Patent Publication Number: US-2016223076-A1

Title: Shift control apparatus of manual transmission

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     The present application claims priority under 35 U.S.C. §119(a) of Korean Patent Application No. 10-2015-0017325 filed Feb. 4, 2015, the subject matters of which are incorporated herein by reference. 
     BACKGROUND 
     1. Field 
     The present disclosure relates to a shift control apparatus of a manual transmission, and more particularly to a shift control apparatus of a manual transmission, which is capable of limiting shifting to a low gear at a high speed. 
     2. Description of the Related Art 
     A transmission is installed between a clutch and a propeller shaft and transfers a power of an engine to a drive wheel by increasing or decreasing a rotational force of the engine in accordance with a driving state of a vehicle. 
     The engine of the vehicle has a constant rotation direction. A torque generated in the engine is almost constant within a practical rotation speed range, whereas a driving condition of the vehicle varies widely, for example, start from a stop state, a high speed driving from a low speed driving, particularly, a reverse driving, etc. Therefore, the transmission is used to allow the engine to sufficiently show its performance in response with each of the driving conditions. 
     The transmission has various types including a manual transmission, an automatic transmission, a semi-automatic transmission, a continuously variable transmission, etc. 
     By the operation of a driver, the manual transmission among the above-described various transmissions changes a shift ratio, reverses a rotation direction, and creates a state where no power is transferred. The manual transmission consumes less fuel and has a less power loss as compared with the automatic transmission. 
     The driver shifts a gear himself/herself. Hence, the driver may shift to a low gear, for example, the first gear or the second gear intentionally or by mistake even though the vehicle is driven at a high speed. In this case, an overload is added to the manual transmission, and thus, the manual transmission may be damaged. 
     SUMMARY 
     One embodiment is a shift control apparatus of a manual transmission. The shift control apparatus includes: a shift lever including a rod; a shift lock limiting the movement of the rod; and a controller which compares a speed of a vehicle with a predetermined critical speed of a predetermined gear and controls the shift lock. When the speed of the vehicle is greater than the critical speed, the controller controls the shift lock to be located on a shift path of the predetermined gear, and then limits the movement of the rod in a shift direction of the predetermined gear. 
     The shift lock includes a first shift lock and a second shift lock which are operated independently of each other. The predetermined gear includes a first gear and a second gear. The critical speed includes a first critical speed of the first gear and a second critical speed of the second gear. The second critical speed is greater than the first critical speed. When the speed of the vehicle is less than the second critical speed and is greater than the first critical speed, the controller controls the first shift lock to be located on a shift path of the first gear and controls the second shift lock not to be located on a shift path of the second gear. 
     The shift lock includes: a solenoid including a shaft which linearly reciprocates in a left select direction of the rod and in a right select direction of the rod; and a shift lock cam which includes one end and the other end connected to the shaft, wherein a rotational axis is disposed between the one end and the other end. When the shaft moves in the left select direction by the controller, the one end is located on the shift path of the predetermined gear. 
     The shift lock includes a first shift lock and a second shift lock which are operated independently of each other. The predetermined gear includes a first gear and a second gear. The critical speed includes a first critical speed of the first gear and a second critical speed of the second gear. The second critical speed is greater than the first critical speed. When the speed of the vehicle is less than the second critical speed and is greater than the first critical speed, the controller controls the first shift lock to be located on a shift path of the first gear and controls the second shift lock not to be located on a shift path of the second gear. 
     The shift lock further includes a shaft which linearly reciprocates in a left select direction of the rod and in a right select direction of the rod, and a sensor which senses a position of the shaft. The sensor transmits information on the sensed position of the shaft to the controller. The controller determines whether the shift lock is in an open-state or in a locked-state on the basis of the received information on the position of the shaft. 
     The shift lock includes a first shift lock and a second shift lock which are operated independently of each other. The predetermined gear includes a first gear and a second gear. The critical speed includes a first critical speed of the first gear and a second critical speed of the second gear. The second critical speed is greater than the first critical speed. When the speed of the vehicle is less than the second critical speed and is greater than the first critical speed, the controller controls the first shift lock to be located on a shift path of the first gear and controls the second shift lock not to be located on a shift path of the second gear. 
     The shaft includes a magnet. The sensor includes a hall IC which senses a distance between magnet and the hall IC. 
     The shift lock includes a first shift lock and a second shift lock which are operated independently of each other. The predetermined gear includes a first gear and a second gear. The critical speed includes a first critical speed of the first gear and a second critical speed of the second gear. The second critical speed is greater than the first critical speed. When the speed of the vehicle is less than the second critical speed and is greater than the first critical speed, the controller controls the first shift lock to be located on a shift path of the first gear and controls the second shift lock not to be located on a shift path of the second gear. 
     The shift lever further includes a stopper mounted on the rod. The stopper is mounted to lean in a left select direction of the rod. 
     The shift lock includes a first shift lock and a second shift lock which are operated independently of each other. The predetermined gear includes a first gear and a second gear. The critical speed includes a first critical speed of the first gear and a second critical speed of the second gear. The second critical speed is greater than the first critical speed. When the speed of the vehicle is less than the second critical speed and is greater than the first critical speed, the controller controls the first shift lock to be located on a shift path of the first gear and controls the second shift lock not to be located on a shift path of the second gear. 
     The rod further includes a stopper. The stopper has a shape protruding in a left select direction of the rod. 
     The shift lock includes a first shift lock and a second shift lock which are operated independently of each other. The predetermined gear includes a first gear and a second gear. The critical speed includes a first critical speed of the first gear and a second critical speed of the second gear. The second critical speed is greater than the first critical speed. When the speed of the vehicle is less than the second critical speed and is greater than the first critical speed, the controller controls the first shift lock to be located on a shift path of the first gear and controls the second shift lock not to be located on a shift path of the second gear. 
     The shift control apparatus further includes an electronic control unit which measures the speed of the vehicle. The controller receives the speed of the vehicle from the electronic control unit. 
     The shift lock includes a first shift lock and a second shift lock which are operated independently of each other. The predetermined gear includes a first gear and a second gear. The critical speed includes a first critical speed of the first gear and a second critical speed of the second gear. The second critical speed is greater than the first critical speed. When the speed of the vehicle is less than the second critical speed and is greater than the first critical speed, the controller controls the first shift lock to be located on a shift path of the first gear and controls the second shift lock not to be located on a shift path of the second gear. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Arrangements and embodiments may be described in detail with reference to the following drawings in which like reference numerals refer to like elements and wherein: 
         FIG. 1  is a perspective view of a shift control apparatus of a manual transmission according to an embodiment of the present invention; 
         FIG. 2  is a perspective view showing the shift control apparatus of the manual transmission shown in  FIG. 1 , of which some parts have been removed; 
         FIG. 3  is a perspective view of the shift control apparatus of the manual transmission shown in  FIG. 2 , as viewed in another direction; 
         FIG. 4  is an enlarged view of a shift pattern  135  shown in  FIG. 2 ; 
         FIG. 5  is a side view showing a modified example of a rod  110  shown in  FIG. 2 ; 
         FIG. 6  is a perspective view of a shift lock  200  shown in  FIG. 2 ; 
         FIG. 7  shows that shift lock cams  230   a  and  230   b  shown in  FIG. 6  have performed a rotational motion at a predetermined angle in a clockwise direction with interworking with a straight line motion of shafts  213   a  and  213   b;    
         FIGS. 8 to 9  are views showing an example where a first shift lock  200   a  shown in  FIG. 2  limits the movement of the rod  110  in a shift direction of a first gear; and 
         FIG. 10  is a view showing a state where the first shift lock  200   a  and a second shift lock  200   b  limit the movement of the rod  110 . 
     
    
    
     DETAILED DESCRIPTION 
     An embodiment of the present invention will be described in detail with reference to the accompanying drawings. In the components of the present invention, detailed descriptions of what can be clearly understood and easily carried into practice through a prior art by those skilled in the art will be omitted to avoid making the subject matter of the present invention unclear. 
     Embodiment 
       FIG. 1  is a perspective view of a shift control apparatus of a manual transmission according to an embodiment of the present invention.  FIG. 2  is a perspective view showing the shift control apparatus of the manual transmission shown in  FIG. 1 , of which some parts have been removed.  FIG. 3  is a perspective view of the shift control apparatus of the manual transmission shown in  FIG. 2 , as viewed in another direction. 
     Prior to the description of the shift control apparatus of the manual transmission according to the embodiment of the present invention with reference to  FIGS. 1 to 3 , terms required to describe the shift control apparatus of the manual transmission according to the embodiment of the present invention will be defined. 
     In the present specification, a “predetermined gear” means any one of the first to n-th gears of the manual transmission (here, n is a natural number greater than 1). Here, n may be determined according to the kind of the manual transmission. 
     The shift control apparatus of the manual transmission according to the embodiment of the present invention may include a first to sixth forward gears and one reverse gear (R). The predetermined gear will be described in more detail with reference to  FIG. 4 . 
       FIG. 4  is an enlarged view of a shift pattern  135  shown in  FIG. 2 . 
     The shift pattern  135  shown in  FIG. 4  may be engraved or embossed in a rod  110  of a shift lever  100  shown in  FIG. 2 . The rod  110  shown in  FIG. 2  is moved along the shift pattern by a driver. 
     The shift pattern may include one select pattern  510  and a plurality of shift patterns  551 ,  552 ,  553 ,  554 ,  555 ,  556 , and  55 R. 
     The reverse gear (R), the first gear, the third gear, and the fifth gear are disposed above the select pattern  510 . The second gear, the fourth gear, and the sixth gear are disposed below the select pattern  510 . The first, third, and fifth gears are disposed symmetrically with the second, fourth, and sixth gears, respectively with respect to the select pattern  510 . A neutral gear position may be disposed on the select pattern  510  between the third gear and the fourth gear. 
     In order to shift the rod  110  located at the neutral gear position to the first gear, the rod  110  is moved along the select pattern  510  in a left select direction, and then should be moved along the shift pattern  551  corresponding to the first gear in an upward shift direction. 
     In order to shift to a low speed gear (the first gear or the second gear) while a vehicle is driven at a high speed, for example, the rod  110  is located at a high speed position (any one of the fourth to sixth gears), it is required that the rod  110  should be moved to the neutral gear position and moved along the select pattern  510  in the left select direction, and then should be moved along the shift pattern  551  and  552  in the upward shift direction or in a downward shift direction. 
     As such, the rod  110  should be moved along a “predetermined path” so as to shift to a predetermined gear. The “predetermined path” includes at least one “select path” and at least one “shift path”. In the present specification, the “select path” means a trace of the rod  110  moving along the select pattern  510 , and the “shift path” means a trace of the rod  110  moving along any one of the plurality of shift patterns  551 ,  552 ,  553 ,  554 ,  555 ,  556 , and  55 R. 
     Meanwhile, in the present specification, a “critical speed” means a speed corresponding to each of the “predetermined gears”. The critical speed may be variously set by automobile manufacturers or designers. For example, the critical speed of the first gear may be set to 15 km/h, and the critical speed of the second gear may be set to 30 km/h. 
     Referring back to  FIGS. 1 to 3 , the shift control apparatus of the manual transmission according to the embodiment of the present invention includes the shift lever  100  including the rod  110 , a shift lock  200  limiting the movement of the rod  110 , and a controller  300  controlling the shift lock  200 . Here, the controller  300  compares the speed of the vehicle with a predetermined critical speed of the predetermined gear. As a result of the comparison, if the speed of the vehicle is greater than the critical speed, the controller  300  controls the shift lock  200  to be located on the shift path of the predetermined gear, thereby limiting the movement of the rod  110  in the shift direction of the predetermined gear. 
     According to the shift control apparatus of the manual transmission according to the embodiment of the present invention, when the speed of the vehicle is greater than the critical speed of the predetermined gear at a point of time of the shift-down, it is possible to prevent the shift-down and to reduce the overload of the manual transmission. 
     The structure of the shift control apparatus of the manual transmission according to the embodiment of the present invention will be described in detail with reference to  FIGS. 1 to 3 . 
     The shift control apparatus of the manual transmission according to the embodiment of the present invention may further include a cover  500 , a bracket  700 , a select lever  900 , and an electronic control unit (ECU)  1000  as well as the shift lever  100 , the shift lock  200 , and the controller  300 . The respective components will be described in detail below. 
     The shift lever  100  may include the rod  110 , a knob  130 , a stopper  150 , and an insert outer  170 . 
     The rod  110  is used to shift the gear. The rod  110  can be moved along the shift pattern shown in  FIG. 4  by the driver. 
     The knob  130  is provided on the top of the rod  110 . The shift pattern  135  shown in  FIG. 4  may be formed in the knob  130 . 
     The stopper  150  is mounted on the rod  110 . The stopper  150  may be mounted between the top and bottom of the rod  110 . The stopper  150  may be mounted between the knob  130  and the insert outer  170 . The stopper  150  may be mounted to lean in a particular direction on the edge or circumference of the rod  110 . Here, the particular direction corresponds to the select direction shown in  FIG. 4 , and in more detail, may be the left select direction, i.e., the select directions of the first gear and second gear. 
     When the stopper  150  is caught by the contact with the shift lock  200 , the movement of the rod  110  in the shift direction of the predetermined gear is limited. 
     Here, the stopper  150  is not necessary. That is, as long as a portion of the rod  110  can function as the stopper  150 , the stopper  150  may not be required. In this case, the rod  110  is caught by the shift lock  200 , and thus, the movement of the rod  110  in the shift direction of the predetermined gear may be limited. Specifically, the stopper  150  may be a portion of the rod  110  without being mounted on the rod  110 . Specifically, this will be described with reference to  FIG. 5 . 
       FIG. 5  is a side view showing a modified example of the rod  110  shown in  FIG. 2 . 
     Referring to  FIG. 5 , a rod  110 ′ may include a stopper  150 ′. The stopper  150 ′ may have a shape protruding from a portion of the rod  110 ′ in the left select direction shown in  FIG. 4 . Since the rod  110 ′ includes the stopper  150 ′, the stopper  150 ′ does not necessarily need to be formed as a separate member like the stopper  150  shown in  FIGS. 2 to 3 . Therefore, the shift control apparatus of the manual transmission according to the embodiment of the present invention has a simpler internal structure and a reduced manufacturing cost. 
     Referring back to  FIGS. 1 to 3 , the insert outer  170  is mounted below the rod  110 . The insert outer  170  includes a first portion  171  and a second portion  173 . The first portion  171  has a spherical shape which can rotate by the operation of the rod  110 . The second portion  173  is formed extending from the first portion  171  toward the select lever  900 . The second portion  173  is coupled to the select lever  900 . 
     The shift lock  200  may limit or block of the movement of the rod  110  in the shift direction of the predetermined gear by the control of the controller  300 . 
     The shift lock  200  may be disposed adjacent to the shift lever  100 . Specifically, the shift lock  200  may be disposed below the shift lever  100 . As such, since the shift lock  200  is disposed adjacent to the shift lever  100 , spatial degrees of freedom are improved. 
     One shift lock  200  or a plurality of shift locks  200  may be provided. When the plurality of shift locks  200  are provided, the shift lock  200  may include a first shift lock  200   a  and a second shift lock  200   b . The structure of the shift lock  200  will be described in detail with reference to  FIG. 6 . 
       FIG. 6  is a perspective view of the shift lock  200  shown in  FIG. 2 . 
     While the two first and second shift locks  200   a  and  200   b  of the shift lock  200  are shown together in  FIG. 6 , one shift lock  200  may be provided. 
     The first and second shift locks  200   a  and  200   b  have the same structure. 
     Referring to  FIG. 6 , the first and second shift locks  200   a  and  200   b  may include solenoids  210   a  and  210   b  and shift lock cams  230   a  and  230   b , respectively. 
     The solenoids  210   a  and  210   b  may include bodies  211   a  and  211   b  and shafts  213   a  and  213   b.    
     The shafts  213   a  and  213   b  are mounted on the bodies  211   a  and  211   b . Specifically, the shafts  213   a  and  213   b  may be mounted on the central axes of the cylindrical bodies  211   a  and  211   b.    
     Magnets  215   a  and  215   b  are disposed within the shafts  213   a  and  213   b . Permanent magnets (not shown) may be disposed within the bodies  211   a  and  211   b.    
     The shafts  213   a  and  213   b  may linearly reciprocate by the controller  300 . The linear reciprocation of the shafts  213   a  and  213   b  can be made by an attractive force and a repulsive force between the magnets  215   a  and  215   b  mounted within the shafts  213   a  and  213   b  and the permanent magnets mounted within the bodies  211   a  and  211   b . The controller  300  controls the direction of a current applied to the bodies  211   a  and  211   b , and then changes the polarity of a magnetic field within the bodies  211   a  and  211   b , so that the shafts  213   a  and  213   b  can linearly reciprocate. 
     The shift lock cams  230   a  and  230   b  include one ends  231   a  and  231   b  and the other ends  233   a  and  233   b . The one ends  231   a  and  231   b  block the movement of the rod  110 . The other ends  233   a  and  233   b  are connected to the shafts  213   a  and  213   b . Rotational axes  235   a  and  235   b  are disposed between the one ends  231   a  and  231   b  and the other ends  233   a  and  233   b.    
     The shift lock cams  230   a  and  230   b  are able to perform reciprocating rotation with interworking with the linear reciprocation of the shafts  213   a  and  213   b .  FIG. 7  shows that the shift lock cams  230   a  and  230   b  shown in  FIG. 6  have performed a rotational motion at a predetermined angle in a clockwise direction with interworking with the straight line motion of shafts  213   a  and  213   b.    
     The shift lock  200  may further include a sensor  250 . The sensor  250  senses the positions of the shafts  213   a  and  213   b . The sensor  250  transmits information on the sensed positions of the shafts  213   a  and  213   b  to the controller  300 . On the basis of the received information on the positions of the shafts  213   a  and  213   b , the controller  300  is able to determine the states of the shift lock cams  230   a  and  230   b  connected to the shafts  213   a  and  213   b . Specifically, on the basis of the received information on the positions of the shafts  213   a  and  213   b , the controller  300  is able to determine whether the shift lock cams  230   a  and  230   b  of the shift lock  200  is, as shown in  FIG. 6 , in an open-state or, as shown in  FIG. 7 , in a locked-state. 
     The sensor  250  may include hall ICs  251   a  and  251   b . The hall ICs  251   a  and  251   b  may sense the change of the magnetic force, and thus, detect a distance between the hall IC and the magnets  215   a  and  215   b  exposed through ones of both ends of the shafts  213   a  and  213   b  respectively. 
     The hall ICs  251   a  and  251   b  may be mounted on a PCB  253 . The solenoids  210   a  and  210   b  and the PCB  253  of the sensor  250  may be mounted on a mounting plate  290  shown in  FIGS. 2 and 3  and fixed. 
     When the two shift locks  200  are, as shown in  FIGS. 1 to 3 , provided, the first shift lock  200   a  and the second shift lock  200   b  may be operated independently of each other by the controller  300 . The description of the detailed operation of the shift lock will be provided in the description of the controller  300 . 
     The sensor  250  independently senses the first shift lock  200   a  and the second shift lock  200   b  and transmits the sensed result to the controller  300 . In this case, a first hall IC  251   a  sensing the first shift lock  200   a  and a second hall IC  251   b  sensing the second shift lock  200   b  may be disposed on the PCB  253  of the sensor  250 . 
     The controller  300  controls the shift lock  200  by comparing the speed of the vehicle with a predetermined critical speed of the predetermined gear. Here, the controller  300  may receive information on the speed of the vehicle from the ECU  1000 . 
     The controller  300  compares the speed of the vehicle with the critical speed of the predetermined gear. As a result of the comparison, if the speed of the vehicle is greater than the critical speed, the controller  300  controls the shift lock  200  to be located on the shift path of the predetermined gear, and limits the movement of the rod  110  in the shift direction of the predetermined gear. 
     For a concrete example, an example in which the first shift lock  200   a  shown in  FIG. 2  limits the movement of the rod  110  in the shift direction of the first gear will be described with reference to  FIGS. 8 to 9 . 
       FIGS. 8 to 9  shows a series of the process preventing shifting to the first gear in a state where the vehicle on which the shift control apparatus of the manual transmission according to the embodiment of the present invention has been mounted travels at a high speed. Specifically,  FIG. 8  shows the rod  110  located at the neutral gear position by the driver while the vehicle travels at a high speed.  FIG. 9  shows that the driver has moved the rod  110  in the left select direction shown in  FIG. 4  along the select path of the first gear in order to change the gear to the first gear. 
     During the process from  FIG. 8  to  FIG. 9 , the controller  300  shown in  FIG. 2  compares the vehicle&#39;s speed received from the ECU  1000  with the critical speed of the first gear (hereafter, referred to as a first critical speed). The first critical speed is a predetermined value stored in the controller  300 . As a result of the comparison, if the speed of the vehicle is greater than the first critical speed, the controller  300  controls, as shown in  FIG. 9 , the first shift lock cam  230   a  of the first shift lock  200   a  to be located on the shift path of the first gear. 
     In order that the first shift lock cam  230   a  is located on the shift path of the first gear, the controller  300  applies a current signal to the first solenoid  210   a  and causes the first shaft  213   a  to perform a rectilinear motion in the left select direction. Then, the lower portion  233   a  of the first shift lock cam  230   a  rotates clockwise around the first rotational axis  235   a  at a predetermined angle by the first shaft  213   a . Simultaneously with this, the upper portion  231   a  of the first shift lock cam  230   a  rotates clockwise at the predetermined angle. When the upper portion  231   a  of the first shift lock cam  230   a  is located on the shift path of the first gear by the rotation of the first shift lock cam  230   a , the stopper  150  mounted on the rod  110  is blocked by the upper portion  231   a  of the first shift lock cam  230   a , so that the rod  110  cannot proceed any more in the shift direction of the first gear. 
     Meanwhile, for another concrete example, an example in which the first shift lock  200   a  shown in  FIG. 2  limits the movement of the rod  110  in the shift direction of the first gear and independently of this, the second shift lock  200   b  limits the movement of the rod  110  in the shift direction of the second gear will be described with reference to  FIG. 10 . 
       FIG. 10  is a view showing a state where the first shift lock  200   a  and the second shift lock  200   b  limit the movement of the rod  110 . 
       FIG. 10  shows a result obtained by controlling the first shift lock  200   a  and the second shift lock  200   b  shown in  FIG. 2  under a predetermined condition by the controller  300  shown in  FIG. 2 . Hereafter, the predetermined condition will be described in detail. 
     The controller  300  compares the vehicle&#39;s speed received from the ECU  1000  with the critical speed of the first gear and the critical speed of the second gear (hereafter, referred to as a second critical speed). The first and second critical speeds are predetermined values stored in the controller  300 . 
     As a result of the comparison, if the speed of the vehicle is greater than the first critical speed and the second critical speed, the controller  300  controls, as shown in  FIG. 10 , the first shift lock cam  230   a  of the first shift lock  200   a  to be located on the shift path of the first gear and controls the second shift lock cam  230   b  of the second shift lock  200   b  to be located on the shift path of the second gear. 
     Meanwhile, as a result of the comparison, if the speed of the vehicle is greater than the first critical speed and is less than the second critical speed, the controller  300  controls, as shown in  FIG. 10 , the first shift lock cam  230   a  of the first shift lock  200   a  to be located on the shift path of the first gear, and controls the second shift lock cam  230   b  of the second shift lock  200   b  not to be located on the shift path of the second gear. This means that while the shifting to the first gear at the current speed of the vehicle is not permitted, the shifting to the second gear is permitted. 
     Referring back to  FIG. 1 , the cover  500  is disposed on the bracket  700  and is coupled to the bracket  700 . 
     The cover  500  covers the shift lock  200  shown in  FIG. 2  and has an opening that the one end  231   a  of the first shift lock cam  230   a  enters. In the open-state shown in  FIG. 8 , the cover  500  may protect and conceal the first shift lock cam  230   a  by covering the first shift lock cam  230   a . Meanwhile, in the locked-state shown in  FIG. 9 , the one end  231   a  of the first shift lock cam  230   a  may come out through the opening of the cover  500 . 
     The bracket  700  surrounds and protects the shift lever  100 , the shift lock  200 , and the select lever  900 . 
     The select lever  900  is coupled to the shift lever  100 . The select lever  900  is interlocked together with the shift lever  100 . When the rod  110  of the shift lever  100  moves in the select direction, the select lever  900  may moves together with the rod  110 . 
     The ECU  1000  senses the speed of the vehicle on which shift control apparatus of the manual transmission according to the embodiment of the present invention is mounted. Also, the ECU  1000  transmits information on the sensed speed of the vehicle to the controller  300 . The ECU  1000  may not only sense the speed of the vehicle but also control an electrical system or a subsystem of the vehicle. 
     The features, structures and effects and the like described in the embodiments are included in at least one embodiment of the present invention and are not necessarily limited to one embodiment. Furthermore, the features, structures, effects and the like provided in each embodiment can be combined or modified in other embodiments by those skilled in the art to which the embodiments belong. Therefore, contents related to the combination and modification should be construed to be included in the scope of the present invention. 
     Although the embodiments of the present invention were described above, these are just examples and do not limit the present invention. Further, the present invention may be changed and modified in various ways, without departing from the essential features of the present invention, by those skilled in the art. That is, the components described in detail in the embodiments of the present invention may be modified. Further, differences due to the modification and application should be construed as being included in the scope and spirit of the present invention, which is described in the accompanying claims.