Anti-theft commercial vehicle gear shifting manipulator

Abstract

The utility model discloses an anti-theft commercial vehicle gear shifting manipulator, and belongs to the technical field of manual gearboxes. The gear shifting mechanism comprises a support, a gear shifting arm and a locking assembly, and the gear shifting arm is movably connected with the support; the locking assembly comprises a piston cavity formed in the gear shifting arm, a piston body and a gear shifting limiting groove, the gear shifting limiting groove is formed in the support, the piston cavity is arranged opposite to the gear shifting limiting groove, the piston body is inserted into the piston cavity in a sliding mode, and the piston body is arranged in the piston cavity. The two ends of the piston body are subjected to different pressures in the piston cavity so that the piston body can be driven to be inserted into or separated from the gear shifting limiting groove, and locking and unlocking of the gear shifting arm are achieved. According to the utility model, the shift arm can be locked and unlocked by utilizing the movement of the piston body, so that an automobile is protected in an anti-theft manner.

Description

Technical Field

[0001] The utility model relates to the technical field of manual gearboxes, and particularly relates to a shift controller for commercial vehicles that can prevent theft. Background Art

[0002] Although current automotive technologies are constantly evolving, traditional manual transmission vehicles still hold a certain market share. Especially in the commercial vehicle market, the manual shift controller is not only a shift operation tool but can also have other functions.

[0003] To meet the requirements of the GB-15740 regulation for automotive anti-theft devices, an anti-theft locking mechanism is generally set on the steering mechanism of the vehicle. However, the anti-theft locking mechanism makes it difficult to carry out serialization and generalization settings for the vehicle, and the cost is higher.

[0004] Setting the anti-theft locking mechanism on the manual shift controller of the vehicle has become a new development direction, and the related field is still blank. Summary of the Utility Model

[0005] In view of this, it is necessary to provide a shift controller for commercial vehicles that can prevent theft to solve the problem of how to set an anti-theft locking mechanism on the manual shift controller.

[0006] The utility model provides a shift controller for commercial vehicles that can prevent theft, including:

[0007] A support;

[0008] A shift arm, the shift arm is movably connected to the support;

[0009] A locking assembly, the locking assembly includes a piston cavity opened in the shift arm, a piston body, and a shift limiting groove. The shift limiting groove is opened on the support. The piston cavity is arranged opposite to the shift limiting groove. The piston body is slidably inserted into the piston cavity. Different pressures are applied to both ends of the piston body in the piston cavity to drive the piston body to insert into or disengage from the shift limiting groove, so as to lock and unlock the shift arm.

[0010] Further, the piston body includes a limiting rod and a sealing portion. The inner ring of the sealing portion is sleeved on the limiting rod and integrally connected to the limiting rod. The outer ring of the sealing portion is slidably connected to the inner wall of the piston cavity. Both ends of the sealing portion and the piston cavity form two expansion and contraction chambers.

[0011] Further, a plugging member is provided at one end of the piston cavity opposite to the shift limiting groove. The limiting rod is movably inserted into the plugging member. The limiting rod is hermetically connected to the piston cavity through the plugging member. The limiting rod extends relative to the shift limiting groove to form a limiting end.

[0012] Further, the shift limiting groove is circular, and the limiting end is circular and adapted to the shift limiting groove.

[0013] Further, the shift limiting groove is kidney-shaped and extends in the relative shift selection direction, and the limiting end is circular and adapted to the shift limiting groove.

[0014] Further, two air delivery pipes are provided on the side of the shift arm, and the two air delivery pipes are respectively communicated with the two expansion chambers. The air delivery pipes can change the air pressure in the expansion chambers by intake and exhaust.

[0015] Further, the shift arm includes a clamping member movably connected to the support. The clamping member includes two clamping portions and a connecting portion. The two ends of the connecting portion are integrally connected to the two clamping portions respectively, forming a U-shaped clamping structure. The support is inserted into the U-shaped clamping structure and rotatably connected to the U-shaped clamping structure.

[0016] Further, the shift arm further includes a connecting member integrally connected to the connecting portion. The piston cavity is opened in the connecting member and extends to the outside relative to the connecting portion.

[0017] Further, the shift arm further includes a shift lever connected to the end of the connecting member away from the clamping member.

[0018] Further, the shift arm further includes a rotating shaft and a shift selection rocker arm. The two clamping portions are rotatably connected to the support through the rotating shaft, and the shift selection rocker arm is fixedly connected to the end of the rotating shaft.

[0019] Compared with the prior art, the beneficial effects of the present utility model are as follows:

[0020] A theft-proof commercial vehicle shift controller of the present utility model is provided with a locking assembly. The locking assembly includes a piston cavity, a piston body, and a shift limiting groove. The piston cavity is opened in the shift arm and penetrates through the shift arm to form a piston cavity that can cooperate with the piston body. The shift limiting groove is opened on the support and can be used in matching with the piston body. The piston cavity is arranged relative to the shift limiting groove and always maintains a matching state with the shift limiting groove. The piston body is slidably inserted into the piston cavity, and the piston body can move freely along the inner wall of the piston cavity. Different pressures are applied to the two ends of the piston body in the piston cavity. Under the action of the pressure, the piston body is driven by the outside to insert into or disengage from the shift limiting groove, realizing the locking and unlocking of the shift arm, so that the vehicle is protected against theft. Description of the Drawings

[0021] The accompanying drawings described herein are used to provide a further understanding of the present utility model and form a part of this application. The schematic embodiments of the present utility model and their descriptions are used to explain the present utility model and do not constitute an improper limitation to the present utility model. In the drawings:

[0022] Figure 1 is an exploded view of the whole of the present utility model;

[0023] Figure 2 is a schematic three-dimensional structure view of the whole of the present utility model;

[0024] Figure 3 is a schematic cross-sectional view of the shift arm and the locking assembly in the present utility model;

[0025] Figure 4 is Figure 3 a partially enlarged structural view of the position A in

[0026] Figure 5 is a schematic view of the mating structure of the piston body and the support in the present utility model Figure 1 ;

[0027] Figure 6 is a schematic view of the mating structure of the piston body and the support in the present utility model Figure 2 ;

[0028] Figure 7 is a schematic view of the structure of the shift arm in the present utility model.

[0029] In the figure, 100 is the support;

[0030] 200 is the shift arm; 210 is the clamping member; 211 is the clamping portion; 212 is the connecting portion; 220 is the connecting member; 230 is the rotating shaft; 240 is the gear selection rocker arm; 250 is the shift lever;

[0031] 300 is the locking assembly; 310 is the piston cavity; 320 is the piston body; 321 is the limiting rod; 322 is the sealing portion; 330 is the shift limiting groove; 340 is the gas transmission pipeline; 350 is the plugging member. Detailed Embodiments

[0032] The following will specifically describe the preferred embodiments of the present utility model in conjunction with the accompanying drawings. Among them, the accompanying drawings form a part of this application and are used together with the embodiments of the present utility model to explain the principle of the present utility model, and are not used to limit the scope of the present utility model.

[0033] A theft-proof commercial vehicle shift controller in this embodiment relates to the technical field of manual transmissions. A movable piston body 320 is arranged between a shift arm 200 and a support 100. Both ends of the piston body 320 can be inserted into the shift arm 200 and the support 100 respectively to lock the shift arm 200, hinder the shifting and gear selection movements of the shift arm 200, and prevent the vehicle from shifting gears, thus realizing the anti-theft protection of the vehicle.

[0034] Please refer to Figures 1 to 7 , a theft-proof commercial vehicle shift controller in this embodiment includes: a support 100, a shift arm 200, and a locking assembly 300. The support 100 is connected to the transmission to provide a fixed base. The shift arm 200 can be connected to the transmission through a flexible shaft to drive the transmission to shift gears. The locking assembly 300 can lock the shift arm 200 and the support 100 when necessary, prevent the vehicle from shifting gears, and realize the anti-theft protection of the vehicle.

[0035] The shift arm 200 is movably connected to the support 100, and the shift arm 200 can move relative to the support 100 to realize the gear shifting of the transmission.

[0036] The locking assembly 300 includes a piston cavity 310, a piston body 320, and a shift limit groove 330. The piston cavity 310 is formed in the shift arm 200 and penetrates through the shift arm 200 to form a piston cavity that can cooperate with the piston body 320. The shift limit groove 330 is formed on the support 100 and can be used in matching with the piston body 320. The piston cavity 310 is arranged opposite to the shift limit groove 330 and always maintains a cooperating state with the shift limit groove 330. The piston body 320 is slidably inserted into the piston cavity 310, and the piston body 320 can freely move along the inner wall of the piston cavity 310. Different pressures act on both ends of the piston body 320 in the piston cavity 310. Under the action of the pressure, the piston body 320 is driven by the outside to insert into or disengage from the shift limit groove 330, realizing the locking and unlocking of the shift arm 200, and providing anti-theft protection for the vehicle.

[0037] The piston body 320 has a locking position and an unlocking position in the piston cavity 310:

[0038] In the locking position, the piston body 320 is driven by pressure to move relatively closer to the shift limit groove 330 and is inserted into the shift limit groove 330. Both ends of the piston body 320 are inserted into the shift arm 200 and the support 100 respectively to lock the shift arm 200, hinder the shifting and gear selection movements of the shift arm 200, prevent the vehicle from shifting gears, and realize the anti-theft protection of the vehicle.

[0039] In the unlocked position, the piston body 320 is driven by pressure to move relatively away from the shift limit groove 330. The piston body 320 retracts into the shift arm 200 and maintains a distance from the support 100, enabling the shift arm 200 to move freely relative to the support 100 to achieve the operation of the transmission.

[0040] The locking assembly 300 is integrated into the shift actuator, making it difficult for unauthorized personnel to operate the shift lever 250, thereby preventing vehicle theft. Traditional anti-theft devices are usually installed on the steering mechanism, with complex structures and high costs. By directly integrating the locking assembly 300 into the shift actuator, the design is simplified and the manufacturing and installation costs are reduced. Since the locking assembly 300 is closely integrated with the shift actuator, it can be widely applied in different vehicle models, facilitating manufacturers to achieve serialized production while reducing production costs.

[0041] In some embodiments, referring to Figure 3 and Figure 4 , the piston body 320 includes a limit rod 321 and a sealing portion 322. The inner ring of the sealing portion 322 is sleeved on the limit rod 321 and integrally connected to the limit rod 321 to form a piston that protrudes outward and diverges. The outer ring of the sealing portion 322 is slidably connected to the inner wall of the piston cavity 310. The sealing portion 322 can ensure the stability of the limit rod 321 during sliding without deviation, ensuring the smooth movement of the piston body 320 within the cavity.

[0042] Both ends of the sealing portion 322 form two expansion and contraction chambers with the piston cavity 310. The sealing portion 322 divides the piston cavity 310 into two relatively independent sealed chambers. By controlling the pressure in these two chambers, the movement of the piston body 320 can be precisely controlled to achieve the locking and unlocking of the shift arm 200.

[0043] During use, when the pressure in one expansion and contraction chamber is greater than that in the other, the piston body 320 moves under the action of the pressure difference, and the limit rod 321 inserts into or disengages from the shift limit groove 330, thereby controlling the state of the shift arm 200. The double expansion and contraction chamber setting can ensure the stable operation of the piston body 320 under different pressure conditions, avoiding misoperation caused by external interference or internal leakage.

[0044] As one implementation method, one expansion and contraction chamber relatively close to the support 100 is directly communicated with the atmosphere, and one expansion and contraction chamber relatively far from the support 100 is relatively sealed. By changing the air pressure in the corresponding expansion and contraction chamber to be greater than or less than the atmospheric pressure, the piston body 320 can be pushed to move relatively closer to or away from the support 100, enabling the piston body 320 to move between the locked position and the unlocked position.

[0045] In the specific implementation process, one end of the piston cavity 310 relatively far from the shift limiting groove 330 is relatively contracted to form a sliding hole matching the limiting rod 321. The limiting rod 321 is slidably inserted into the sliding hole and is hermetically connected to the sliding hole. An annular sealing space is formed in the annular region between the sealing portion 322, the sliding hole and the limiting rod 321. By changing the pressure of the corresponding sealing space, the piston body 320 can be pushed to move between the locking position and the unlocking position.

[0046] It should be noted that a sealing ring can be arranged between the sliding hole and the limiting rod 321. The inner side of the sealing ring is sleeved on the limiting rod 321, and the outer side of the sealing ring is slidably connected to the sliding hole to achieve relative sealing.

[0047] As another different implementation manner, one expansion and contraction chamber relatively far from the support 100 is directly communicated with the atmosphere, and one expansion and contraction chamber relatively close to the support 100 is relatively sealed. By changing the air pressure in the corresponding expansion and contraction chamber to be greater than or less than the atmospheric pressure, the piston body 320 can be pushed to move relatively close to or away from the support 100, so that the piston body 320 moves between the locking position and the unlocking position.

[0048] In the specific implementation process, a plugging member 350 is provided at one end of the piston cavity 310 relative to the shift limiting groove 330. The plugging member 350 is in interference fit connection with the opening of the piston cavity 310 and keeps sealing. A through hole is opened in the middle of the plugging member 350. The limiting rod 321 is movably inserted into the through hole. The limiting rod 321 is hermetically connected to the piston cavity 310 through the plugging member 350, and a sliding seal is maintained between the limiting rod 321 and the through hole. An annular sealing space is formed in the annular region between the sealing portion 322, the plugging member 350 and the limiting rod 321. By changing the pressure of the corresponding sealing space, the piston body 320 can be pushed to move between the locking position and the unlocking position.

[0049] As one of the implementation manners, combining the above two implementation manners, both expansion and contraction chambers are set to be in a sealed state. One end of the limiting rod 321 cooperates with the plugging member 350 to form a sealed state, and the other end of the limiting rod 321 cooperates with the sliding hole to form a sealed state. Annular sealing spaces are formed at both ends of the sealing portion 322. By changing the pressures of the two sealing spaces, the piston body 320 can be pushed to move between the locking position and the unlocking position. Compared with the setting of a single sealing space, the piston body 320 can be simultaneously affected by the two sealing spaces, which can accelerate the moving speed of the piston body 320 and shorten the response time of the piston body 320. It can also enhance the locking force of the piston body 320 and prevent the piston body 320 from changing its position under external force.

[0050] In addition, when the sealing environment of one expansion and contraction chamber is damaged, the other expansion and contraction chamber can still play a role. The two expansion and contraction chambers used in cooperation can enhance the anti-interference ability of the system.

[0051] The limiting rod 321 extends to form a limiting end relative to the shift limiting groove 330. The limiting end can cooperate with the extension of the shift limiting groove 330, ensuring that the limiting rod 321 can accurately align with the limiting groove when locking or unlocking, thereby achieving accurate and reliable shift locking and unlocking functions.

[0052] In some embodiments, please refer to Figure 5 , the shift limiting groove 330 is circular, and the limiting end is circular and adapted to the shift limiting groove 330. The circular limiting end can be accurately inserted into the circular shift limiting groove 330 to form a stable locking effect, thereby ensuring that the shift actuator cannot perform any shift operation in the locked state, effectively preventing the vehicle from being operated by unauthorized personnel.

[0053] At the same time, due to the symmetry of the circular structure, when the limiting end is inserted into the limiting groove, the force is evenly distributed, reducing jamming or wear caused by eccentricity or uneven force, and improving the durability and long-term stability of the system.

[0054] In some embodiments, please refer to Figure 6 , the shift limiting groove 330 is waist-shaped and extends in the relative gear selection direction. The limiting end is circular and adapted to the shift limiting groove 330. The limiting end can be inserted into the waist-shaped shift limiting groove 330. The waist-shaped shift limiting groove 330 extends in the gear selection direction, allowing the shift actuator to move freely in the gear selection direction. The driver can freely select gears when the piston body 320 is in the locked position. However, since the limiting end is inserted into the waist-shaped groove, the shift actuator cannot move in the shift direction, so the shift operation cannot be actually completed.

[0055] During the specific use process, after the driver turns off the engine, the piston body 320 of the shift actuator is in the locked position, and shifting is prohibited. However, when the shift actuator is not in the neutral gear, the driver can manually pull the shift lever 250 of the shift actuator, so that the locking component 300 in the shift arm 200 returns to the shift limiting groove 330, avoiding the vehicle being in gear when parking and damaging the transmission.

[0056] It should be specifically noted that, please refer to Figure 2 , the Y-axis direction is the gear selection direction, and the X-axis direction is the shift direction. Pulling the shift actuator to move in the X-axis and Y-axis directions can select different gears as needed.

[0057] In some embodiments, two gas transmission pipelines 340 are provided on the side of the shift arm 200. The two gas transmission pipelines 340 are respectively connected to two expansion chambers. By connecting the two gas transmission pipelines 340 to the two expansion chambers respectively, the air pressure of each expansion chamber can be independently controlled. By adjusting the air pressure difference, the moving direction of the piston body 320 can be accurately controlled, so as to lock or unlock the shift arm 200. The air intake and air outlet operations can quickly change the air pressure in the expansion chamber, providing a fast locking and unlocking response. At the same time, the precise adjustment of the air pressure makes the piston move more smoothly, avoiding sudden impacts or jams, and improving the operating smoothness of the system.

[0058] In the specific implementation process, one of the two gas transmission pipelines 340 can intake air and the other can exhaust air. The two expansion chambers act on the piston body 320 at the same time, pushing the piston body 320 to move in a relative direction. This can increase the moving speed of the piston body 320 and shorten the response time of the piston body 320. It can also enhance the locking force of the piston body 320 and prevent the piston body 320 from changing its position due to external forces.

[0059] In some embodiments, please refer to Figure 7 , the shift arm 200 includes a clamping member 210 movably connected to the support 100. The clamping member 210 includes two clamping portions 211 and a connecting portion 212. The two ends of the connecting portion 212 are integrally connected to the two clamping portions 211 respectively, forming a U-shaped clamping structure.

[0060] The U-shaped clamping structure has good rigidity and strength, and can effectively withstand the forces during the shifting operation. The two clamping portions 211 and the connecting portion 212 are integrally connected to form an integral clamping member 210, enhancing the stability of the entire structure and reducing the risk of deformation or fracture caused by excessive operating forces. The U-shaped structure makes the force distribution uniform, reduces local stress concentration, and avoids material fatigue or damage caused by stress concentration, thereby extending the service life of the shift actuator.

[0061] The support 100 is rotationally connected to the U-shaped clamping structure, and the U-shaped clamping structure can rotate freely relative to the support 100, so as to realize the flexible movement of the shift arm 200 at different angles. The existence of the rotational connection makes the shifting operation smoother, provides a good operating feel, and improves the shifting accuracy and operating sensitivity. In some embodiments, please refer to Figure 7, the shift arm 200 further includes a connecting member 220. The connecting member 220 is integrally connected to the connecting portion 212. The connecting member 220 and the connecting portion 212 form a whole, enhancing the overall structural stability and reducing the risk of deformation or fracture caused by excessive operating force. The piston cavity 310 is formed in the connecting member 220 and extends relative to the connecting portion 212 to the outside. The piston cavity 310 is directly formed inside the connecting member 220, making the structure more compact, reducing the need for additional components and installation space, helping to integrate more functions in a limited space, and effectively utilizing every inch of space, especially in the shift actuator of a vehicle. The piston cavity 310 reduces the connection interfaces and installation steps between components, thereby reducing the complexity of the system and improving the overall assembly efficiency.

[0062] In some embodiments, refer to Figure 1 and Figure 2 , the shift arm 200 further includes a shift lever 250. The shift lever 250 is connected to the end of the connecting member 220 away from the clamping member 210, so that the operation position is extended to a more accessible place. The driver can easily grasp the shift lever 250 without reaching too far, improving the convenience and comfort of the shift operation.

[0063] The position and length of the shift lever 250 can be optimized according to the driver's operating habits, making the shift operation more ergonomic and reducing fatigue caused by long-term driving.

[0064] Since the shift lever 250 extends out of the distal end of the connecting member 220, the lever effect of the shift operation is increased. The driver can achieve a larger shift movement with a smaller force, improving the flexibility and precision of the operation and making the shift more smooth.

[0065] In some embodiments, refer to Figure 1 and Figure 7 , the shift arm 200 further includes a rotating shaft 230 and a selector rocker arm 240. The two clamping portions 211 are rotatably connected to the support 100 through the rotating shaft 230. The two ends of the rotating shaft 230 are respectively fixedly connected to the two clamping portions 211. The middle part of the rotating shaft 230 is inserted into the support 100 and rotatably connected to the support 100. The introduction of the rotating shaft 230 makes the connection between the shift arm 200 and the support 100 more flexible, reducing the friction between mechanical components and wear, thereby improving the mechanical efficiency and service life of the entire system.

[0066] One end of the rotating shaft 230 extends outward and is fixedly connected to the selector rocker arm 240. The torque applied by the driver can be transmitted and amplified through the rotating shaft 230. The driver only needs to apply a small force to achieve a large rotation of the shift arm 200, thereby improving the flexibility and lightness of the shift operation and reducing the effort required for the shift operation.

[0067] Workflow: First, with the engine turned off and the vehicle in a parked state, start the vehicle with the key. The on-vehicle air pump fills a specific expansion and contraction chamber with gas through the air delivery pipeline 340, causing the piston body 320 to receive a driving pressure, thereby driving the piston body 320 to move, disengaging from the shift limit groove 330, and moving to the unlocking position, which will unlock the shift arm 200 from the locked state and allow shift operations.

[0068] Next, the driver can freely move the shift lever 250 in the shift direction and the gear selection direction as needed, driving the shift arm 200 to complete the safe driving of the vehicle.

[0069] Then, after ending the driving, turn off the engine and park the vehicle in a safe position. The pneumatic system is automatically activated. The on-vehicle air pump fills a specific expansion and contraction chamber with gas through the air delivery pipeline 340. Under the action of pressure, the piston body 320 slides into the shift limit groove 330 and enters the locking position, locking the shift arm 200 to prevent shift operations, effectively preventing unauthorized shift operations and avoiding vehicle theft and robbery.

[0070] The above is only the preferred specific implementation mode of the present utility model, but the protection scope of the present utility model is not limited thereto. Any changes or substitutions that can be easily thought of by those skilled in the art within the technical scope disclosed by the present utility model should be covered by the present utility model.

Claims

1. An anti-theft shift controller for commercial vehicles, characterized in that, Comprising: A support; A shift arm, which is movably connected to the support; A locking assembly, the locking assembly includes a piston cavity opened in the shift arm, a piston body and a shift limiting groove, the shift limiting groove is opened on the support, the piston cavity is arranged opposite to the shift limiting groove, the piston body is slidably inserted into the piston cavity, and both ends of the piston body are subjected to different pressures in the piston cavity to drive the piston body to insert into or disengage from the shift limiting groove, so as to lock and unlock the shift arm.

2. The anti-theft commercial vehicle shift controller according to claim 1, characterized in that, The piston body includes a limiting rod and a sealing part, the inner ring of the sealing part is sleeved on the limiting rod and integrally connected with the limiting rod, and the outer ring of the sealing part is slidably connected with the inner wall of the piston cavity; both ends of the sealing part and the piston cavity form two expansion and contraction chambers.

3. The theft-proof commercial vehicle shift controller according to claim 2, wherein A plugging member is arranged at one end of the piston cavity opposite to the shift limiting groove, the limiting rod is movably inserted into the plugging member, the limiting rod is hermetically connected to the piston cavity through the plugging member, and the limiting rod extends relative to the shift limiting groove to form a limiting end.

4. The theft-proof commercial vehicle shift controller according to claim 3, characterized in that, The shift limiting groove is circular, and the limiting end is circular and adapted to the shift limiting groove.

5. The anti-theft commercial vehicle shift controller according to claim 3, characterized in that, The shift limiting groove is waist-shaped and extends in the relative gear selection direction, and the limiting end is circular and adapted to the shift limiting groove.

6. The theft-proof commercial vehicle shift controller according to claim 2 or 3, characterized in that, Two air delivery pipes are arranged on the side of the shift arm, and the two air delivery pipes are respectively communicated with the two expansion and contraction chambers, and the air delivery pipes can change the air pressure in the expansion and contraction chambers by inflowing and outflowing air.

7. A theft-proof commercial vehicle shift controller according to claim 1, characterized in that, The shift arm includes a clamping member movably connected to the support, the clamping member includes two clamping parts and a connecting part, both ends of the connecting part are integrally connected with the two clamping parts respectively to form a U-shaped clamping structure, and the support is inserted into the U-shaped clamping structure and rotatably connected with the U-shaped clamping structure.

8. The theft-proof commercial vehicle shift controller according to claim 7, characterized in that, The shift arm further includes a connecting member, the connecting member is integrally connected with the connecting part, the piston cavity is opened in the connecting member and extends to the outside relative to the connecting part.

9. The theft-proof commercial vehicle shift controller according to claim 8, wherein, The shift arm further includes a shift lever, and the shift lever is connected to one end of the connecting member away from the clamping member.

10. A theft-proof commercial vehicle shift controller according to claim 7, characterized in that, The shift arm further includes a rotating shaft and a gear selection rocker arm, the two clamping parts are rotatably connected to the support through the rotating shaft, and the gear selection rocker arm is fixedly connected to the end of the rotating shaft.

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