JP2014156153A - Shift device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress breakage of a connection member even if external force actuates to a shift member when drive means is driven.SOLUTION: In a shift lever device 10, an engagement salient 44B of a clutch 44 is fitted to an engagement recess 42A of a worm wheel gear 42 so the clutch 44 and the worm wheel gear 42 are connected. When a motor 34 is driven, the worm wheel gear 42, the clutch 44 and a control shaft 24 are rotated, so a shift lever 16 is rotated. When the motor 34 is driven, when external force is applied to the shift lever 16 so that rotation of the shift lever 16 is regulated, the engagement salient 44B is detached from the engagement recess 42A by drive force of the motor 34, so breakage of the engagement salient 44B and the engagement recess 42A can be suppressed.

Description

  The present invention relates to a shift device in which a shift position is changed by operating a shift member.

  In the operation device described in Patent Document 1 below, when the servo motor is driven, the locking pin passes through the return guide groove of the gate shaft, and the select lever is moved.

  However, in this operating device, when an external force is applied to the shift member when the servo motor is driven, the locking pin or the return guide groove may be damaged.

Special table 2011-505531 publication

  An object of the present invention is to obtain a shift device that can suppress damage to the connecting member even when an external force is applied to the shift member when the driving means is driven in consideration of the above facts.

  The shift device according to claim 1 is a shift member that is shifted by being operated to change a shift position, and a shift range of the transmission is changed by an electrical signal, and a drive unit that is drivable, The shift member and the drive means are connected, and the drive means is driven to move the shift member, and when the drive means is driven, an external force is applied to the shift member. A communication member capable of releasing communication between the shift member and the driving means.

  A shift device according to a second aspect is the shift device according to the first aspect, wherein the shift member is provided in the communication member, and the shift member is held at a shift position by connecting the shift member and the driving unit. In addition, a communication portion is provided that transmits the driving force of the driving means to the shift member.

  The shift device according to claim 3 is the shift device according to claim 1 or 2, wherein the shift member is restricted to a predetermined shift position by restricting movement of the shift member when the driving unit is driven. There is a regulating means to be arranged.

  In the shift device according to the first aspect, when the shift member is operated and moved, the shift member changes the shift position, and the shift range of the transmission is changed by an electrical signal. Further, the connecting member communicates between the shift member and the drive means, and the shift member is moved by driving the drive means.

  Here, when the drive means is driven, an external force is applied to the shift member, so that the communication between the shift member and the drive means by the connecting member can be released. For this reason, damage to the connecting member can be suppressed.

  In the shift device according to the second aspect, the communication member is provided with a communication portion, and the shift member is held in the shift position by the communication portion communicating with the shift member and the driving means.

  Here, the communication unit transmits the driving force of the driving means to the shift member. For this reason, in order to suppress the movement of the shift member from being restricted when the drive unit is driven, it is not necessary to release the connection between the shift member and the drive unit by the communication unit, and the configuration can be simplified. .

  In the shift device according to the third aspect, when the driving unit is driven, the regulating unit regulates the movement of the shift member, and the shift member is arranged at the predetermined shift position. For this reason, the shift member can be easily arranged at the predetermined shift position.

It is the disassembled perspective view seen from the vehicle left diagonal front which shows the shift lever apparatus which concerns on 1st Embodiment of this invention. It is the top view seen from the upper part which shows the principal part at the time of the shift lever in the shift lever apparatus concerning 1st Embodiment of this invention being arrange | positioned in a "P" shift position. It is the top view seen from the upper part which shows the principal part at the time of the shift lever in the shift lever apparatus concerning 1st Embodiment of this invention rotating from a "P" shift position to an "R" shift position. It is the top view seen from the upper part which shows the principal part at the time of the shift lever in the shift lever apparatus concerning 1st Embodiment of this invention being arrange | positioned in the "R" shift position. It is the disassembled perspective view seen from the vehicle right diagonal front which shows the shift lever apparatus which concerns on 2nd Embodiment of this invention. It is the disassembled perspective view seen from the vehicle right diagonal back which shows the shift apparatus which concerns on 3rd Embodiment of this invention.

[First Embodiment]
FIG. 1 shows an exploded perspective view of a shift lever device 10 as a shift device according to a first embodiment of the present invention as seen from the obliquely forward left side of a vehicle. In the drawings, the front side of the vehicle is indicated by an arrow FR, the right side of the vehicle is indicated by an arrow RH, and the upper side is indicated by an arrow UP.

  The shift lever device 10 according to the present embodiment is a so-called floor type.

  As shown in FIG. 1, the shift lever device 10 includes a substantially rectangular parallelepiped box-like body 12 on the vehicle body side, and the shift lever device 10 is mounted on the floor portion (floor) of the passenger compartment. Is installed on the floor of the passenger compartment. A circular shaft-shaped support shaft 14 is rotatably supported at the lower end of the body 12, and the axial direction of the support shaft 14 is arranged in parallel to the vehicle left-right direction (vehicle width direction).

  A lower end (base end) of a substantially long rod-like shift lever 16 serving as a shift member is supported on the support shaft 14 so as to be integrally rotatable. The shift lever 16 extends in the vehicle longitudinal direction with the support shaft 14 as a central axis. It can be turned (moved). The upper part of the shift lever 16 extends to the upper side of the body 12 and is exposed to the passenger compartment, and a knob 16A is fixed to the upper end (tip) of the shift lever 16. As a result, the shift lever 16 is rotated in the vehicle front-rear direction while the knob 16A is gripped by a vehicle occupant (especially a driver), so that the shift position of the shift lever 16 is changed from the vehicle front side to the vehicle. Toward the rear, the shift position can be changed in this order to a “P” shift position (predetermined shift position), an “R” shift position, an “N” shift position, and a “D” shift position.

  The shift lever device 10 is of a so-called shift-by-wire type, and the shift lever 16 is electrically connected to a vehicle control device 18, and the control device 18 includes an automatic transmission 20 (transmission) of the vehicle. ) Is electrically connected. When the shift lever 16 is rotated and disposed at the “P” shift position, the “R” shift position, the “N” shift position, and the “D” shift position, respectively, The shift range of the automatic transmission 20 is changed to a “P” shift range (predetermined shift range), an “R” shift range, an “N” shift range, and a “D” shift range according to the signal. Further, at a predetermined opportunity in a state where the shift lever 16 is disposed at a position other than the “P” shift position (for example, when the engine of the vehicle is stopped by the operation of the engine button (button) by the occupant), the control device 18 The shift range of the automatic transmission 20 is automatically changed to the “P” shift range by an electrical signal under control.

  A drive mechanism 22 as an automatic movement mechanism is provided on the vehicle left side of the body 12.

  The drive mechanism 22 is provided with a control shaft 24 having a substantially circular shaft shape as a rotating body. The control shaft 24 is coaxial with the support shaft 14 on the vehicle left side of the support shaft 14 at the base end (right side of the vehicle). It is fixed on the top and can rotate integrally with the support shaft 14.

  The base end portion of the control shaft 24 is provided with a trapezoidal column-shaped regulated portion 24A that constitutes a regulating means. The regulated portion 24A is provided on the radially outer side and the distal end side (the vehicle left side) of the control shaft 24. It is protruding.

  A predetermined number of locking recesses 24B having a rectangular cross section as locking portions constituting locking means are provided at the tip side portion of the control shaft 24. The locking recesses 24B are provided in the axial direction of the control shaft 24. In addition to being stretched, the control shaft 24 is open to the radially outer side and the distal end side.

  The drive mechanism 22 is provided with a container-like first case 26 constituting a support, and the vehicle left side surface of the first case 26 is open. The first case 26 is fixed to the body 12 at the bottom wall (right side wall of the vehicle). The first case 26 is rotatably penetrated through the right side wall of the vehicle, and the control shaft 24 is inside. Has been inserted.

  A substantially annular plate-shaped detent 28 that constitutes a restricting means is fixed to the right side surface of the vehicle of the first case 26, and the control shaft 24 passes through the detent 28 so as to be rotatable coaxially. . The detent 28 is provided with a predetermined number of trapezoidal columnar restricting portions 28A, and the restricting portions 28A protrude to the right side of the vehicle. When the shift lever 16 is disposed at the “P” shift position, the regulated portion 24A of the control shaft 24 comes into contact with the regulating portion 28A, so that the shift lever 16 is moved via the control shaft 24 and the support shaft 14. The rotation from the “P” shift position to the opposite direction to the “R” shift position is restricted (see FIG. 2).

  A substantially plate-like second case 30 constituting a support is provided in the left side end portion of the first case 26 in the vehicle, and the second case 30 is fixed to the first case 26 and the first case. 26 left side surfaces of the vehicle are closed.

  A container-like third case 32 constituting a support is provided on the left side of the first case 26 and the second case 30, and the right side surface of the third case 32 is open. The vehicle right end of the third case 32 is fixed to the outer periphery of the vehicle left end of the first case 26, and the third case 32 covers the vehicle left side of the first case 26 and the second case 30. Yes.

  A main body 34A of a motor 34 as a driving means is fixed (supported) to the second case 30 on the left side of the vehicle, and an output shaft 34B of the motor 34 penetrates the second case 30 in a rotatable manner. It is inserted into the first case 26. The motor 34 is electrically connected to the control device 18, and a predetermined opportunity when the shift lever 16 is disposed at a position other than the “P” shift position (the shift range of the automatic transmission 20 is “P” shift). When the shift position of the shift lever 16 and the shift range of the automatic transmission 20 do not coincide with each other), the drive mechanism 22 is automatically actuated by an electrical signal under the control of the controller 18. When the motor 34 is driven, the output shaft 34B is rotated.

  A gear mechanism 36 (deceleration mechanism) as a communication means is provided in the first case 26, and the gear mechanism 36 communicates the shift lever 16 and the motor 34 via the support shaft 14 and the control shaft 24. (See FIG. 2).

  The gear mechanism 36 is provided with a worm gear 38 as a first-stage gear on the vehicle right side of the motor 34, and the worm gear 38 is rotatably supported in the first case 26. The output shaft 34B of the motor 34 is coaxially inserted into the worm gear 38, and the worm gear 38 is rotated together with the output shaft 34B by rotating the output shaft 34B.

  The gear mechanism 36 is provided with a worm shaft 40 as an intermediate gear. The worm shaft 40 is provided with a gear shaft 40A, and is rotatably supported in the first case 26 on the gear shaft 40A. A helical gear portion 40B (worm wheel) is coaxially fixed to one side portion of the gear shaft 40A, and a worm gear portion 40C (worm) is coaxially provided to the other side portion of the gear shaft 40A. Yes. The helical gear portion 40B is engaged (engaged) with the worm gear 38. When the worm gear 38 is rotated, the helical gear portion 40B, the gear shaft 40A, and the worm gear portion 40C are integrally rotated, and the worm shaft 40 is rotated. Is done.

  The gear mechanism 36 is provided with a substantially cylindrical worm wheel gear 42 as a connecting member (final gear) constituting a moderation mechanism and a clutch mechanism. The worm wheel gear 42 has a control shaft 24 coaxially arranged therein. And is rotatably supported by the control shaft 24. The worm wheel gear 42 is engaged (engaged) with the worm gear portion 40C of the worm shaft 40. The worm wheel gear 42 is engaged with the helical gear portion 40B of the worm gear 38 and to the worm wheel gear 42 of the worm gear portion 40C. Rotation is restricted by the meshing. Further, the worm wheel 38 and the worm shaft 40 (helical gear portion 40B and worm gear portion 40C) are rotated, whereby the worm wheel gear 42 is rotated.

  A plurality of engaging recesses 42A (moderation recesses) having a trapezoidal cross section as communication portions (engaged portions) are formed in the inner peripheral portion of the worm wheel gear 42. The gears 42 are arranged at equal intervals in the circumferential direction. The engaging recess 42A is open to the left side of the vehicle, and the dimension of the engaging recess 42A in the circumferential direction of the worm wheel gear 42 is increased toward the left side of the vehicle.

  The gear mechanism 36 is provided with a substantially cylindrical clutch 44 constituting a moderation mechanism and a clutch mechanism. The clutch 44 is supported by the control shaft 24 through which the control shaft 24 passes coaxially. Yes. On the inner peripheral surface of the clutch 44, there are provided a predetermined number of locking projections 44A having a rectangular cross section as locked portions constituting the locking means, and the locking projections 44A have a diameter of the control shaft 24. Projected inward. The locking projection 44A is fitted into the locking recess 24B of the control shaft 24. The locking projection 44A is locked to the locking recess 24B so that the clutch 44 can rotate integrally with the control shaft 24. The locking projection 44A is guided by the locking recess 24B so that the clutch 44 can move (slide) in the vehicle left-right direction (the axial direction of the control shaft 24).

  The clutch 44 is provided with a predetermined number of trapezoidal columnar engaging convex portions 44B (moderation convex portions) as engaging portions (four in this embodiment, preferably three or more), and the predetermined number The engaging protrusions 44 </ b> B are arranged at equal intervals in the circumferential direction of the clutch 44. The engaging convex portion 44B protrudes to the right side of the vehicle, and the dimension in the circumferential direction of the clutch 44 is reduced toward the right side of the vehicle. The engaging convex portion 44B is formed in the engaging concave portion 42A of the worm wheel gear 42. It is inserted (inserted, engaged).

  The gear mechanism 36 is provided with a helical coil spring 46 as a holding means (biasing member) constituting a moderation mechanism and a clutch mechanism, and the control shaft 24 penetrates coaxially in the coil spring 46. Has been. The gear mechanism 36 is provided with an annular plate-shaped washer 48 as an urging means. The washer 48 is fixed to the control shaft 24 with the control shaft 24 penetrating coaxially therein. Yes.

  The coil spring 46 is sandwiched between the clutch 44 and the washer 48 and is compressed in the axial direction. The coil spring 46 urges the clutch 44 toward the worm wheel gear 42 (the vehicle right side) to The engagement protrusions 44 </ b> B 44 are held in the engagement recesses 42 </ b> A of the worm wheel gear 42. For this reason, the state where the worm wheel gear 42 and the clutch 44 are connected to each other and cannot be rotated relative to each other and can be integrally rotated is maintained, and the clutch 44 and the control shaft are controlled by the worm wheel gear 42 whose rotation is restricted as described above. 24 and the rotation position of the support shaft 14 are held, and the rotation position of the shift lever 16 is held. Further, when the worm wheel gear 42 is rotated, the clutch 44, the control shaft 24, and the support shaft 14 are rotated, and the shift lever 16 is rotated.

  Next, the operation of this embodiment will be described.

  In the shift lever device 10 having the above configuration, the shift lever 16 is rotated and arranged at the “P” shift position, the “R” shift position, the “N” shift position, and the “D” shift position. The shift range of the automatic transmission 20 is changed to the “P” shift range, the “R” shift range, the “N” shift range, and the “D” shift range, respectively, under the control of the control device 18.

  As shown in FIGS. 2 to 4, in the gear mechanism 36, the clutch 44 is rotated integrally with the support shaft 14 and the control shaft 24 by the rotation of the shift lever 16.

  For this reason, when the shift lever 16 is disposed at each shift position, the engagement convex portion 44B of the clutch 44 is fitted into the engagement concave portion 42A of the worm wheel gear 42 by the urging force of the coil spring 46, and the rotation is performed. The rotational positions of the clutch 44, the control shaft 24, and the support shaft 14 are held by the regulated worm wheel gear 42, whereby the rotation position of the shift lever 16 is held, and the shift lever 16 is held at each shift position. The

  Moreover, when the shift lever 16 is rotated from each shift position to the adjacent shift position, the clutch is operated against the biasing force of the coil spring 46 by the rotation operation force to the shift lever 16 in the moderation mechanism. 44 is moved to the left side of the vehicle, and after the engagement convex portion 44B of the clutch 44 is disengaged from the engagement concave portion 42A of the worm wheel gear 42, the clutch 44 is moved to the right side of the vehicle by the urging force of the coil spring 46, The engaging convex portion 44B is fitted into the engaging concave portion 42A adjacent to the engaging concave portion 42A.

  Thus, when the rotation operation of the shift lever 16 from each shift position to the next shift position is started, the control shaft 24 and the support shaft 24 are supported by the urging force of the coil spring 46 and the disengagement of the engagement convex portion 44B from the engagement concave portion 42A. A rotational resistance force in the direction opposite to the operation direction is applied to the shift lever 16 via the shaft 14. Further, at the end of the rotation operation of each shift lever 16 from each shift position to the next shift position, the control shaft 24 and the support shaft are supported by the biasing force of the coil spring 46 and the engagement convex portion 44B being fitted into the engagement concave portion 42A. A rotation assist force in the operation direction is applied to the shift lever 16 via the lever 14.

  Therefore, when the shift lever 16 is turned, a sense of moderation can be given to the turning operation of the shift lever 16, and the operation feeling of the shift lever 16 can be improved. In addition, the engaging projection 44B is disengaged from the engaging recess 42A by the turning operation force (external force) to the shift lever 16, and the communication between the clutch 44 and the worm wheel gear 42 is released. Damage to the engaging convex portion 44B and the engaging concave portion 42A due to the rotation operation force can be suppressed.

  Further, at a predetermined opportunity when the shift lever 16 is disposed at a position other than the “P” shift position, the shift range of the automatic transmission 20 is automatically changed to the “P” shift range by the control of the control device 18. Is done. In addition, the drive mechanism 22 is automatically operated by the control of the control device 18 and the motor 34 is driven, so that the output shaft 34B, the worm gear 38 of the gear mechanism 36, the worm shaft 40 (helical gear portion 40B, The gear shaft 40A and the worm gear portion 40C), the worm wheel gear 42, the clutch 44, the control shaft 24, and the support shaft 14 are rotated, and the shift lever 16 is rotated to the “P” shift position side. Further, as shown in FIG. 2, the regulated portion 24 </ b> A of the control shaft 24 comes into contact with the regulating portion 28 </ b> A of the detent 28, so that the rotation of the shift lever 16 is “P” via the control shaft 24 and the support shaft 14. It is regulated and stopped at the shift position.

  Thereby, the shift lever 16 can be arranged at the “P” shift position, and the shift position of the shift lever 16 and the shift range of the automatic transmission 20 can be matched.

  The operation of the drive mechanism 22 (drive of the motor 34) is performed by the detection means (not shown) detecting that the shift lever 16 is disposed at the “P” shift position, and the restricted portion 24A to the restricting portion 28A. The detection means and the detection means are detected by at least one of detection means (not shown) detecting an overload current flowing in the motor 34 by stopping the rotation of the output shaft 34B via the control shaft 24 and the gear mechanism 36 due to the contact of Is automatically stopped by the control of the control device 18 electrically connected to.

  Here, when the drive mechanism 22 is operated, when an external force (overload) is applied to the shift lever 16 and the rotation of the shift lever 16 is restricted (stopped), the motor 34 is operated in the clutch mechanism. With this driving force, the clutch 44 is moved to the left side of the vehicle against the biasing force of the coil spring 46, and the engagement convex portion 44B of the clutch 44 is disengaged from the engagement concave portion 42A of the worm wheel gear 42. The communication between the clutch 44 and the worm wheel gear 42 is released. For this reason, while being able to suppress damage to the engaging convex part 44B and the engaging recessed part 42A by the drive force of the motor 34, it can suppress that the control body which controls rotation of the shift lever 16 is damaged.

  Further, when the drive mechanism 22 is operated, the driving force of the motor 34 is applied to the shift lever 16 through the communication between the clutch 44 and the worm wheel gear 42 by the engagement of the engagement convex portion 44B into the engagement concave portion 42A. Communicated. For this reason, in order to prevent the rotation of the shift lever 16 from being restricted when the drive mechanism 22 is operated, the clutch 44 and the worm wheel gear by fitting the engaging convex portion 44B into the engaging concave portion 42A. It is not necessary to release the communication with 42, and the configuration of the drive mechanism 22 can be simplified.

  Further, as described above, when the drive mechanism 22 is operated, the restricted portion 24A of the control shaft 24 abuts on the restricting portion 28A of the detent 28, whereby the rotation of the shift lever 16 is restricted and the shift is performed. The lever 16 is arranged at the “P” shift position. For this reason, the shift lever 16 can be easily arranged at the “P” shift position.

  Further, the worm wheel gear 42 (engagement recess 42A), the clutch 44 (engagement projection 44B), and the coil spring 46 function as a moderation mechanism and a clutch mechanism of the shift lever 16. For this reason, the moderation mechanism and the clutch mechanism can be reduced in size, the cost can be reduced, and the moderation mechanism and the clutch mechanism can be provided in the small drive mechanism 22.

[Second Embodiment]
FIG. 5 shows an exploded perspective view of a shift lever device 60 as a shift device according to the second embodiment of the present invention as viewed from the diagonally right front of the vehicle.

  The shift lever device 60 according to the present embodiment has substantially the same configuration as the shift lever device 10 of the first embodiment, but differs in the following points.

  As shown in FIG. 5, in the shift lever device 60 according to the present embodiment, the drive mechanism 22 is fixed in the body 12 in at least one of the first case 26 and the third case 32.

  In the shift lever device 60, the support shaft 14 in the first embodiment is not provided, and the lower end (base end) of the shift lever 16 is integrated with the base end (right end of the vehicle) of the control shaft 24 in the drive mechanism 22. It is rotatably supported. Therefore, the shift lever 16 can be rotated (moved) in the vehicle front-rear direction with the control shaft 24 as the central axis.

  Here, also in this embodiment, the same operation and effect as the first embodiment can be obtained.

[Third Embodiment]
FIG. 6 shows an exploded perspective view of the shift device 70 according to the third embodiment of the present invention as viewed from the right rear of the vehicle.

  The shift device 70 according to the present embodiment has substantially the same configuration as the shift lever device 10 of the first embodiment, but differs in the following points.

  As shown in FIG. 6, the shift device 70 according to the present embodiment is a so-called instrument panel type. The body 12 is attached to the instrument panel of the passenger compartment, whereby the shift device 70 is installed on the instrument panel, and the vehicle front side surface of the body 12 is exposed from the instrument panel to the passenger compartment.

  A drive mechanism 22 is fixed in the body 12 in at least one of the first case 26 and the third case 32, and the drive mechanism 22 is arranged such that the axial direction of the control shaft 24 is parallel to the vehicle longitudinal direction. The base end side of the control shaft 24 is in a state directed toward the vehicle rear side.

  The shift device 70 is not provided with the support shaft 14 in the first embodiment, and is provided with a substantially cylindrical shift dial 72 as a shift member in place of the shift lever 16 in the first embodiment. . The shift dial 72 is coaxially supported on the base end of the control shaft 24 on the vehicle rear side of the control shaft 24. The shift dial 72 rotates integrally with the control shaft 24 with the control shaft 24 as a central axis ( Move) is possible. The shift dial 72 protrudes to the vehicle rear side of the body 12 and is exposed to the passenger compartment, and is rotated by a vehicle occupant (especially a driver) while the shift dial 72 is gripped. The shift position of the shift dial 72 can be changed in this order to a “P” shift position, an “R” shift position, an “N” shift position, and a “D” shift position.

  Here, also in this embodiment, the same operation and effect as the first embodiment can be obtained.

  In the first to third embodiments, when the drive mechanism 22 is operated, the shift lever 16 or the shift dial 72 is rotated or rotated to be arranged at the “P” shift position. However, when the drive mechanism 22 is operated, the shift lever 16 or the shift dial 72 may be rotated or rotated to be arranged at the “N” shift position (predetermined shift position).

  Moreover, in the said 1st Embodiment-3rd Embodiment, the shift lever apparatus 10 and 60 is made into a floor type, is installed in the floor part of a compartment, or the shift apparatus 70 is made into an instrument panel type. Installed in the instrument panel of the passenger compartment. However, the shift lever devices 10 and 60 may be of the instrument panel type and installed on the instrument panel of the passenger compartment, or the shift device 70 may be of floor type and installed on the floor of the passenger compartment. Good. Furthermore, the shift lever devices 10 and 60 and the shift device 70 may be of a steering column type and installed in the steering column of the vehicle compartment.

10 Shift lever device (shift device)
16 Shift lever (shift member)
20 Automatic transmission (transmission)
24A Restricted part (regulatory means)
28 Detent (regulatory means)
34 Motor (drive means)
42 Worm wheel gear (contact member)
42A Engaging recess (communication part)
60 Shift lever device (shift device)
70 Shift device 72 Shift dial (shift member)

Claims (3)

A shift member whose shift position is changed by being moved by being operated and the shift range of the transmission is changed by an electrical signal;
Driving means made drivable;
The shift member and the drive means are connected, and the drive means is driven to move the shift member, and when the drive means is driven, an external force is applied to the shift member. A communication member capable of releasing communication between the shift member and the driving means;
A shift device comprising:   A communication portion provided on the communication member, wherein the shift member is held at a shift position by communicating the shift member and the drive means, and a communication portion that transmits the driving force of the drive means to the shift member. Item 2. The shift device according to Item 1.   The shift device according to claim 1, further comprising a restricting unit configured to restrict the movement of the shift member when the drive unit is driven so that the shift member is disposed at a predetermined shift position.