Abstract:
A shift lock apparatus has a shift lever operated selectively in a first and second directions to switch a gear of a vehicle. The change gear is operated based the manual operation of the lever shifted in the first direction. The gear is automatically operated when the lever is shifted in the second direction. A lock member is rotatably supported around an axis extending perpendicular to a plane including lines each extending in the first direction and in the second direction. A plurality of regulating portions are disposed in said lock member. The regulating portion is capable of regulating the shift lever that moves in the first and the second directions.

Description:
BACKGROUND OF THE INVENTION 
   The present invention relates to a shift lock device and, more specifically, to a shift lock device suitable for a shift-by-wire type shift apparatus that is equipped with a shift lever. 
   A shift-by-wire type shift device that electrically controls the shifting of shift ranges in a vehicle transmission is known. The conventional shift device detects the operation of the shift lever by a sensor and generates an electrical detection signal. The shift device operates the actuator in accordance with the detection signal to shift the range of the transmission. In shift-by-wire type shift apparatus, a mechanical link structure for transmitting the operation of the shift lever to the transmission is not necessary. Thus, the size of the shift apparatus is easily reduced. Therefore, the shift lever is shifted with a relatively small force and the freedom in laying out the shift apparatus in the passenger compartment is increased. 
   Some of the shift-by-wire type shift apparatus has no parking range (P) as a shift selection. In such shift apparatus, the ignition switch is turned off while the shift lever is at a reverse (R) range or a forward range. 
   When parking a vehicle that has the shift apparatus, the shift lever is operated to an appropriate shift range in accordance with the condition of the vehicle, such as when parking the vehicle on a slope. For example, when parking the vehicle on an ascending slope, the shift lever is operated to the forward range to prevent the vehicle from moving backward and descending the slope. Also, for example, when parking the vehicle on a descending slope, the shift lever is operated to the reverse range (R) to prevent the vehicle from advancing and descending the slope. 
   As described above, the shift lever is operated to the appropriate shift range in accordance with the condition of the vehicle and locked at the selected shift range to park the vehicle. 
   A lock device may include solenoids in association with the shift ranges of the shift lever. A plunger of each solenoid may be formed to project to block a shift gate thereby locking the shift lever. 
   However, providing a solenoid to each of the shift ranges increases the number of the solenoids, causing eventually the increase of the manufacturing cost. Furthermore, a growth of the number of the solenoids results in a large space for arranging the solenoids. This hinders the size reduction of the shift apparatus. 
   SUMMARY OF THE INVENTION 
   Accordingly, it is an objective of the present invention to provide a shift lock device that is reduced in size. In association with this objective, the present invention minimizes the number of components and locks a shift lever at each of shift ranges. 
   To achieve the above objective, an improved shift lock apparatus is provided. The apparatus has a shift lever that is operated selectively in a first direction and a second direction to switch a change gear of a vehicle, wherein said change gear is operated based the manual operation of the lever that is shifted in the first direction and wherein said change gear is automatically operated when the lever is shifted in the second direction. The apparatus further has a lock member rotatably supported around an axis extending perpendicular to a plane including lines each extending in the first direction and in the second direction; and a plurality of regulating portions disposed in said lock member, each of said regulating portions includes at least a first regulating portion and a second regulating portion. The first regulating portion is capable of regulating the shift lever that moves in the first direction and the second regulating portion is capable of regulating the shift lever that moves in the second direction. The lock member rotates between a locking position and an unlocking position, wherein the shift lever is locked by the regulating portion in the locking position, and wherein the shift lever is unlocked in the unlocking position. 
   Other aspects and advantages of the invention will become apparent from the following description, taken in conjunction with the accompanying drawings, illustrating by way of example the principles of the invention. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The invention, together with objects and advantages thereof, may best be understood by reference to the following description of the presently preferred embodiments together with the accompanying drawings in which: 
     FIG.  1 ( a ) is a schematic exploded perspective view illustrating a shift apparatus of a first embodiment of the present invention; 
     FIG.  1 ( b ) is an enlarged partial schematic view illustrating a detent; 
       FIG. 2  is a schematic perspective view illustrating the shift apparatus; 
       FIG. 3  is a schematic cross-sectional view illustrating a sensor unit; 
     FIG.  4 ( a ) is a schematic partial plan view illustrating the shift lever in a released state; 
     FIG.  4 ( b ) is a schematic partial plan view illustrating the shift lever in a locked state; and 
       FIG. 5  is a schematic plan view illustrating a modified embodiment of the present invention. 
   

   DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
   A shift lock device  81  according to the present invention will now be described with reference to  FIGS. 1  to  4 . 
   As shown in  FIG. 2 , the shift apparatus  11  includes a box-like case, serving as a base housing  12  in the embodiment. The base housing  12  is secured to a floor console F of a vehicle by a flange formed at the lower end of the base housing  12 . 
   A cover plate  13  is located on the top of the base housing  12 . A shift gate  14  is formed in the cover plate  13 . A shift lever  15  extends upward through the shift gate  14 . A spherical shift knob  16  is attached to the distal end of the shift lever  15 . 
   A sensor unit  21  is attached to the base housing  12 . 
   The shift gate  14  has a cruciform and extends in the lengthwise and widthwise directions in respect with the vehicle. An additional gate further extends forward from the left end of the cruciform gate. When the shift knob  16  is operated and the shift lever  15  is shifted to the front left end (R range) of the shift gate  14 , a change gear of the vehicle is shifted to a reverse range (R). When the lever  15  is operated toward the left end of the cruciform (N range), the change gear is shifted to a neutral range (N). The N range corresponds to the neutral position of the lever  15 . When the lever  15  is operated toward the center of the cruciform (S range), the change gear is shifted to a sequential mode S. 
   When the shift lever  15  is shifted toward the front end (positive range) of the cruciform in the sequential mode S, the gear is shifted up. When a driver releases the shift knob  16 , the shift lever  15  returns to the S range. When the lever  15  is shifted to the rear end (negative range) of the cruciform, the change gear is shifted down, and then the shift lever  15  returns to the S range. When the shift lever  15  is operated to the right end (S/A range) of the cruciform in the sequential mode S, the change gear is shifted to an automatic mode A. Then, although the shift lever  15  returns to the S range, the change gear is maintained in the automatic mode A. When the lever  15  is operated to the S/A range in the automatic mode A, the change gear is shifted to the sequential mode S. The vehicle travels forward in the sequential mode S and the automatic mode A. The S range corresponds to the forward range. 
   The shift apparatus  11  includes a stationary operation mode, in which the lever  15  is maintained at the selected range when the shift knob  16  is released, and a momentary operation mode, in which the shift lever  15  returns to a reference range when the shift knob  16  is released. The shift apparatus  11  is designed to be in the stationary operation mode when the shift lever  15  is operated among the R, N, and S ranges so that the shift lever  15  is maintained at the selected position when the driver releases the shift knob  16 . The shift apparatus  11  is designed to be in the momentary operation mode when the shift lever  15  is operated among the S range, the positive range, the negative range, and the S/A range so that the shift lever  15  returns to the reference range, which is the S range, when the driver releases the shift knob  16 . In  FIG. 2 , the section where the shift lever  15  is operated in the stationary operation mode is indicated by a white arrow and the section where the shift lever  15  is operated in the momentary operation mode is indicated by a black arrow. 
   In the preferred embodiment, the lever shifted between the R range and the N range is switched to a first direction, or a shift direction along a length of the vehicle. The lever switched between the positive range and the negative range is operated in the shift direction. The lever shifted between the N range and the S/A range is switched in a second direction, or a select direction along a width of the vehicle. Indications R, N, +, −, and S/A are each marked on the cover plate  13  corresponding to the R, N, +, −, and S/A ranges, respectively. 
   As shown in FIG.  1 ( a ), a retainer  23  is located in the interior of the base housing  12 . A shaft  24  is inserted through the lower portion of the retainer  23 . The shaft  24  is rotatably supported by a support portion (not shown) in the base housing  12 . The retainer  23  rotates integrally with the shaft  24 . The shaft  24  extends from the left side to the right side. The retainer  23  and the shaft  24  are rotatable in the shift direction. 
   The lower portion of the shift lever  15  is rotatably supported by the upper portion of the retainer  23  with a selector pin  25 . The selector pin  25  extends from the front to rear of the vehicle. The lower portion of the shift lever  15  is branched, and the upper portion of the retainer  23  is inserted between the branched portions. The selector pin  25  is inserted through a torsion spring  26 , the lower portion of the shift lever  15 , and the upper portion of the retainer  23 . The selector pin  25  is prevented from falling out by a snap ring  27 . 
   The shift lever  15  is rotatable in the select direction with respect to the retainer  23 . Since the retainer  23  is rotatable in the shift direction and the shift lever  15  is rotatable in the select direction, the shift lever  15  is rotatable in the shift and select directions. 
   The upper portion of the base housing  12  includes a dome  31 . A gate  32 , which has the same shape as the shift gate  14  of the cover plate  13 , is formed in the dome  31 . Above the dome  31  is located a slide cover  33  shaped in conformity with the dome  31 . The slide cover  33  slides with respect to the dome  31 . The diameter of the slide cover  33  is less than that of the dome  31  and a through hole is formed at the center of the slide cover  33 . The shift lever  15  is inserted through the through hole. The slide cover  33  is accommodated between the base housing  12  and the cover plate  13 . The shift lever  15  extends through the gate  32 , the through hole of the slide cover  33 , and the shift gate  14  of the cover plate  13  in this order, and is exposed above the shift gate  14 . The shift knob  16  is located at the distal end of the shift lever  15 . The slide cover  33  slides with respect to the dome  31  as the shift lever  15  is moved so that the gate  32  is always covered. 
   A pin socket  35  extends diagonally upward from the lower portion of the shift lever  15 . The pin socket  35  accommodates a detent pin  36  and a spring  37 , which urges the detent pin  36  upward. A detent groove  38  is formed on the lower surface of the dome  31  to face the detent pin  36 . 
   The detent groove  38  has the same shape as the shift gate  14 . As shown in FIG.  1 ( b ), the detent groove  38  includes a first recess  41 , with which the detent pin  36  is fitted when the shift lever  15  is at the R range, a second recess  42 , with which the detent pin  36  is fitted when the shift lever  15  is at the N range, and a substantially lateral T-shaped third recess  43 , with which the detent pin  36  is fitted when the shift lever  15  is in the momentary operation mode. The passages between the first and second recesses  41 ,  42 , and between the second and third recesses  42 ,  43  are shallower than the first to third recesses  41 ,  42 , and  43 . The portion of the third recess  43  that faces the detent pin  36  when the shift lever  15  is at the S range is deeper than the other portion. 
   Therefore, the detent pin  36  selectively engages with the first to third recesses  41 ,  42 , and  43  when the shift lever  15  is operated among the R, N, and S ranges. This forms the stationary operation mode in which the shift lever  15  is maintained at the selected shift range although the driver releases the shift knob  16 . Also, the above structure forms the momentary operation mode in which the shift lever  15  returns to the S range when the driver releases the shift knob  16  after manipulating the shift lever  15  among the S range, the positive range, the negative range, and the S/A range. The shift lever  15  returns to the S range from the S/A range by the force of the torsion spring  26 . 
   As shown in FIGS.  1 ( a ) and  2 , the sensor unit  21  is attached to a right side wall  50  of the base housing  12 , which is perpendicular to the shaft  24 . The sensor unit  21  is formed into a flat rectangular box-like shape. As shown in FIG.  1 ( a ), a mounting recess  52  is defined in the right side wall  50  of the base housing  12  for attaching the sensor unit  21 . When the sensor unit  21  is attached to the base housing  12 , part of the sensor unit  21  is accommodated in the mounting recess  52 . 
     FIG. 3  is a schematic cross-sectional view illustrating the sensor unit  21 . 
   As shown in FIGS.  1 ( a ) and  3 , the sensor unit  21  includes a flat rectangular box-like case  53  and a cover plate  54 , which covers the case  53 . The case  53  is accommodated in the mounting recess  52 . 
   A PC board  55  is accommodated in the case  53  and is secured to the case  53 . The PC board  55  is shorter than the case  53  in the vertical direction and arranged at the upper portion of the case  53 . Thus, the PC board  55  does not directly face the lower portion of the case  53 . 
   A connector  55   a  is attached to the edge of the PC board  55 . 
   A through hole  57  is formed at the lower portion of the right side wall  50  of the base housing  12 , and another through hole  58  is formed at the lower portion of the case  53 . The shaft  24  is inserted through the through holes  57 ,  58 . The distal end of the shaft  24  is located inside the sensor unit  21 . The distal end of the shaft  24  is located closer to the cover plate  54  than the PC board  55 . The retainer  23  has a cylinder  23   a  for supporting the shaft  24 , which extends toward the right side wall  50 . 
   A fan-shaped plate  61  is attached to the distal end of the shaft  24 . An annular magnet  62  is attached to the lower end of the plate  61 . The shaft  24  is inserted through the magnet  62 . The plate  61  and the magnet  62  rotate integrally with the shaft  24 . The magnet  62  is polarized such that the polarity changes in the circumferential direction. 
   A first magnetoresistance element (MRE)  63   a  and a second magnetoresistance element (MRE)  63   b  are attached to the lower portion of the PC board  55  to face the upper portion of the magnet  62 . The first and the second MREs  63   a ,  63   b  are arranged in the lengthwise direction of the vehicle. The first MRE  63   a  is located on the rear side and the second MRE  63   b  is located on the front side. The first and second MREs  63   a ,  63   b  detect the magnetic flux of the magnet  62 , which rotates integrally with the shaft  24 . 
   The first and second MREs  63   a ,  63   b  detect three kinds of analog output signals based on variation of the magnetic flux of the magnet  62 , which rotates integrally with the shift lever  15 . In the preferred embodiment, when the shift lever  15  is located at either the R range or the positive range, the first and second MREs  63   a ,  63   b  detect a signal VI. Also, when the shift lever  15  is located at any of the N range, the S range, and the S/A range, the first and second MREs  63   a ,  63   b  detect a signal V 2 . When the shift lever  15  is located at the negative range, the first and second MREs  63   a ,  63   b  detect a signal V 3 . As described above, the magnet  62  and the first and second MREs  63   a ,  63   b  detect changes in the shift direction of the shift lever  15 . 
   A projecting piece  64  is formed at the upper portion of the plate  61 . In the preferred embodiment, the projecting piece  64  is formed at the front side of the plate  61 . 
   A first photo interrupter  71  and a second photo interrupter  72  are located at the upper portion of the PC board  55  to face the plate  61 . The first and the second photo interrupters  71 ,  72  have substantially U-shaped cross-sections. A luminous element and a photodetector are placed on each of the first and the second photo interrupters  71 ,  72  so that each set of the luminous element and the photodetector face each other. When the plate  61  is rotated, the projecting piece  64  selectively blocks light between the luminous element and the photodetector of each of the first and the second photo interrupters  71 ,  72 . The first and the second photo interrupters  71 ,  72  are arranged in the lengthwise direction of the vehicle. The first photo interrupter  71  is located on the front side and the second photo interrupter  72  is located on the rear side. 
   The plate  61 , the magnet  62 , the first and second MREs  63   a ,  63   b , the projecting piece  64 , the first and second photo interrupters  71 ,  72  form a first sensing mechanism. 
   In the preferred embodiment, when the shift lever  15  is located at either the R range or the positive range, the first and second photo interrupters  71 ,  72  receive light. When the shift lever  15  is located at any of the N range, the S range, or the S/A range, the projecting piece  64 , which rotates integrally with the shift lever  15 , blocks the light of the first photo interrupter  71 . At this time, the second photo interrupter  72  keeps receiving light. When the shift lever  15  is at the negative range, the first and second photo interrupters  71 ,  72  are both blocked by the projecting piece  64 . Therefore, variation of the shift direction of the shift lever  15  is also detected by digital output signals generated by the first and second photo interrupters  71 ,  72  and the projecting piece  64 . 
   As described above, variation of the shift direction of the shift lever  15  is detected by two methods, which are a method using analog output signals generated by the combination of the magnet  62  and the first and second MREs  63   a ,  63   b , and a method using digital output signals generated by the combination of the first and second photo interrupters  71 ,  72  and the projecting piece  64 . Signals from the first and second MREs  63   a ,  63   b  and signals from the first and second photo interrupters  71 ,  72  are processed by an OR circuit and sent to an electronic control unit (ECU), which controls shifting of the gear range. Therefore, although either the first and second MREs  63   a ,  63   b  or the first and the second photo interrupters  71 ,  72  fail, variation of the shift direction of the shift lever  15  is detected by the other one. 
   A first micro switch  73  and a second micro switch  74  are located at the substantial center of the PC board  55  on the surface facing the shift lever  15 . The first and the second micro switches  73 ,  74  are arranged in the lengthwise direction of the vehicle. The first micro switch  73  is located on the front side and the second micro switch  74  is located on the rear side. Levers  73   a ,  74   a  are attached to the first and the second micro switches  73 ,  74 , respectively, at an angle. The first and second micro switches  73 ,  74  send different signals when the levers  73   a ,  74   a  are half-way pressed from when the levers  73   a ,  74   a  are fully pressed. The first and second micro switches  73 ,  74  form a second sensing mechanism. 
   A substantially rectangular through hole  75  is formed in the case  53  at a position facing the first and second micro switches  73 ,  74 . Another substantially rectangular through hole  76  is formed in the right side wall  50  of the base housing  12  at a position facing the first and second micro switches  73 ,  74 . The size of the through holes  75 ,  76  are greater than the total size of the first and second micro switches  73 ,  74 . The first and second micro switches  73 ,  74  project from the through hole  75  of the cover case  53 . Parts of the levers  73   a ,  74   a  project from the through hole  76  of the right side wall  50 . 
   A projection  77  is formed on the shift lever  15  and extends toward the first and second micro switches  73 ,  74 . 
   The distal end of the projection  77  is covered by a cylinder  78 . A substantially U-shaped contact portion  79  is attached to the distal end of the cylinder  78 . The contact portion  79  faces the first and second micro switches  73 ,  74  and operates the first and second micro switches  73 ,  74 . The cylinder  78  accommodates a spring  80  between the distal end of the projection  77  and the contact portion  79 . 
   When the shift lever  15  is at the S range, the levers  73   a ,  74   a  of the first and second micro switches  73 ,  74  are half-way pressed by the contact portion  79 . When the shift lever  15  is at the S/A range, the levers  73   a ,  74   a  are fully pressed by the contact portion  79 . The contact portion  79  does not contact the levers  73   a ,  74   a  when the shift lever  15  is located at any position other than the S range, the S/A range, or between the S range and the S/A range. That is, the contact portion  79  does not contact the levers  73   a ,  74   a  when the shift lever  15  is located at the N range. As described above, variation of the select direction of the shift lever  15  is detected by the first and second micro switches  73 ,  74  and the contact portion  79 . 
   The ECU determines the position of the shift lever  15  in the shift direction and the select direction in accordance with the detection signals and sends a predetermined operation signal to an actuator, which shifts the gear of the vehicle based on the position of the shift lever  15 . 
   The spring  80  absorbs shock generated when the contact portion  79  presses the levers  73   a ,  74   a . The spring  80  also absorbs over stroke such that the contact portion  79  does not apply excessive load to the first and second micro switches  73 ,  74  when the shift lever  15  is at the S/A range. 
   As shown in FIG.  1 ( a ), a shift lock device  81  is located below the dome  31  inside the base housing  12 . 
   FIG.  4 ( a ) is a schematic partial plan view illustrating the shift lever  15  in a released state. FIG.  4 ( b ) is a schematic partial plan view illustrating the shift lever  15  in a locked state. 
   The shift lock device  81  includes a lock member, which is a stopper plate  82 , and a suction solenoid  83 . A groove  84  having a shape corresponding to the shift gate  14  is formed on the stopper plate  82 . The shift lever  15  extends through the groove  84 . The stopper plate  82  is in a released position in FIG.  4 ( a ) and is in a locked position in FIG.  4 ( b ). 
   As shown in FIG.  4 ( a ), in addition to the shape corresponding to the shift gate  14 , the groove  84  has a first recess  91 , which extends leftward from the position corresponding to the R range. The groove  84  further has a second recess  92 , which extends leftward from the position corresponding to the N range, and a third recess  93 , which extends diagonally forward left from the position corresponding to the S range. Therefore, a portion of the stopper plate  82  between the first recess  91  and the second recess  92  serves as a first restrictor  95 , which extends toward a passage between the R range and the N range. Also, a portion of the stopper plate  82  between the third recess  93  and the R range serves as a second restrictor  96 , which extends toward a passage between the N range and the S range. 
   A bore  101 , which extends vertically, is formed at the corner of the stopper plate  82  that is at the rear of the second recess  92 . A shaft (not shown), which extends vertically inside the base housing  12 , is inserted through the bore  101 . The base plate  82  is rotatably supported by the shaft at the upper portion of the base housing  12 . 
   An engaging portion  103 , which engages with a plunger  102  of the suction solenoid  83 , is formed at the corner diagonally opposite to the corner at which the bore  101  is formed. The plunger  102  is inserted through a spring  104  and is engaged with the engaging portion  103  at the distal end. The plunger  102  extends in a direction that is the same as the tangential direction of the rotation of the stopper plate  82  such that the stopper plate  82  is rotatable by the suction solenoid  83 . The engaging portion  103  is formed to surround the distal end of the plunger  102  such that the engaging portion  103  is always engaged with the distal end of the plunger  102  although the angle between the plunger  102  and the engaging portion  103  changes by the rotation of the groove  84 . 
   When the ignition switch of the vehicle is on, current is supplied to the suction solenoid  83 . Thus, as shown in FIG.  4 ( a ), the plunger  102  is retracted and the shift gate  14  is not blocked by the stopper plate  82 . As a result, the shift lever  15  is in the released state. 
   When the ignition switch of the vehicle is off, no current is supplied to the suction solenoid  83 . Thus, the stopper plate  82  is rotated clockwise about the bore  101  by the spring  104  as shown in FIG.  4 ( a ). When the stopper plate  82  is rotated, the first restrictor  95  blocks the shift gate  14  between the R range and the N range, and the second restrictor  96  blocks the shift gate between the N range and the S range as shown in FIG.  4 ( b ). The R range of the shift gate  14  overlaps with the first recess  91  of the groove  84 . The N range of the shift gate  14  overlaps with the second recess  92  of the groove  84 . The S range of the shift gate  14  overlaps with the third recess  93  of the groove  84 . If the ignition switch of the vehicle is turned off when the shift lever  15  is at any of the R range, the S range, or the N range, the stopper plate  82  is rotated and the shift lever  15  is locked. 
   The first restrictor  95  has inclined side surfaces. When the stopper plate  82  is in the locked position, the shift lever  15  engages with the first restrictor  95 . Although the shift lever  15  is urged from the N range to the R range or from the R range to the N range, the stopper plate  82  is urged in a direction opposite to the released position. Therefore, the shift lever  15  is prevented from being unlocked. 
   The second restrictor  96  also has inclined side surfaces. When the stopper plate  82  is in the locked position, the shift lever  15  engages with the second restrictor  96 . Although the shift lever  15  is urged from the N range to the S range or from the S range to the N range, the stopper plate  82  is urged in a direction opposite to the released position. Therefore, the shift lever  15  is prevented from being unlocked. 
   The operations of the shift lock device  81 , which is constructed as above, will hereafter be described. 
   When the ignition switch is on, current is supplied to the suction solenoid  83  and the plunger  102  is retracted against the force of the spring  104  as shown in FIG.  4 ( a ). Therefore, the shift lever  15  is in the released state. 
   If the ignition switch of the vehicle is turned off when the shift lever  15  is at the R range, current supply to the suction solenoid  83  is stopped. Thus, the stopper plate  82  is rotated clockwise about the bore  101  by the force of the spring  104 . Therefore, as shown in FIG.  4 ( b ), the first restrictor  95  blocks the shift gate  14  between the R range and the N range, which locks the shift lever  15  at the R range. The R range of the shift gate  14  overlaps the first recess  91  of the groove  84 . Therefore, the shift lever  15  is accommodated in the first recess  91 . This permits the stopper plate  82  to rotate smoothly. 
   If the ignition switch of the vehicle is turned on when the shift lever  15  is locked at the R range, current is supplied to the suction solenoid  83 . Thus, the plunger  102  is retracted against the force of the spring  104 , and the stopper plate  82  is rotated counterclockwise about the bore  101 . Therefore, the first restrictor  95  moves leftward as shown in FIG.  4 ( a ), and the shift gate  14  is no longer blocked. Thus, the shift lever  15  is released. 
   If the ignition switch is turned off when the shift lever  15  is at the S range, the stopper plate  82  is rotated clockwise by the force of the spring  104 . In this case, the second restrictor  96  blocks the shift gate  14  between the N range and the S range. Thus, the shift lever  15  is locked at the S range as shown in FIG.  4 ( b ). The S range of the shift gate  14  overlaps the third recess  93  of the groove  84 . Therefore, the shift lever  15  is accommodated in the third recess  93 . This permits the stopper plate  82  to rotate smoothly. 
   If the ignition switch is turned on when the shift lever  15  is locked at the S range, current is supplied to the solenoid  83 . Thus, the stopper plate  82  is rotated counterclockwise causing the first restrictor  95  to move leftward as shown in FIG.  4 ( a ). Therefore, the shift gate  14  is no longer blocked and the shift lever  15  is released. 
   If the ignition switch is turned off when the shift lever  15  is at the N range, the groove  84  is rotated clockwise causing the shift lever  15  to be locked at the N range by the first and second restrictors  95 ,  96 . 
   This embodiment provides the following advantages. 
   (1) The stopper plate  82  has the first restrictor  95  and the second restrictor  96 . In this case, the first restrictor  95  selectively blocks the shift gate  14  between the R range and the N range, and the second restrictor  96  selectively blocks the shift gate  14  between the N range and the S range when the stopper plate  82  is rotated. Therefore, the stopper plate  82  serves as a lock member for locking the shift lever  15  at any of the R range, the S range, and the N range. This reduces the number of components of the shift lock device  81 . 
   (2) The stopper plate  82  is selectively rotated by one suction solenoid  83 . In this case, the number of components is reduced as compared to a case in which a plurality of solenoids is used. Therefore, the size of the shift lock device  81  is reduced. 
   (3) The shape of the groove  84  corresponds to the shape of the shift gate  14 . Thus, the groove  84  is relatively easily formed. 
   (4) The stopper plate  82  is located at the upper portion of the base housing  12 . In this case, as compared to a case in which the stopper plate  82  is located at the lower portion of the base plate  12 , the contact portion between the stopper plate  82  and the shift lever  15  is located apart from the rotary axis of the shift lever  15  and close to the shift knob  16  by which the driver operates. As a result, force applied to the stopper plate  82  when the shift lever  15  abuts against the stopper plate  82  is relatively smaller than in a case in which the stopper plate  82  is located in the vicinity of the rotary axis of the shift lever  15  due to the principle of leverage. 
   (5) The first and second restrictors  95 ,  96  have inclined side surfaces. Therefore, the stopper plate  82  does not receive a force in a direction to release the lock although the shift lever  15  is urged toward other shift ranges while the shift lever  15  is engaged with either the first restrictor  95  or the second restrictor  96 . Accordingly, the driver is prevented from moving the shift lever  15  to other shift ranges by mistake. 
   It should be apparent to those skilled in the art that the present invention may be embodied in many other specific forms without departing from the spirit or scope of the invention. Particularly, it should be understood that the invention may be embodied in the following forms. 
   The first and second restrictors  95 ,  96  need not have the above shape. For example, the first and second restrictors  95 ,  96  may be formed such that the shift lever  15  is movable from the N range to one of the R range and the S range when the stopper plate  82  is in the locked position. For example, the distal end of a first restrictor  95  on the side of the N range may be cut off to form a restrictor  111  as shown in FIG.  5 . Thus, the distal end of the first restrictor  111  is further from the shift lever  15  located at the N range than the proximal end when the stopper plate  82  is in the locked position. In the same manner, the distal end of the second restrictor  96  on the side of the N range may be cut off to form a second restrictor  112  as shown in FIG.  5 . Thus, the distal end of the second restrictor  112  is further from the shift lever  15  located at the N range than the proximal end when the stopper plate  82  is in the locked position. 
   In this case, when the shift lever  15  at the N range is urged toward the R range and abuts against the first restrictor  111 , the stopper plate  82  is rotated toward the released position. The first restrictor  111  is then pressed out of the shift gate  14  and the shift lever  15  moves to the R range. After the shift lever  15  is shifted to the R range, the stopper plate  82  is rotated toward the locked position again by the force of the spring  104 . Thus, the first restrictor  111  blocks the shift gate  14  between the R range and the N range to lock the shift lever  15  at the R range. 
   In the same manner, when the shift lever  15  at the N range is urged toward the S range and abuts against the second restrictor  112 , the stopper plate  82  is rotated toward the released position. The second restrictor  112  is then pressed out of the shift gate  14  and the shift lever  15  moves to the S range. After that, the second restrictor  112  blocks the shift gate  14  between the S range and the N range again to lock the shift lever  15  at the S range. 
   In this case, if the ignition switch is turned off when the shift lever  15  is at the N range when parking the vehicle on a slope, the shift lever  15  can be shifted to and locked at the R range or the S range while the ignition switch is kept off. For example, when parking the vehicle on a descending slope, to prevent the vehicle from advancing and descending the slope, the shift lever  15  is shifted from the N range to the R range and locked at the R range. When parking the vehicle on an ascending slope, to prevent the vehicle from moving backward and descending the slope, the shift lever  15  is shifted from the N range to the S range and locked at the S range. 
   The stopper plate need not have both the first and second restrictors. For example, a plurality of first restrictors may be formed and the second restrictor may be omitted. 
   For example, a parking (P) range may be formed in front of the R range so that the P range, the R range, and the N range are arranged along a straight line in the lengthwise direction (first direction). In this case, the stopper plate may have two first restrictors by forming another first restrictor that restricts the movement of the shift lever  15  between the P range and the R range in addition to the first restrictor  95 , which restricts the movement of the shift lever  15  between the R range and the N range. 
   The stopper plate need not have both the first and second restrictors. For example, a plurality of second restrictors may be formed and the first restrictor may be omitted. 
   For example, a parking (P) range may be formed on the left side of the N range so that the P range, the N range, and the S range are arranged along a straight line in the widthwise direction (second direction). In this case, the stopper plate may have two second restrictors by forming another second restrictor that restricts the movement of the shift lever  15  between the P range and the N range in addition to the second restrictor  96 , which restricts the movement of the shift lever  15  between the N range and the S range. 
   The stopper plate  82  need not be rotated by the suction solenoid  83 . For example, the stopper plate  82  may be rotated manually. For example, holes may be formed in the cover plate  13  and the dome  31 . The driver may put his/her finger through the holes and rotate the stopper plate  82  by the finger to lock or release the shift lever  15 . 
   In this case, to restrict rotation of the stopper plate  82  at each of the locked position and the released position, a pin, which moves vertically, is located on the stopper plate  82  and recesses are formed on a different plate at positions corresponding to the locked position and the released position. The pin selectively engages with one of the recesses. The pin is inserted in one of the recesses by the finger to restrict the stopper plate  82  at the locked position or the released position. The pin is disengaged from the recess to permit the stopper plate  82  to rotate. 
   In this case, electric wiring may be omitted from the shift lock device  81 . 
   The solenoid need not be the suction solenoid, which retracts the plunger when excited. For example, the solenoid may extend the plunger when excited. The side surfaces of the first and second restrictors  95 ,  96  need not be formed at an angle as long as the stopper plate  82  does not receive forces in a direction to release the lock although the shift lever  15  is urged toward other shift ranges while the stopper plate  82  is at the locked position and the shift lever  15  is engaged with either of the first or second restrictor  95  or  96 . For example, the side surfaces of the first and second restrictors  95 ,  96  may be curved to a degree that does not hinder the function of the first and second restrictors  95 ,  96 . 
   The shape of the shift gate  14  may be modified to other shape. In this case, the shape of the groove  84 , the first restrictor  95 , and the second restrictor  96  are changed corresponding to the modified shift gate  14 . 
   The groove  84  need not have the shape corresponding to the shift gate  14 . For example, the groove  84  may be an elliptical hole. In this case, the first and second restrictors  95 ,  96  extend inward of the ellipse. 
   The lock member need not be formed as the stopper plate  82 . For example, the portion other than the first restrictor  95  and the second restrictor  96  may be omitted. In this case, the size of the shift lock device  81  and the shift apparatus  11  is further reduced. 
   The number of the restrictors formed on the stopper plate  82  need not be two. For example three or more restrictors may be formed. For example, two first restrictors and one second restrictor may be formed. 
   The stopper plate  82  need not have a plurality of restrictors. The stopper plate  82  may have only one restrictor. For example, the stopper plate  82  may have only one first restrictor and the second restrictor may be omitted. For example, the stopper plate may have only one second restrictor and the first restrictor may be omitted. 
   The number of MREs for detecting the magnetic flux of the magnet  62  need not be two, which includes, for example, the first and second MREs  63   a ,  63   b . For example, three or more MREs may be provided or only one MRE may be provided. 
   The first and second MREs  63   a ,  63   b  need not be attached to face the magnet  62 . For example, Hall element may be attached to face the magnet  62 . 
   The shift apparatus  11  need not be located on the floor console F. For example, the shift apparatus  11  may be located on an instrument panel or column, on which the steering shaft is located. The shift apparatus  11  may be located on a door. 
   A sensor for detecting the operation of the shift lever  15  need not be formed as the sensor unit  21 . For example, a sensor may be located at each shift range of the shift lever  15 . 
   The shaft  24  need not extend in the widthwise direction and the selector pin  25  need not extend in the lengthwise direction. The shaft  24  may extend in the lengthwise direction and the selector pin  25  may extend in the widthwise direction. In this case, the sensor unit  21  is attached to the front surface or the rear surface of the base housing  12 . 
   Therefore, the present examples and embodiments are to be considered as illustrative and not restrictive and the invention is not to be limited to the details given herein, but may be modified within the scope and equivalence of the appended claims.