Shift device

A shift device includes a knob that is rotated to change a shift position, and an operation mechanism including a motor. At least one of restricting or releasing restriction of rotation of the knob is performed when the motor is driven, further, the shift position of the knob is changed to a specific shift position when the motor is driven. Thus, driving a common motor in the shift device enables at least one of restricting or releasing restriction of rotation of the knob to be performed, and enables the shift position of the knob to be changed to the specific shift position. This enables the configuration of the shift device to be simplified, and enables an increase in the size and an increase in the number of components in the shift device to be suppressed.

CROSS-REFERENCE TO RELATED APPLICATION

This application claims priority under 35 USC 119 from Japanese Patent Application No. 2015-248900 filed Dec. 21, 2015, the disclosure of which is incorporated by reference herein.

BACKGROUND

Field of the Invention

The present invention relatives to a shift device.

Related Art

International Publication (WO) No. 2015/107592 describes a shift device (shift operation device) in which a gear position of a vehicle is switched by rotating a knob.

However, it is desirable to be able to suppress an increase in size and an increase in the number of components in such shift devices, from the perspectives of ease of installation in a vehicle and cost.

SUMMARY

In consideration of the above circumstances, the present disclosure obtains a shift device capable of suppressing an increase in size and an increase in the number of components.

A shift device of a first aspect includes: a shift body that is rotated to change a shift position; and an operation section that is provided with a drive section, the drive section being driven to perform at least one of restricting or releasing restriction of rotation of the shift body, and the drive section being driven to change a shift position of the shift body to a specific shift position.

A shift device of a second aspect is the shift device of the first aspect, wherein the operation section includes: a rotary unit that includes: the drive section, which is disposed at one side in a rotation axis direction of the shift body with respect to the shift body; and a transmission mechanism that transmits drive force of the drive section to the shift body; and a restricting section that is displaced by drive force of the drive section being transmitted so as to perform at least one of restricting or releasing restriction of rotation of the shift body.

A shift device of a third aspect is the shift device of the first aspect or the second aspect, wherein the operation section includes: a shift body-side gear that is configured to rotate integrally with the shift body; a shift body drive gear that meshes with the shift body-side gear and that is rotated by drive force of the drive section being transmitted; a cam gear that meshes with the shift body-side gear; a cam section that is configured to rotate integrally with the cam gear; and a restricting body that is engaged with the cam section, and that is displaced by the cam section being rotated so as to perform at least one of restricting or releasing restriction of rotation of the shift body.

A shift device of a fourth aspect is the shift device of the first aspect or the second aspect, wherein the operation device is configured including: a shift body-side gear that is configured to rotate integrally with the shift body; a drive section-side gear that is rotated by drive force of the drive section being transmitted; an intermediate gear that includes: a first intermediate gear that meshes with the shift body-side gear; and a second intermediate gear that meshes with the drive section-side gear, and that is configured to rotate integrally with the first intermediate gear, a part of the second intermediate gear and a part of the shift body-side gear being disposed so as to overlap with each other in a rotation axis direction of the shift body; an engaging portion that is displaced due to the shift body-side gear being rotated; and a restricting body that is engaged with the engaging portion, and that is displaced by rotation force of the shift body-side gear being transmitted so as to perform at least one of restricting or releasing restriction of rotation of the shift body.

In the shift device of the first aspect, the shift body is rotated to change a shift position of the shift body.

Note that in the shift device of the first aspect, when the drive section is driven, the operation section including the drive section performs at least one out of restricting or releasing restriction of rotation of the shift body, and changes the shift position of the shift body to the specific shift position. Thus, driving a common (the same) drive section enables at least one of restricting or releasing restriction of rotation of the shift body to be performed, and enables the shift position of the shift body to be changed to the specific shift position. This enables the configuration of the shift device to be simplified, and enables an increase in the size and an increase in the number of components in the shift device to be suppressed.

In the shift device of the second aspect, drive force of the drive section is transmitted to the shift body through the transmission mechanism, such that the shift body is rotated. Part of the drive force of the drive section that rotates the shift body is transmitted to the restricting section, such that at least one of restricting or releasing restriction of rotation of the shift body is performed. Note that in the shift device of the second aspect, the drive section is disposed on the one side in the rotation axis direction of the shift body with respect to the shift body. This enables an increase in the size of the shift device in a rotation radial direction of the shift body to be suppressed.

In the shift device of the third aspect, the shift body drive gear rotates when drive force of the drive section is transmitted to the shift body drive gear. The shift body-side gear that meshes with the shift body drive gear rotates when the shift body drive gear rotates. The shift body thereby rotates together with the shift body-side gear. When the shift body-side gear rotates, the cam gear that meshes with the shift body-side gear rotates, and the cam section rotates integrally with the cam gear. Thus, the restricting body that engages with the cam section is displaced so as to perform at least one of restricting or releasing restriction of rotation of the shift body. Note that the shift device of the third aspect is configured such that the shift body drive gear and the cam gear mesh with the same gear, namely, the shift body drive gear and the cam gear mesh with the shift body-side gear. This configuration enables an increase in the number of components configuring the transmission mechanism and the restricting section to be suppressed.

In the shift device of the fourth aspect, the drive section-side gear rotates when the drive force of the drive section is transmitted to the drive section-side gear. The intermediate gear, including the second intermediate gear that meshes with the drive section-side gear, rotates when the drive section-side gear rotates. The shift body-side gear that meshes with the first intermediate gear of the intermediate gear rotates when the intermediate gear rotates. The shift body thereby rotates together with the shift body-side gear. When the shift body-side gear rotates, the engaging portion is displaced and the engaging portion is engaged with the restricting body. Rotation force of the shift body is thereby transmitted to the restricting body, and the restricting body is displaced. At least one of restricting or releasing restriction of rotation of the shift body is accordingly performed. Note that in the shift device of the fourth aspect, part of the second intermediate gear of the intermediate gear and part of the shift body-side gear are disposed overlapping each other in the rotation axis direction of the shift body. This configuration enables an increase in size in the radial direction of the shift body (the rotation radial direction of the shift body) to be suppressed.

DETAILED DESCRIPTION

FIG. 1illustrates a shift device10provided to an instrument panel of a vehicle. Note that in the drawings, the arrow FR indicates the front of the shift device10, the arrow RH indicates the right of the shift device10, and the arrow UP indicates the upper side of the shift device10.

The shift device10according to a first exemplary embodiment is employed in what is referred to as a shift-by-wire type device that is electrically connected to the shift device10and is capable of changing a shift range of the vehicle. The shift device10is installed at the instrument panel of the vehicle (automobile), and is disposed at the vehicle front side and vehicle width direction inside of a driving seat (not illustrated in the drawings) of the vehicle. The front, right, and upper side of the shift device10respectively face the oblique upper front, right, and oblique upper rear of the vehicle.

As illustrated inFIG. 1andFIG. 2, the shift device10includes a knob base16that is formed in a box shape and supports a knob body14(seeFIG. 3) and so on to which a knob12, described later, is attached. Plural through-portions16A for inserting bolts, not illustrated in the drawings, are provided in the knob base16. The bolts that have been inserted through the through-portions16A are screwed to a shift device fixing section disposed in the instrument panel so as to fix the shift device10to the shift device fixing section. Note that, in a state in which the shift device10has been fixed to the shift device fixing section, the knob12projects out into a vehicle cabin through an opening formed in the instrument panel.

As illustrated inFIG. 2toFIG. 4, the substantially circular tube shaped knob12serving as a shift body is supported by the knob base16via the knob body14so as to be capable of rotating. The knob12is capable of being rotation-operated by an occupant (particularly the driver seated in the driving seat) of the vehicle. The knob12is capable of rotating in a specific range (a specific rotation angle) in one direction (the arrow A direction) and another direction (the arrow B direction). The knob12is rotated in the one direction or the another direction to change a shift position of the vehicle. In the present exemplary embodiment, the knob12is capable of being arranged in a P position (parking position), an R position (reverse position), an N position (neutral position), or a D position (drive position), serving as specific positions on progression from the another direction side toward the one direction side.

As illustrated inFIG. 3andFIG. 4, the knob12is capable of rotating integrally with the knob body14due to being attached to an upper end portion of the knob body14formed in a substantially circular tube shape. A lever engaging recessed portion14A, which is open toward outside in a rotation radial direction (in a radial direction of rotation) of the knob12, is formed in part of a lower end portion of the knob body14. Note that an indentation (a concave) formed on the another direction side (arrow B direction side) of the portion where the lever engaging recessed portion14A is formed in the lower end portion of the knob body14configures an N lock bar engaging recessed portion14B which is used to fix the shift position of the knob12in the neutral position.

A knob drive gear18, serving as a shift body-side gear formed in a ring shape, is provided at a lower end of the knob body14. Teeth18A that mesh with an intermediate gear36, described later, are formed about an outer circumferential portion of the knob drive gear18. In the present exemplary embodiment, the teeth18A are formed in a specific range about a rotation circumferential direction (about a circumferential direction of rotation) of the knob drive gear18. An engaging protrusion18B, serving as engaging portion that projects out toward outside in the rotation radial direction of the knob drive gear18, is formed at a location of the outer circumferential portion of the knob drive gear18, where the teeth18A are not formed. An anchor portion, not illustrated in the drawings, which is anchored at the knob body14when the knob drive gear18is rotated in the arrow B direction, is also provided at the knob drive gear18.

The present exemplary embodiment is provided with a non-illustrated shift sensor, serving as a shift detector. The shift sensor detects the rotation position of the knob12to detect the shift position of the knob12. The shift sensor is electrically connected to a controller (not illustrated in the drawings) of the vehicle, and an automatic transmission (not illustrated in the drawings) of the vehicle is electrically connected to the controller. The shift position of the knob12is changed to change shift ranges of the automatic transmission (a P range (parking range), an R range (reverse range), an N range (neutral range), or a D range (drive range)), which correspond to the shift positions of the knob12, under the control of the controller.

An engine start-stop switch, not illustrated in the drawings, is electrically connected to the controller. The engine is started when the engine start-stop switch is operated by the occupant in a state in which the engine has stopped. The engine is stopped when the engine start-stop switch is operated by the occupant in a state in which the engine is running.

A detector for detecting whether or not a brake serving as a braking device of the vehicle is being operated by the occupant is also electrically connected to the controller. The vehicle is made to brake when the brake has been operated by the occupant. A lock switch (not illustrated in the drawings) serving as an operation restricting section is also electrically connected to the controller. The lock switch is capable of being operated by the occupant.

Explanation follows regarding an operation mechanism20, which restricts, and releases the restriction of, rotation of the knob12, as well as which is for changing the shift position of the knob12to a specific shift position.

The operation mechanism20is configured including an autocorrect mechanism22serving as a rotary unit which rotates the shift position of the knob12to the specific shift position, and a shift lock mechanism24serving as a restricting mechanism and a restriction releasing mechanism for restricting, and releasing the restriction of, rotation of the knob12.

The autocorrect mechanism22is configured including a motor26serving as a driver, and a transmission mechanism28that transmits drive force of the motor26to the knob12. The motor26is a direct current motor including a rotation shaft26A that is rotated by energizing (passing current through). The motor26(preferably, as shown inFIG. 3, the entire motor28) is disposed at the lower side (at the side opposite to a vehicle cabin interior side) with respect to the knob body14and the knob drive gear18(is disposed at one side in the rotation axis direction of the knob12with respect to the knob12), in a state in which an axial direction of the rotation shaft26A is oriented in a direction orthogonal to the rotation axis direction of the knob12.

Further, preferably, as shown inFIG. 3, part of the motor26and part of the knob body14and the knob drive gear18overlap each other in the rotation axis direction of the knob12. (The entire body of the motor26or the entire motor26may completely overlap with respect to the knob body14and the knob drive gear18in the rotation axis direction of the knob12.)

The transmission mechanism28is configured including the knob drive gear18provided at the lower side of the knob body14, a worm gear30provided at the rotation shaft26A of the motor26, and the intermediate gear36serving as a shift body drive gear. The intermediate gear36includes a first intermediate gear32that meshes with the teeth18A of the knob drive gear18, and a second intermediate gear34that meshes with the worm gear30and rotates integrally with the first intermediate gear32. Rotation of the rotation shaft26A of the motor26is transmitted to the knob body14through the worm gear30, the intermediate gear36, and the knob drive gear18, such that the knob body14rotates together with the knob12. In the present exemplary embodiment, part of the second intermediate gear34of the intermediate gear36is disposed at the lower side of the knob drive gear18, such that part of the second intermediate gear34of the intermediate gear36and part of the knob drive gear18overlap each other in the rotation axis direction of the knob12.

The shift lock mechanism24is configured including the motor26, the knob drive gear18, a first lever38and a second lever40each serving as a restricting body that are displaced by rotation of the motor26being transmitted through the knob drive gear18, and a return spring42that urges the second lever40.

The first lever38is formed in a block shape, and an end portion on one side in a length direction of the first lever38configures an engaged portion38A that is configured to be engaged by the engaging protrusion18B provided at the knob drive gear18. An end portion on another side in the length direction of the first lever38configures a pressing (pushing) portion38B that presses (pushes) a pressed (pushed) portion40B of the second lever40, described below. As illustrated inFIG. 2, the first lever38is supported by the knob base16so as to be capable of sliding (capable of being displaced).

The second lever40is formed in a substantially L shape as viewed from the upper side. A swing (tilting) shaft portion40A formed in a circular column shape with its axial direction along the up-down direction is provided on an intermediate portion of the second lever40in a length direction of the second lever40, which is at the first lever38side. The swing shaft portion40A is supported by the knob base16, such that the second lever40is capable of swinging (tilting) (is capable of rotational displacement) about the swing shaft portion40A as the axial center. An end portion, which is on the first lever38side, of the second lever40configures the pressed portion40B that is configured to be pressed by the first lever38. An end portion on the opposite side to the pressed portion40B of the second lever40configures a restricting portion40C that projects out toward the knob body14side.

The return spring42is formed by bending a plate shaped steel sheet member or the like. Part of the return spring42abuts the knob base16. Another part of the return spring42abuts a face of the pressed portion40B of the second lever40, whose face is on the opposite side to the side pressed by the pressing portion38B of the first lever38. The second lever40is urged in a direction so as to swing (tilting) in the arrow D direction by the urging force of the return spring42.

Operation and Advantageous Effects of Present Exemplary Embodiment

Explanation follows regarding operation and advantageous effects of the present exemplary embodiment.

As illustrated inFIG. 2toFIG. 4, in the shift device10explained above, when the knob12has been disposed in the P position (when the shift sensor has detected that the shift position of the knob12is in the P position) and the brake is not being operated, the motor26is reverse driven to rotate the knob drive gear18in the arrow A direction through the worm gear30and the intermediate gear36in the shift lock mechanism24of the operation mechanism20under the control of the controller. Note that the anchor (stop) portion of the knob drive gear18is not anchored to (stopped at) the knob body14when the knob drive gear18is rotated in the arrow A direction, and so the rotation of the knob drive gear18is not transmitted to the knob body14. As illustrated inFIG. 5, when the knob drive gear18is rotated in the arrow A direction, the engaging protrusion18B of the knob drive gear18engages with the engaged portion38A of the first lever38, and moves the first lever38toward the second lever40side. When the first lever38is moved toward the second lever40side, the pressing portion38B of the first lever38presses the pressed portion40B of the second lever40. Thus, the second lever40is swung (tilted) toward the arrow C direction side against the urging force of the return spring42, and the restricting portion40C of the second lever40is inserted into the lever engaging recessed portion14A of the knob body14. Rotation of the knob12(knob body14) is thereby locked (restricted), and rotation of the knob12from the P position toward the R position, the N position, and the D position is locked (restricted). Note that, when a non-illustrated lock sensor has detected that the knob drive gear18has been rotated to a position where the restricting portion40C of the second lever40is inserted into the lever engaging recessed portion14A of the knob body14, the reverse driving of the motor26is stopped under the control of the controller.

When the knob12has been disposed in the P position and the brake is operated, the motor26is forward driven to rotate the knob drive gear18in the arrow B direction through the worm gear30and the intermediate gear36in the shift lock mechanism24of the operation mechanism20under the control of the controller. Thus, the engaging protrusion18B of the knob drive gear18separates from the engaged portion38A of the first lever38, and the second lever40is swung (tilted) toward the arrow D direction side by the urging force of the return spring42. The restricting portion40C of the second lever40thereby comes out from the inside of the lever engaging recessed portion14A of the knob body14. The lock on rotation of the knob12(knob body14) is thereby released, and the knob12becomes capable of rotating from the P position to the R position, the N position, and the D position. Note that, when the non-illustrated lock sensor has detected that the knob drive gear18has been rotated to a position where the restricting portion40C of the second lever40has come out from the inside of the lever engaging recessed portion14A of the knob body14, the forward driving of the motor26is stopped under the control of the controller.

Note that configuration may be made such that, when the knob12has been disposed in the N position (when the shift sensor has detected that the shift position of the knob12is in the N position), the restricting portion40C of the second lever40is inserted into the N lock bar engaging recessed portion14B (seeFIG. 4), such that rotation of the knob12(knob body14) is locked, and rotation of the knob12from the N position toward the P position, the R position, and the D position is locked. In this case, configuration may be made such that the motor26is rotated to engage the engaging protrusion18B of the knob drive gear18with the engaged portion38A of the first lever38, when the non-illustrated lock switch has been operated.

When the knob12has been disposed in a shift position other than the P position (the R position, the N position, or the D position) (when the shift sensor has detected that the shift position of the knob12is in a position other than the P position), and the engine start-stop switch is operated and the engine stopped, the shift range of the automatic transmission is changed to the P range under the control of the controller. This state in which the shift range of the automatic transmission has been changed to the P range is maintained until the engine start-stop switch is next operated to start the engine and thereafter the knob12is rotated to a shift position other than the P position (and thereafter the shift sensor detects that the shift position of the knob12has been changed to a position other than the P position). Thus, the shift range of the automatic transmission is always in the P range when the engine start-stop switch is operated.

When the knob12has been disposed in a shift position other than the P position and the engine start-stop switch is operated (at a specific occasion, this being when at least one out of stopping or starting of the engine has been performed), the motor26is forward driven to rotate the knob drive gear18in the arrow B direction through the worm gear30and the intermediate gear36in the autocorrect mechanism22of the operation mechanism20under the control of the controller. Note that the anchor (stop) portion of the knob drive gear18is anchored to (stopped at) the knob body14when the knob drive gear18is rotated in the arrow B direction, and so the rotation of the knob drive gear18is transmitted to the knob body14. Thus, the knob body14is rotated in the another direction (arrow B direction) together with the knob12, enabling the knob12to be disposed in (returned to) the P position and enabling the shift position of the knob12and the shift range of the automatic transmission to be made to match (coincide) each other, when the engine start-stop switch is operated.

As explained above, in the present exemplary embodiment, driving a common motor26enables rotation of the knob12to be locked and locking to be released, enables the shift position of the knob12to be changed to the P position, enables the number of components to be reduced, enables the configuration of the shift device10to be simplified, and enables an increase in the size of the shift device10to be suppressed.

The present exemplary embodiment is configured such that the motor26is disposed at the lower side of the knob body14and the knob drive gear18, thereby enabling an increase in the size of the shift device10in the rotation radial direction of the knob12to be suppressed.

In the present exemplary embodiment, a part of the second intermediate gear34of the intermediate gear36and a part of the knob drive gear18are overlapped with each other in the rotation axis direction of the knob12, thereby enabling an increase in the size of the shift device10in the radial direction (the rotation radial direction of the knob12) to be suppressed. In the present exemplary embodiment, the first lever38and the second lever40can be displaced at a desired timing by adjusting the position of the engaging protrusion18B provided at the knob drive gear18. Note that in the present exemplary embodiment, the entire motor26(which may exclude a portion of the rotation shaft26A extending out from a housing) may be disposed at the lower side of the knob body14.

Shift Device According to Second Exemplary Embodiment

Explanation follows regarding a shift device according to a second exemplary embodiment, with reference toFIG. 6toFIG. 9. Note that members, portions, and so on corresponding to those in the first exemplary embodiment are appended with the same reference numerals as those in the first exemplary embodiment, and explanation thereof is sometimes omitted.

As illustrated inFIG. 6andFIG. 7, a shift device44of the present exemplary embodiment has a feature of including a shift lock mechanism46that is a different type to the shift lock mechanism24of the shift device10of the first exemplary embodiment.

The shift lock mechanism46serves as a restricting section and a restriction releasing section, and is configured including a cam configuration section52including a cam gear48that meshes with the knob drive gear18and a cam section50that is capable of rotating integrally with the cam gear48, a lock bar54serving as a restricting body that is engaged (abutted) with the cam section50of the cam configuration section52, and a spring56(seeFIG. 8) that urges the lock bar54toward the knob drive gear18side.

The cam gear48is formed in a circular plate shape. Teeth48A that mesh with the teeth18A of the knob drive gear18are formed around the entire circumference of an outer circumferential face of the cam gear48. The cam section50is disposed on one side in a rotation axis direction (the upper side) of the cam gear48with respect to the cam gear48. The cam section50is formed in a substantially fan shape as viewed from a rotation axis direction of the cam configuration section52, by cutting out a portion of circular plate. Note that the cutout portion of the cam section50is referred to as a cutout portion50A, and an outer circumferential face of the portion where the cutout portion50A is not formed is referred to as a release face50B.

The lock bar54includes a lock bar body54A formed in a rectangular block shape, a cam section engaging portion54B that projects out from the lock bar body54A toward a side of the cam section50of the cam configuration section52and abuts the cam section50, and a restricting portion54C that projects out from the lock bar body54A toward a side of the knob body14. As illustrated inFIG. 8, the lock bar54is urged toward the knob body14side by the spring56, this being a compression coil spring.

In the shift device44of the present exemplary embodiment as explained above, when the knob12has been disposed in the P position (when the shift sensor has detected that the shift position of the knob12is in the P position) and the brake is not being operated, as illustrated inFIG. 8, the motor26is forward driven to rotate the cam configuration section52toward the arrow E side through the transmission mechanism28(the worm gear30, the intermediate gear36, and the knob drive gear18) in the shift lock mechanism46of the operation mechanism20under the control of the controller. When the cam configuration section52is thus rotated toward the arrow E side, the cam section engagement portion54B of the lock bar54shifts (is changed) from a state abutting the release face50B of the cam section50to a state disposed inside the cutout portion50A of the cam section50. In this state in which the cam section engagement portion54B of the lock bar54is disposed inside the cutout portion50A of the cam section50, the lock bar54is moved toward the knob body14side by the urging force of the spring56, so the restricting portion54C of the lock bar54is inserted into the lever engaging recessed portion14A of the knob body14. Rotation of the knob12(knob body14) is thereby locked (restricted), and rotation of the knob12from the P position to the R position, the N position, and the D position is locked (restricted).

When the knob12has been disposed in the P position and the brake is operated, the motor26is reverse driven to rotate the cam configuration section52toward the arrow F side through the transmission mechanism28in the shift lock mechanism46of the operation mechanism20under the control of the controller. As illustrated inFIG. 9, when the cam configuration section52is thus rotated toward the arrow F side, the cam section engagement portion54B of the lock bar54shifts (is changed) from the state disposed inside the cutout portion50A of the cam section50to a state abutting the release face50B of the cam section50. Due to the cam section engagement portion54B of the lock bar54thus shifting from the state disposed inside the cutout portion50A of the cam section50to the state abutting the release face50B of the cam section50, the lock bar54is moved in a direction away from the knob body14. The restricting portion54C of the lock bar54thereby comes out from inside the lever engaging recessed portion14A of the knob body14. The lock on rotation of the knob12(knob body14) is thereby released, and the knob12is capable of rotating from the P position to the R position, the N position, and the D position.

As explained above, in the present exemplary embodiment, driving a common (the same) motor26enables rotation of the knob12to be locked and locking to be released, enables the shift position of the knob12to be changed to the P position, enables the number of components to be reduced, enables the configuration of the shift device44to be simplified, and enables an increase in the size of the shift device44to be suppressed.

The present exemplary embodiment is configured such that the intermediate gear36and the cam configuration section52mesh with the same gear, namely, such that the first intermediate gear32of the intermediate gear36and the cam gear48of the cam configuration section52mesh with the knob drive gear18. This configuration enables an increase in the number of components configuring the transmission mechanism28and the shift lock mechanism46to be suppressed. In the present exemplary embodiment, the lock bar54can be displaced at the desired timing by adjusting the shape of the cam section50. In the present exemplary embodiment, the restricting portion54C of the lock bar54is slid and is inserted into the lever engaging recessed portion14A of the knob body14to lock rotation of the knob12. This enables the size of the lever engaging recessed portion14A with respect to the restricting portion54C to be reduced, enabling rotation locking performance of the knob12by the restricting portion54C to be improved.

Note that in the first exemplary embodiment and second exemplary embodiment, when the engine start-stop switch has been operated and the engine is stopped in a state in which the knob12is disposed in a shift position other than the P position, configuration may be such that the shift position of the knob12is changed to the P position after the shift range of the automatic transmission has been changed to the P range, or such that the shift range of the automatic transmission is changed to the P range after the shift position of the knob12has been changed to the P position.

In the first exemplary embodiment and the second exemplary embodiment, the shift lock mechanism24and46locks and releases locking of rotation of the knob12from the P position and the N position. However, the shift lock mechanism24and46may lock and release locking of rotation of the knob12from a shift position other than the P position (such as the R position or the D position).

In the first exemplary embodiment and the second exemplary embodiment, the shift lock mechanism24and46locks and releases locking of rotation of the knob12. However, it is sufficient that the shift lock mechanism24and46performs at least one out of locking or releasing locking of rotation of the knob12.

In the first exemplary embodiment and the second exemplary embodiment, the autocorrect mechanism22changes the shift position of the knob12to the P position. However, the autocorrect mechanism22may change the shift position of the knob12to a shift position other than the P position (such as the R position, the N position, or the D position).

In the first exemplary embodiment and the second exemplary embodiment, an example has been given in which the present disclosure is applied to the shift device10and44employed in a shift-by-wire device; however, the present disclosure is not limited thereto. The present disclosure may be applied to a shift device employed in a device other than a shift-by-wire type (such as a mechanical cable type).

In the first exemplary embodiment and the second exemplary embodiment, the shift device10and44is installed to an instrument panel. However, the shift device10and44may be installed to a center console, a steering column cover, or the like.

Exemplary embodiments have been explained above; however, the present disclosure is not limited to the above description, and obviously various other modifications may be implemented within a range not departing from the spirit of the present invention.