks the air exchange channel 130. As the anti-disengagement bracket 5 moves upward to the top of the warning cavity 100, the detection rod 14 and the adjusting rod 13 are further pushed upward, causing the anti-disengagement top rod 15 to move upward under force. When the arc-shaped convex angle on the detection rod 14 passes over the anti-disengagement top rod 15, the anti-disengagement top rod 15 moves downward again under its own gravity and blocks the adjusting rod 13.

[0045] When the clutch pedal 7 is depressed, the transmission cable 8 will pull the adjustment rod 13 downward. At this time, due to the pulling of the transmission cable 8, the adjustment rod 13 disengages from the anti - detachment top rod 15. The anti - detachment top rod 15 will also block the detection rod 14. During the movement of the adjustment rod 13 following the transmission cable 8, at this time, the air change channel 130 is not yet connected. As the anti - detachment frame 5 descends, the air flow in the warning chamber 100 is output from the branch air channel 600, and the sound - emitting whistle 10 does not sound. The adjustment rod 13 pulls the anti - detachment frame 5 to continuously descend, causing the top end of the adjustment rod 13 and the detection rod 14 to gradually separate. When the air change channel 130 is connected, the anti - detachment frame 5 will cross over the branch air channel 600. At this time, as the anti - detachment frame 5 descends, the air flow in the warning chamber 100 is discharged from the air change channel 130, and the sound - emitting whistle 10 still does not sound. When the adjustment rod 13 pulls the anti - detachment frame 5 close to the lower limit of descent, the adjustment rod 13 will pull the detection rod 14 downward. The detection rod 14 will be forced to disengage from the anti - detachment top rod 15 under the force. After that, the detection rod 14 will slide down under its own gravity until the detection rod 14 adheres to the top end of the adjustment rod 13.

[0046] When the depression of the clutch pedal 7 ends, the elastic force of the return spring 12 will cause the anti - detachment frame 5 to ascend again. Since the sound - emitting whistle 10 can only sound when the air pressure in the warning chamber 100 increases, that is, when the air flow from the warning chamber 100 blows out through the sound - emitting whistle 10 to make a sound. Thus, when the anti - detachment frame 5 ascends, the external air flow will enter the warning chamber 100 through the one - way air valve 11. When the return spring 12 does not show elastic fatigue, the return spring 12 with sufficient elastic force will push the anti - detachment frame 5 to the top until the above - mentioned initial state, and all components are reset.

[0047] If the return spring 12 shows elastic fatigue, the ascending distance of the anti - detachment frame 5 cannot reach the top. The detection rod 14 and the adjustment rod 13 will not cross over the anti - detachment top rod 15. After that, when the clutch pedal 7 is depressed again, the air flow in the warning chamber 100 cannot be discharged from the air change channel 130, and then it will sound through the sound - emitting whistle 10, thereby warning the operator that the return spring 12 shows elastic fatigue and needs to be repaired.

[0048] Embodiment Three

[0049] Embodiment Three is a further improvement based on Embodiment Two.

[0050] Please refer to Figures 3-5, a detection seat 9 is movably installed on the side of the shift lever 2, and the detection seat 9 can only move up and down on the side of the shift lever 2. To reduce resistance, balls can be placed on the outer side of the detection seat 9. A transmission guide rod 16 is fixedly installed on the inner side of the detection seat 9 through a connecting rod. The transmission guide rod 16 is located inside the shift lever 2 and can only move up and down in the shift lever 2. A concave hole 300 is formed on the top surface of the shift head 3. An indicating disk 4 located in the concave hole 300 is fixedly installed at the top of the transmission guide rod 16. During use, when the shift lever 2 is pushed into the corresponding gear position, the anti-disengagement bracket 5 will be pushed out from the gear seat 1 by the return spring 12. During the output process, the inner side of the anti-disengagement bracket 5 will press against the detection seat 9. The surface shape of the detection seat 9 is a right trapezoid. When the anti-disengagement bracket 5 presses on the inclined surface of the detection seat 9, the detection seat 9 moves upward, and the transmission guide rod 16 pushes the indicating disk 4 out of the concave hole 300. Since the operator's hand will be placed on the shift head 3 during shifting, when the clutch pedal 7 is released after shifting, the operator can clearly feel the upward thrust of the indicating disk 4, thereby informing the operator that the shifting is completed.

[0051] Since the current sensing method can only monitor whether the shifting is completed, in order to further remind the shifted gear position, by providing three detection seats 9, the three detection seats 9 are arranged on the same side of the shift lever 2, and the detection seats 9 are equally spaced. Each detection seat 9 corresponds to an indicating disk 4, and the three indicating disks 4 are equally spaced on the top surface of the shift head 3. During use, combined with Figure 2 and Figure 3 , since the anti-disengagement bracket 5 is inclined, when the indicating disk 4 is in the first gear and second gear positions, the anti-disengagement bracket 5 can only contact the lowermost detection seat 9 on the shift lever 2, and the lowermost detection seat 9 corresponds to the leftmost indicating disk 4 on the shift head 3, and the middle detection seat 9 corresponds to the middle indicating disk 4. When the indicating disk 4 is pushed to the first gear, the leftmost indicating disk 4 will be lifted. The operator directly senses through the hand that the leftmost indicating disk 4 is pushed out. Combined with the operator's own forward movement, it can be concluded that the operator has entered the first gear at this time. Similarly, when in the second gear, the left indicating disk 4 is lifted and combined with the backward movement action. And so on, for the third to fifth gears and the reverse gear, different indicating disks 4 will be lifted. Combined with the movement action, it can be accurately known whether it is in the required gear position.

[0052] When a part of the adjusting rod 13 pulled by the clutch pedal 7 fails, in order to prevent the shift-blocking block 500 from locking the shift lever 2 and making the gear position unable to be switched, combined with Figure 2 and Figure 7, it is indicated that a forced detachment block 900 is symmetrically installed on the top of the indication detection seat 9. The surface shape of the forced detachment block 900 is triangular, and the bottom of the inclined surface of the triangle faces the right trapezoidal inclined surface of the indication detection seat 9. Thus, when the transmission pull rope 8 fails and cannot drive the adjusting rod 13 to act, by pressing the indicating disc 4 in the corresponding gear position, the indicating disc 4 is pressed into the concave hole 300. The downward-moving forced detachment block 900 will move near the gear disengaging stopper 500. By directly pushing the gear lever 2, the forced detachment block 900 will push the anti-disengagement frame 5 to directly compress the return spring 12, and the gear lever 2 can release the restriction of the gear disengaging stopper 500. Since when the gear lever 2 is engaged in a gear position, the corresponding indicating disc 4 will protrude under the pushing of the anti-disengagement frame 5, while the unused indicating disc 4 will fall into the concave hole 300, which is easy for the operator to quickly perceive the indicating disc 4 to be pressed. During the pressing process of the indicating disc 4, the anti-disengagement frame 5 will compress the return spring 12. Since the adjusting rod 13 is blocked by the anti-disengagement top rod 15, the anti-disengagement frame 5 will slide outside the adjusting rod 13. After the anti-disengagement frame 5 crosses the air exchange channel 130 and the branch air channel 600, the sound whistle 10 will sound. In this way, when a child presses it, it will directly warn the operator, preventing the child from continuously pressing and then switching gears, which may affect driving safety.

Claims

1. An automotive transmission control structure, characterized in that, Comprising: A retaining seat (1) that restricts the shifting path of a shift lever (2). A shift knob (3) is fixedly installed on the shift lever (2), and the shift knob (3) pushes the shift lever (2) into different gears. An anti-disengagement frame (5). The anti-disengagement frame (5) is movably installed in the retaining seat (1), and a return spring (12) that pushes the anti-disengagement frame (5) is fixedly installed inside the retaining seat (1). A disengagement blocking block (500) is fixedly installed on the inner wall of the anti-disengagement frame (5), and the disengagement blocking blocks (500) are distributed in the path of shifting gears in the retaining seat (1). A clutch pedal (7). A transmission cable (8) is arranged on the clutch pedal (7). One end of the transmission cable (8) is arranged on the anti-disengagement frame (5). The clutch pedal (7) pulls the transmission cable (8) to compress the return spring (12) by the anti-disengagement frame (5), and the anti-disengagement frame (5) drives the disengagement blocking block (500) to retract into the retaining seat (1), releasing the locking restriction on the shift lever (2). When the gear is not shifted in place, the disengagement blocking block (500) returns the shift lever (2) to the neutral position under the elastic force of the return spring (12), realizing a warning for the operator that the gear shifting is not in place. An indicating and detecting seat (9) is movably installed on the side of the shift lever (2). A transmission guide rod (16) is fixedly installed inside the indicating and detecting seat (9) through a connecting rod. The transmission guide rod (16) is located inside the shift lever (2). A concave hole (300) is formed on the top surface of the shift knob (3), and an indicating disk (4) located in the concave hole (300) is fixedly installed on the top of the transmission guide rod (16).

2. The automotive transmission control structure according to claim 1, wherein, The surface shape of the disengagement blocking block (500) is triangular, and the number of disengagement blocking blocks (500) is six.

3. The automotive transmission control structure according to claim 1, characterized in that, The anti-disengagement frame (5) is inclined in the retaining seat (1). The included angle between the bottom surface of the anti-disengagement frame (5) and the bottom surface of the retaining seat (1) is between ten degrees and forty-five degrees, and the return spring (12) is at the lowest position of the anti-disengagement frame (5).

4. The automotive transmission control structure according to claim 3, characterized in that On the outer side of one end of the anti - detachment frame (5) and inside the retaining seat (1), a warning cavity (100) is formed. At one end of the retaining seat (1), a sounding whistle (10) communicating with the warning cavity (100) is fixedly installed. At one end of the retaining seat (1), a one - way air valve (11) located below the sounding whistle (10) is fixedly installed. The one - way air valve (11) enables the unidirectional input of external air flow into the warning cavity (100). Inside the retaining seat (1) and on the inner side of the end of the anti - detachment frame (5), a slow - air cavity (101) is formed. On the surface of the retaining seat (1), an air - leakage groove (6) communicating with the slow - air cavity (101) is opened. The end of the anti - detachment frame (5) is movably sleeved with an adjusting rod (13). The bottom end of the adjusting rod (13) is fixedly connected to a transmission pull - rope (8), and the transmission pull - rope (8) is movably sleeved with the retaining seat (1). The top end of the adjusting rod (13) is located in the slow - air cavity (101). In the adjusting rod (13), an air - changing channel (130) for communicating the warning cavity (100) and the slow - air cavity (101) is opened. At the top end of the adjusting rod (13), a detection rod (14) is movably installed. The detection rod (14) moves in the adjusting rod (13) to realize the on - off of the air - changing channel (130). At the top end of the adjusting rod (13), an arc - shaped convex head is provided. At the top end of the detection rod (14), an arc - shaped convex angle located outside the arc - shaped convex head of the adjusting rod (13) is provided. The arc - shaped convex angle of the detection rod (14) wraps the outside of the arc - shaped convex head on the adjusting rod (13), and on the inner wall of the retaining seat (1), an anti - detachment top rod (15) located above the arc - shaped convex head is movably installed.

5. The automotive transmission control structure according to claim 4, wherein, The cross - sectional shape of the adjusting rod (13) is T - shaped.

6. The automotive transmission control structure according to claim 4, wherein Inside the retaining seat (1), an air - distributing channel (600) for communicating the top of the warning cavity (100) and the air - leakage groove (6) is opened.

7. The automotive transmission control structure according to claim 1, characterized in that, The surface shape of the indicating detection seat (9) is a right - angled trapezoid.

8. The automotive transmission control structure according to claim 1, characterized in that, The number of the indicating detection seats (9) is three. The three indicating detection seats (9) are arranged on the same side of the retaining rod (2) and are equally spaced. Each indicating detection seat (9) corresponds to an indicating disk (4). The three indicating disks (4) are equally spaced on the top surface of the retaining head (3).

9. The automotive transmission control structure according to any one of claims 1 or 8, characterized in that At the top of the indicating detection seat (9), a forced - detachment block (900) is symmetrically installed. The surface shape of the forced - detachment block (900) is triangular, and the bottom of the inclined surface of the triangle faces the inclined surface of the right - angled trapezoid of the indicating detection seat (9).

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