Lever type integrated control unit of vehicle

A lever type integrated control unit of a vehicle, may include a lever housing pivotally displaced in a width direction of a vehicle, an acceleration unit located at one end portion of the lever housing and configured to transmit acceleration information related to the vehicle, and an acceleration controller connected to the acceleration unit and configured to receive the acceleration information related to the vehicle from the acceleration unit.

CROSS-REFERENCE TO RELATED APPLICATION

The present application claims priority to Korean Patent Application No. 10-2020-0004787 filed on Jan. 14, 2020, the entire contents of which is incorporated herein for all purposes by this reference.

BACKGROUND OF THE INVENTION

Field of the Invention

The present invention relates to a lever type integrated control unit of a vehicle. More particularly, it relates to a lever type integrated control unit of a vehicle, which employs a system capable of collectively controlling acceleration, steering, deceleration, and gear shifting of a vehicle through a single lever.

Description of Related Art

Generally, to control a vehicle, functions of steering control for adjusting a direction of the vehicle, acceleration control for controlling an acceleration force of the vehicle, braking control for controlling deceleration of the vehicle, and gear shifting control for controlling a driving direction are required.

In the conventional vehicle, a steering wheel for the steering control, an accelerator pedal for the acceleration control, a brake pedal for the braking control, and a gear shifting lever for the gear shifting control are separately mounted so that a driver can control the vehicle.

These driving control devices of the conventional vehicle have a problem that separate portions for performing the functions are mounted in the vehicle so that an internal space of the vehicle is reduced and utilization of the internal space thereof is limited. Furthermore, owing to installation of a plurality of parts, increases in vehicle weight and production cost are caused.

The gear shifting lever is provided in a form of being exposed to an interior of the vehicle through an upper surface of a console between a driver seat and a passenger seat. As described above, the gear shifting lever always exposed to the interior has a disadvantage of causing inconvenience for a passenger when the passenger moves between the driver seat and the passenger seat.

Furthermore, there is a disadvantage in that a storage space, such as a cup holder and a console box, is not largely configured around the gear shifting lever, and operation buttons for operating various convenience devices are not mounted.

Recently, with the development of autonomous driving technology, a large portion of vehicle driving is being automated, and thus a direct control area of a driver is decreasing. As a result of such technological development, the interior of the vehicle is being reduced to a role of a space for adjusting the conventional vehicle and is evolving into a space for rest and leisure when driving.

According to such a trend, there is a demand for the development of a device configured for integrating separate parts mounted for vehicle control to increase utilization of an indoor space and reduce a production cost and a vehicle weight.

BRIEF SUMMARY

Various aspects of the present invention are directed to providing a lever type integrated control unit of a vehicle with an integrated system for steering control, acceleration control, braking control, and gear shifting control in a single housing.

In another aspect, various aspects of the present invention provide a lever type integrated control unit of a vehicle, in which an acceleration unit, an acceleration controller, a steering unit, and a steering controller are configured for being connected to be driven.

Objectives of the present invention are not limited to the above-described objectives, and other objectives of the present invention, which are not mentioned, may be understood by the following description and also will be apparently understood through embodiments of the present invention. Furthermore, the objectives of the present invention may be implemented by means described in the appended claims and a combination thereof.

A lever type integrated control unit of a vehicle for achieving the above-described objectives of the present invention includes the following configuration.

In an exemplary embodiment of the present invention, various aspects of the present invention provide a lever type integrated control unit of a vehicle, which includes a lever housing pivotally displaced in a width direction of a vehicle; an acceleration unit located at one end portion of the lever housing and configured to transmit acceleration information related to the vehicle, and an acceleration controller connected to the acceleration unit and configured to receive the acceleration information related to the vehicle from the acceleration unit.

Furthermore, the lever type integrated control unit of a vehicle may further include a hinge housing coupled to a lower end portion of the lever housing and coupled to the lever housing, a steering unit located at a lower end portion of the hinge housing and moveable in a response to displacement of the lever housing and to transmit steering information related to the vehicle, and a steering controller connected to the steering unit and configured to receive the steering information related to the vehicle from the steering unit.

Furthermore, the acceleration unit may include an acceleration switch located at one end portion of the lever housing and selectively rotated and inserted into the lever housing, a slider mounted to be brought into contact with one end portion of the acceleration switch and linearly movable in a response to movement of the acceleration switch, an acceleration magnet fixed to the slider and configured to be linearly moved integrally with the slider, and an acceleration sensor fixed to the one end portion of the lever housing by being spaced at a predetermined distance from the acceleration magnet.

Furthermore, the acceleration sensor may be configured to measure a linear movement amount of the acceleration magnet, transmit information related to the linear movement amount to the acceleration controller, and drive acceleration of the vehicle.

Furthermore, the lever type integrated control unit of a vehicle may further include a return spring located at a distal end portion of the slider, one distal end portion of the acceleration switch may be hinged to the one end portion of the lever housing and the other distal end portion thereof may be inserted into the lever housing, and the return spring may be configured to apply an elastic force to restore a position of the other distal end portion of the acceleration switch.

Furthermore, the steering unit may include a lever hinge portion configured to be pivoted in a response to displacement of the lever housing, a steering magnet fixed to a central axis of the lever hinge portion and configured to be integrally rotated with the lever hinge portion, and a steering sensor fixed to the hinge housing and spaced in a predetermined distance from the steering magnet.

Furthermore, the steering sensor may be configured to measure a rotational amount of the steering magnet, transmit information of the rotational amount to the steering controller, and drive steering of the vehicle.

Furthermore, the lever hinge portion may include a lever hinge fixed to the hinge housing and aligned to pass through an interior of the lever housing to be interlocked with movement of the lever housing, and a torsion spring positioned to be brought into contact with the lever hinge.

Furthermore, the lever hinge may be pivotably displaced at a predetermined angle, and the torsion spring may be configured to apply an elastic force to restore the lever hinge.

Furthermore, the lever type integrated control unit of a vehicle may further include a damper located in the hinge housing by being adjacent to the steering unit and configured to generate a reaction force against a rotation of the steering unit.

Furthermore, the lever type integrated control unit of a vehicle may further include a deceleration button mounted on an upper end portion of the lever housing, a deceleration unit located at one end portion of the deceleration button and configured to transmit deceleration information related to the vehicle, and a deceleration controller connected to the deceleration unit and configured to receive the deceleration information related to the vehicle from the deceleration unit.

Furthermore, the lever type integrated control unit of a vehicle may further include a gear shifting button located on one side surface of the lever housing and may be configured to control a gear shifting of the vehicle in a response to whether an push input of the gear shifting button is present.

Furthermore, the lever type integrated control unit of a vehicle may be located in an internal material of the vehicle and configured to pop upwards or down with power generated from a driving portion of the vehicle.

Other aspects and exemplary embodiments of the present invention are discussed infra.

The above and other features of the present invention are discussed infra.

DETAILED DESCRIPTION

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. The exemplary embodiments of the present invention may be modified in various forms, and the scope of the present invention may not be construed as being limited to the following embodiments. These embodiment are provided to more fully describe the present invention to those skilled in the art.

The terms “˜part,” “˜unit,” and the like used herein mean a unit of processing at least one function or operation, and the present unit may be implemented by hardware, software, or a combination of hardware and software.

Furthermore, in the exemplary embodiment, a “width direction” and a “length direction” are based on a vehicle.

Furthermore, in the exemplary embodiment, when a portion is referred to as being “on” or “above” another portion, this includes not only a case in which the portion is “directly on” the another portion but also a case in which yet another portion is present between the portion and the another portion. Furthermore, in the exemplary embodiment, when a portion is referred to as being “below” or “under” another portion, this includes not only a case in which the portion is “directly below” the another portion but also a case in which yet another portion is present between the portion and the another portion.

Furthermore, in the exemplary embodiment, a “clockwise direction” and a “counterclockwise direction” are based on the drawing.

FIG. 1is a perspective view exemplarily illustrating a lever type integrated control unit of a vehicle according to an exemplary embodiment of the present invention, andFIG. 2is a configurational diagram illustrating the lever type integrated control unit of a vehicle according to an exemplary embodiment of the present invention.

Referring toFIG. 1andFIG. 2, the lever type integrated control unit of a vehicle according to an exemplary embodiment of the present invention includes a lever housing100displaced in a width direction of a vehicle by operation of a driver, an acceleration unit200located at one end portion of the lever housing100and configured to transmit acceleration information related to the vehicle, and an acceleration controller300connected to the acceleration unit200and configured to receive the acceleration information related to the vehicle from the acceleration unit200.

Furthermore, the lever type integrated control unit of a vehicle further includes a hinge housing400engaged with a lower end portion of the lever housing100and configured to fix the lever housing100, a steering unit500located at a lower end portion of the hinge housing400and configured to move in a response to displacement of the lever housing100and transmit steering information related to the vehicle, and a steering controller600connected to the steering unit500and configured to receive the steering information related to the vehicle from the steering unit500.

The lever housing100may be configured to be displaced in the width direction of the vehicle by operation of the driver. The lever housing100may be comprised of an external cover brought into contact with a hand of the driver and an internal housing with which various kinds of parts for driving control of the vehicle are engaged.

The acceleration unit200may be located at one end portion of the lever housing100and configured to transmit the acceleration information related to the vehicle. The acceleration unit200may include an acceleration switch210, a slider220, an acceleration magnet230, and an acceleration sensor240.

The acceleration switch210may be located at one end portion of the lever housing100and selectively rotated and inserted into the lever housing100. One distal end portion of the acceleration switch210may be hinged to one end portion of the lever housing100in a trigger form, and the other distal end portion thereof may be rotated and inserted into the lever housing100. The acceleration unit200may be configured for performing acceleration control of the vehicle while the other distal end portion of the acceleration switch210is pressed by operation of the driver.

The slider220may be mounted in contact with one end portion of the acceleration switch210and configured to linearly move in a response to movement of the acceleration switch210. The slider220may be moved forwards and backwards in a longitudinal direction in a response to a rotation of the acceleration switch210.

The acceleration magnet230may be fixed to the slider220and configured to linearly move integrally with the slider220. The acceleration magnet230may be fixedly coupled to one end portion of the slider220and configured to move integrally with the slider220in the longitudinal direction of the slider220.

The acceleration sensor240may be configured to be fixed to one end portion of the lever housing100by being spaced in a predetermined distance from the acceleration magnet230. The acceleration sensor240configured for detecting a magnetic force may be mounted on a circuit board spaced in a predetermined distance from the acceleration magnet230. The acceleration sensor240may be a Hall sensor using a magnet.

The acceleration sensor240may convert a magnetic force into an electrical signal. The acceleration sensor240may be configured to measure a position of the acceleration magnet230using an electrical signal, mainly, a voltage detected by the acceleration sensor240.

The acceleration controller300may be connected to the acceleration unit200and configured to receive the acceleration information related to the vehicle from the acceleration unit200. The acceleration controller300may be connected to the acceleration sensor240and configured to receive information from the acceleration sensor240which detects a linear movement amount of the acceleration magnet230.

The acceleration controller300may be configured to control acceleration of the vehicle by adjusting an engine revolutions per minute (RPM), an opening amount of a throttle valve, and the like on the basis of the received information and communicating with an engine controller of the vehicle.

The hinge housing400may be engaged with the lower end portion of the lever housing100and configured to fix the lever housing100. The hinge housing400may be configured such that the upper end portion of the lever housing100may be displaced in the width direction while the lower end portion of the lever housing100is fixed to the hinge housing400.

The steering unit500may be located at the lower end portion of the hinge housing400and configured to move in a response to the displacement of the lever housing100. Furthermore, the steering unit500may be configured to transmit the steering information related to the vehicle.

The steering controller600may be connected to the steering unit500and configured to receive the steering information related to the vehicle from the steering unit500. The steering controller600may be connected to the steering sensor530and configured to receive information from the steering sensor530which detects a rotation amount of the steering magnet520.

The lever type integrated control unit of a vehicle according to an exemplary embodiment of the present invention may further include a deceleration button110located on an upper end portion of the lever housing100, a deceleration unit120located at one end portion of the deceleration button110and configured to transmit deceleration information related to the vehicle, and a deceleration controller130connected to the deceleration unit120and configured to receive the deceleration information related to the vehicle from the deceleration unit120.

Furthermore, the lever type integrated control unit of a vehicle may further include a gear shifting button140located on one side surface of the lever housing100and may be configured to control a gear shifting of the vehicle in a response to whether a push input of the gear shifting button140is present.

The deceleration button110may be disposed to be exposed at the upper end portion of the lever housing100. The deceleration button110may be comprised of a tact switch. When the driver presses the deceleration button110, the deceleration button110may be configured to perform deceleration control of the vehicle even when the driver does not separately step on a brake.

The deceleration unit120may be located at one end portion of the deceleration button110and configured to transmit the deceleration information related to the vehicle. The deceleration unit120may include a pressure sensor and a printed circuit board and measure a pressure at which the driver presses the deceleration button110.

The deceleration controller130may be connected to the deceleration unit120and configured to receive the deceleration information related to the vehicle from the deceleration unit120. When the deceleration unit120measures a pressure value and transmits the measured pressure value, the deceleration controller130may be configured to receive information and control a deceleration amount of the vehicle.

In the case of a hybrid vehicle, deceleration may be performed through a motor, a friction brake, an engine RPM, and the like, and in the case of an internal combustion engine vehicle, the deceleration may be performed through an engine RPM, a friction brake, and the like.

The gear shifting button140may be located on one side surface of the lever housing100. The lever type integrated control unit of a vehicle may be configured to switch a driving direction of the vehicle in a response to a push input of the gear shifting button140by the driver. When the gear shifting button140is pressed while the vehicle is driving forward, the lever type integrated control unit of a vehicle may be configured to drive the vehicle in a rearward direction thereof, and when the gear shifting button140is pressed again, the lever type integrated control unit of a vehicle may be configured to switch a driving direction of the vehicle from the rearward direction to a forward direction thereof.

FIG. 3is a diagram illustrating the acceleration unit200and the acceleration controller300of the lever type integrated control unit of a vehicle according to an exemplary embodiment of the present invention.

Referring toFIG. 3, the lever type integrated control unit of a vehicle according to an exemplary embodiment of the present invention may further include a return spring250located at a distal end portion of the slider220. Furthermore, the acceleration switch210may be configured such that one distal end portion thereof is hinged to one end portion of the lever housing100so that the other distal end portion thereof is inserted into the lever housing100, and the return spring250may be configured to apply an elastic force such that a position of the other distal end portion of the acceleration switch210is restored.

The return spring250may be fixed at a distal end portion of the slider220. The return spring250may be located between one distal end portion of the slider220and the internal housing of the lever housing100and configured to restore the position of the acceleration switch210through the slider220. When the other distal end portion of the acceleration switch210is inserted into the lever housing100based on the hinge coupling of the one distal end portion of the acceleration switch210, the return spring250may be configured to apply an elastic force to the other distal end portion of the acceleration switch210to restore the position thereof.

While the acceleration switch210is pressed to perform a rotational movement, and the slider220performs a rectilinear movement by being interlocked with the rotational movement, the return spring250may be compressed in the longitudinal direction thereof. When the driver does not press the acceleration switch210, the return spring250extends again, the slider220is moved in the longitudinal direction thereof, and the acceleration switch210may be configured to perform a rotation by being interlocked with the movement of the slider220.

FIG. 4is a diagram illustrating a driving principle of the acceleration unit200of the lever type integrated control unit of a vehicle according to an exemplary embodiment of the present invention.

Referring toFIG. 4, the acceleration sensor240may be configured to measure a linear movement amount of the acceleration magnet230, transmit information related to the linear movement amount to the acceleration controller300, and drive acceleration of the vehicle.

The acceleration sensor240may be located to be spaced in a predetermined distance from the acceleration magnet230and may measure the linear movement amount of the acceleration magnet230. When the acceleration magnet230is linearly moved, a magnetic force may be generated and the acceleration sensor240may convert the magnetic force into an electrical signal. The acceleration sensor240may be configured to detect a voltage to measure a movement amount of the acceleration magnet230.

The acceleration sensor240measuring the movement amount of the acceleration magnet230may transmit information to the acceleration controller300. The acceleration controller300connected to the acceleration sensor240may be configured to receive information on a movement amount of the acceleration magnet230so that acceleration driving of the vehicle may be driven.

FIG. 5is a diagram illustrating the steering unit500of the lever type integrated control unit of a vehicle according to an exemplary embodiment of the present invention, andFIG. 6is a diagram illustrating a driving principle of the steering unit500of the lever type integrated control unit of a vehicle according to an exemplary embodiment of the present invention.

Referring toFIG. 5andFIG. 6, the steering unit500of the lever type integrated control unit of a vehicle according to an exemplary embodiment of the present invention may include a lever hinge portion510, a steering magnet520, and a steering sensor530.

The lever hinge portion510may be configured to be pivoted in a response to displacement of the lever housing100. The lever hinge portion510may include a lever hinge511fixed in the hinge housing400and configured to pass through an interior of the lever housing100to be interlocked with the movement of the lever housing100, and a torsion spring512configured to be in contact with the lever hinge511.

The lever hinge511is inserted to pass through the lever housing100, and when the driver displaces the lever housing100in the width direction thereof, the lever hinge511may be integrally pivoted with the lever housing100.

The torsion spring512may be configured to be in contact with the lever hinge511. A protrusion may be formed one distal end portion of the lever hinge511in the longitudinal direction thereof. The torsion spring512is located coaxially with the lever hinge511so that the protrusion of the lever hinge511may be caught by one end portion of the torsion spring512to apply an elastic force to restore the lever hinge511.

The torsion spring512may be formed on each of front and rear surfaces of the lever hinge511. For example, when the lever hinge511is pivoted in a clockwise direction thereof, the torsion spring512mounted on one surface of the lever hinge511may apply an elastic force to restore the lever hinge511by being pivoted again in a counterclockwise direction thereof. In contrast, when the lever hinge511is pivoted in the counterclockwise direction thereof, the torsion spring512mounted on the other surface of the lever hinge511may apply an elastic force to restore the lever hinge511by being pivoted again in the clockwise direction thereof.

The steering magnet520may be fixed to a central axis of the lever hinge portion510and configured to be integrally pivoted with the lever hinge portion510. The steering sensor530may be fixed in the hinge housing400by being spaced in a predetermined distance from the steering magnet520. Furthermore, the steering sensor530may be configured to measure a rotational amount of the steering magnet520, transmit information of the rotational amount to the steering controller600, and drive steering of the vehicle.

The steering sensor530may be configured to be fixed to the lever hinge portion510by being spaced in a predetermined distance from the steering magnet520. The steering sensor530configured for detecting a magnetic force may be disposed on a circuit board spaced in a predetermined distance from the steering magnet520. The steering sensor530may be a Hall sensor using a magnet.

The steering sensor530may convert a magnetic force into an electrical signal. The steering sensor530may be configured to measure a position of the steering magnet520using an electrical signal, mainly, a voltage detected by the steering sensor530.

The steering sensor530may be located to be spaced in a predetermined distance from the steering magnet520and may measure a rotation amount of the steering magnet520. When the steering magnet520is linearly moved, a magnetic force may be generated and the steering sensor530may convert the magnetic force into an electrical signal. The steering sensor530may be configured to detect a voltage to measure a rotational amount of the steering magnet520.

The steering sensor530measuring the rotational amount of the steering magnet520may transmit information to the steering controller600. The steering controller600connected to the steering sensor530may be configured to receive information on the rotational amount of the steering magnet520so that steering of the vehicle may be driven.

FIG. 7is a diagram illustrating a steering function driving state of the steering unit of the lever type integrated control unit of a vehicle according to an exemplary embodiment of the present invention.

Referring toFIG. 7, the lever hinge511of the lever type integrated control unit of a vehicle according to an exemplary embodiment of the present invention may be pivoted and displaced at a predetermined angle, and the torsion spring512may be configured to apply an elastic force to restore the lever hinge511. Furthermore, the lever type integrated control unit of a vehicle may further include a damper700located in the hinge housing400by being adjacent to the steering unit500and configured to generate a reaction force against the pivoting of the steering unit500.

The lever hinge511may be pivotably displaced at a predetermined angle in the width direction of the vehicle. When the driver operates the lever housing100to displace the lever hinge511at a predetermined angle in the clockwise direction thereof, the lever type integrated control unit of a vehicle may be configured to steer a driving direction of the vehicle to a right side thereof. In contrast, when the driver operates the lever housing100to displace the lever hinge511at a predetermined angle in the counterclockwise direction thereof, the lever type integrated control unit of a vehicle may be configured to steer the driving direction of the vehicle to a left side thereof.

When the lever hinge511is pivotably displaced at a predetermined angle in the clockwise direction thereof, the torsion spring512may be configured to apply an elastic force such that the lever hinge511is pivoted at a predetermined angle in the counterclockwise direction so that a position of the lever hinge511is restored. Furthermore, when the lever hinge511is pivotably displaced at a predetermined angle in the counterclockwise direction thereof, the torsion spring512may be configured to apply an elastic force such that the lever hinge511is pivoted again at a predetermined angle in the clockwise direction so that the position of the lever hinge511is restored.

The damper700may be located in the hinge housing400by being adjacent to the steering unit500. The damper700may be configured to generate a reaction force against a rotation of the steering unit500. The damper700may be connected to the hinge housing400and configured to prevent the lever hinge511from being rapidly pivoted.

For example, the damper700may include a rotor having a cylinder in which silicone oil fills and a rotation shaft with a wing and may be configured to generate a rotation. When the rotor rotates, the silicone oil may form resistance against the rotation of the rotor to generate a torque in a direction opposite a rotation direction of the rotor. Owing to the opposite torque of the silicone oil, the damper700may be configured to limit rapid pivoting of the lever hinge511. In addition to using a fluid such as the silicone oil in the damper700of the present invention, a damper700using a friction plate or an electromagnetic force may be applied, and the present invention is not limited thereto.

The lever type integrated control unit of a vehicle according to an exemplary embodiment of the present invention may be located in an internal material of the vehicle and configured to pop up or down with power generated from a driving portion of the vehicle.

The internal material of the vehicle may be an armrest of a seat. When the driver selects a pop-up function through a specific operating button related to the pop-up function, the lever type integrated control unit of a vehicle embedded in the armrest may pop upwards to be exposed as a usable state. Similarly, when a pop-down function is selected, the lever type integrated control unit of a vehicle externally exposed of the armrest may pop down to be embedded in the armrest.

The driving portion of the vehicle may be an actuator providing a driving force. The driving portion may transmit the driving force generated from the actuator to the lever type integrated control unit of a vehicle such that the lever type integrated control unit of a vehicle pops upwards or downwards.

In another exemplary embodiment of the present invention, when power is applied to the vehicle, the lever type integrated control unit of a vehicle may be configured to automatically pop upwards to be available for use, or when the power of the vehicle is shut off, the lever type integrated control unit of a vehicle may be configured to automatically pop down to be maintained in a storing state. Here, the power applied state may be a starting on state including accessories (ACC) or ignition (IGN) on state.

In brief, various aspects of the present invention provide a lever type integrated control unit of a vehicle, which is configured for reducing separate parts for driving, maximizing utilisation of an indoor space, and reducing a weight of the vehicle by including an integrated system for steering control, acceleration control, braking control, and shift control in a single housing.

The present invention can obtain the following effects according to the above-described configuration, combination, and use relationship.

There is an effect which is configured for reducing separate parts for driving, maximizing utilisation of an indoor space, and reducing a weight of a vehicle by including an integrated system for steering control, acceleration control, braking control, and shift control in a single housing.

Furthermore, there is provided a lever type integrated control unit of a vehicle, which is configured for controlling control acceleration and steering driving by only an operation of a button or only a direction adjustment of a lever by connecting to an acceleration unit, an acceleration controller, a steering unit, and a steering controller to be driven.

Furthermore, the term “controller” refers to a hardware device including a memory and a processor configured to execute one or more steps interpreted as an algorithm structure. The memory stores algorithm steps, and the processor executes the algorithm steps to perform one or more processes of a method in accordance with various exemplary embodiments of the present invention. The controller according to exemplary embodiments of the present invention may be implemented through a nonvolatile memory configured to store algorithms for controlling operation of various components of a vehicle or data about software commands for executing the algorithms, and a processor configured to perform operation to be described above using the data stored in the memory. The memory and the processor may be individual chips. Alternatively, the memory and the processor may be integrated in a single chip. The processor may be implemented as one or more processors.

The controller may be at least one microprocessor operated by a predetermined program which may include a series of commands for carrying out a method in accordance with various exemplary embodiments of the present invention.

The aforementioned invention can also be embodied as computer readable codes on a computer readable recording medium. The computer readable recording medium is any data storage device that can store data which may be thereafter read by a computer system. Examples of the computer readable recording medium include hard disk drive (HDD), solid state disk (SSD), silicon disk drive (SDD), read-only memory (ROM), random-access memory (RAM), CD-ROMs, magnetic tapes, floppy discs, optical data storage devices, etc and implementation as carrier waves (e.g., transmission over the Internet).

Furthermore, the term of “fixedly connected” signifies that fixedly connected members always rotate at a same speed. Furthermore, the term of “selectively connectable” signifies “selectively connectable members rotate separately when the selectively connectable members are not engaged to each other, rotate at a same speed when the selectively connectable members are engaged to each other, and are stationary when at least one of the selectively connectable members is a stationary member and remaining selectively connectable members are engaged to the stationary member”.

The foregoing detailed description illustrates the present invention. Furthermore, the foregoing is directed to illustrate and describe the exemplary embodiments of the present invention, and the present invention may be used in various other combinations, modifications, and environments. That is, it is possible to make alternations or modifications without departing from the scope of the present invention described herein, equivalents, or within the technical or knowledge scope in the art to which an exemplary embodiment of the present invention pertains. The described embodiments are intended to illustrate the best mode for carrying out the technical spirit of the present invention and various modification can made in the specific applications and utilizes of the present invention. Therefore, the detailed description is not intended to limit the present invention as in the included exemplary embodiments. Furthermore, it may be construed that the appended claims are intended to include another exemplary embodiment of the present invention.