Abstract:
A circuit interlock switch mountable in a stalk switch apparatus includes an actuator mounted on a lever movably mounted in a housing attachable to a vehicle steering column. The actuator is moveable relative to the lever. In a first movement state, the actuator is coupled through a shaft extending through the lever to a contactor and moves the contactor between operative states upon rotation of the actuator to open and close vehicle circuits coupled through conductive traces in a substrate engaged by contacts on the contactor. A cam and cam follower are formed on the lever and the actuator to permit axial translation of the actuator relative to the lever only in certain rotated positions of the actuator.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is related to three other co-pending applications, U.S. patent application Ser. No. 09/533,716 for “MULTI-FUNCTION SWITCH APPARATUS” and Ser. No. 09/533,681 for “MULTI-FUNCTION STOCK SWITCH WITH ZERO BACKLASH DRIVE GEAR PAIR” and Ser. No. 09/534,426 for “SWITCH APPARATUS FOR ACTUALIZING A PLURALITY OF ELECTRICAL CIRCUITS”, all filed on Mar. 23, 2000. 
    
    
     BACKGROUND OF THE INVENTION 
     1 Field of the Invention 
     The present invention relates to switches and, more specifically, to vehicle steering column mounted switches for controlling vehicle operating circuits and components. 
     2 State of the Art 
     The evolution of steering column switches in motor vehicles has been toward greater integration of functions in a single switch lever. Previously, a plurality of individual switches, each controlling a single vehicle function, i.e., turnsignals, windshield wipers, headlights, etc., were mounted on the vehicle dashboard. Current steering column switch levers are designed to control a variety of functions for vehicle operating circuits or devices, such as turnsignals and hazard lights, high beam and low beam headlights with optional flash-to-pass, parking lights, fog lights, windshield wiper and wash functions, including multi-speed wipers with or without intermittent delay. 
     Typically, a steering column stalk switch includes a single lever or stalk pivotally mounted on one side of a housing attached to the vehicle steering column in an easily accessible position for access by the driver of the vehicle. The lever is gimballed at one end in housing so as to move in one and, typically, two mutually separate planes. Further, the lever may be provided with a rotatable end cap, and/or a slidable member movable along the longitudinal axis of the lever to control additional vehicle operating circuits. An intermediate member on the lever may also be rotatable to control another vehicle circuit or device. Actuators are mounted in the housing and, in response to movement of the lever in different directions or planes, rotation of the end cap, or movement of the slidable member, or rotation of the intermediate member on the lever, move a switching member carrying contacts between various switching positions to effect the switching of electrical connections for a particular vehicle operating circuit. 
     In some vehicles, particularly vehicles manufactured in Europe and/or Japan, two steering column stalk switches are provided, one mounted on the left side of the steering column and one on the right side of the steering column. The various vehicle operating circuits or devices described above are split between the two stalk switches, with the left stalk switch typically controlling vehicle headlight, parking light, fog light, flash-to-pass operation as well as turnsignal operations. The right mounted stalk lever typically controls windshield wiper, mist and wash devices. 
     However, regardless of whether one or two stalk switches are employed in a vehicle, vehicle design constraints require that the stalk switch lever and the housing assembly be as small as possible while at the same time providing easy access to and movement of the various switches on the stalk switch(es). At the same time, each stalk switch must meet further design constraints relating to a low manufacturing cost, a minimal number of individual components, ease of assembly, and ease of installation in the vehicle. Such stalk switches must also have the capability of easy modification to different vehicle design parameters, such as the ability to control when the vehicle fog lights are operable with respect to the state of the vehicle high beam or low beam headlights. It would also be desirable to provide a vehicle mounted steering column stalk switch which is capable of three modes or degrees of motion, namely, radially, axial and gear driven to operate a plurality of electrical circuits in the vehicle. It would also be desirable to provide a vehicle mounted steering column stalk switch which has the capability of operating a plurality of auxiliary circuits in a single stalk switch lever. 
     SUMMARY OF THE INVENTION 
     A vehicle steering column stalk switch apparatus constructed in accordance with the present invention includes a unique fog lamp interlock switch which limits the ability of a vehicle operator to switch on the vehicle front and/or rear fog lamps to only certain operative states of the vehicle headlamps. 
     In one aspect of the invention, a housing is mounted on a vehicle steering column and has a lever mounted thereon. A first contractor is mounted in the housing for movement between distinct positions and carries contacts electrically connectable to conductive elements in the housing which are connected to a first set of vehicle operating circuits. 
     A first actuator is rotatably mounted on the lever for movement independent of the lever. A second contractor is mounted in the housing and is selectively movable into contact with conductive elements carried in the housing for controlling operation of a second vehicle operating circuit. Means cooperate between the first actuator and the second contractor for permitting movement of the second contractor from a first position to a second position only in predetermined positions of the first actuator. In the second position, the second contractor engages contacts with selected conductive elements or traces in the housing to turn on the second vehicle operating circuit. 
     In one preferred aspect, the first actuator is in the form of an end cap movably coupled to the lever for rotation with respect to the lever. A shaft extends through the lever and has a first end fixed to the end cap and an opposed second end engagably coupled to the first contractor for controlling the first set of vehicle operating circuits such that rotation of the end cap and the shaft causes movement of the first contractor between positions. 
     A cam is formed in the lever and defines the rotated positions of the actuator where the actuator is allowed to move to the second position. A cam follower is carried on the shaft and movable along the cam. The cam is formed to allow axial translation of the end cap with respect to the lever only in certain rotated positions of the end cap with respect to the lever. 
     Different cams may provided which allow the end cap to be linearly movable relative to the lever when the end cap has been rotated to a first position in which the first actuator and first contractor complete a circuit to turn the vehicle park lights on, and/or to a second position in which the end cap is rotated to a position in which the first actuator and first contractor complete a electrical circuit to turn on the vehicle low beam and/or high beam headlamps. 
     The cam may also provide for separate actuation of rear vehicle fog lamps only after front mounted vehicle fog lamps have been activated by further rotation of the end cap from its translated position with respect to the lever. 
     According to one aspect of the present invention, all of the electrical contacts necessary to open and close circuits controlling the state of the operating circuits for the vehicle headlamps as well as the vehicle fog lamps, for example, are mounted on a single contractor which is moved between separate positions opening and closing various electrical circuits in response to rotation of the end cap relative to the lever as well as linear translation of the end cap with respect to the lever as described above. 
     According to another aspect of the present invention, a detent surface with a plurality of discrete detents is formed in a tubular member mounted about the shaft concentric within the lever. The cam follower is in the form of a plunger mounted on the shaft and rotatably engagable with the detents to define the distinct rotated positions of the end cap relative to the lever. 
     The detents extend axially on an inner surface of the tubular member. A radially inward step is formed in each detent surface to provide tactile feel for axial translation of the end cap relative to the lever. 
     The plunger also acts as the cam follower and rides along the cam to define the axially translated positions of the end cap relative to certain rotated positions of the end cap or actuator. 
     The present vehicle fog lamp interlock switch mountable in a vehicle steering column stalk switch lever uniquely provides a steering column switch apparatus with the capability to switch a moving contractor which is driven by rotation of an actuator mounted on a lever through a first group of operative states opening and closing electrical circuits via connection of an electrical contact on the contractor with conductive traces on the substrate to additionally open and close a separate circuit via a separate contact carried on the contractor through a separate movement of the actuator with respect to the lever. This provides multiple functions on a single vehicle stalk switch lever thereby affording the advantages of a small compact lever, simplified installation due to the combination of multiple control devices in a single lever, as well as a lower manufacturing cost due to the use of a reduced number of separate components. 
    
    
     BRIEF DESCRIPTION OF THE DRAWING 
     The various features, advantages and other uses of the present invention will become more apparent by referring to the following detailed description and drawing in which: 
     FIG. 1 is a perspective view of a steering column stalk switch apparatus according to the present invention; 
     FIG. 2 is a bottom elevational view of the apparatus of FIG. 1 shown in an assembled state; 
     FIGS. 3A and 3B are exploded perspective views of the housing portion of the stalk switch apparatus shown in FIG. 1; 
     FIG. 3C is an exploded perspective view of the headlight/turnsignal stalk switch lever shown in FIG. 1; 
     FIG. 3D is an exploded perspective view of the wiper stalk switch lever shown in FIG. 1; 
     FIG. 4 is a plan elevational view of the back housing shown in FIGS. 1-3A; 
     FIG. 5A is a longitudinal cross section view generally taken along line  5 A- 5 A of FIG. 1; 
     FIG. 5B is a bottom perspective view of the headlight/turn signal lever engaged with the linear rack; 
     FIGS. 6A,  6 B,  6 C and  6 D are pictorial representations of different cam profiles employed in the headlight/turnsignal stalk switch shown in FIGS. 1 and 3B; 
     FIG. 7 is a longitudinal cross sectional view of the detent surfaces in the spacer ring shown in FIG. 3C; 
     FIG. 8 is a bottom elevational view of the turnsignal carrier shown in the center position; 
     FIG. 9 is a bottom elevational view of the turnsignal carrier in a left hand turn position; 
     FIG. 10 is a top perspective view of the wiper switch mounted on the grid assembly; 
     FIG. 11 is a bottom perspective view of the wiper switch mounted on the grid assembly; 
     FIG. 12 is a side elevational view of the wiper switch shown in FIG. 3D; 
     FIG. 13 is a bottom elevational view of the radial rack and printed circuit board of the wiper switch shown in FIGS.  3 D and  10 - 12 ; 
     FIG. 14 is a cross-sectional view generally taken along line  14 — 14  of FIG. 10; 
     FIG. 15 is a partially cross-sectioned, side elevational view of the wiper switch lever of FIG. 10; and 
     FIG. 16 is an enlarged, partial view of the gear pair shown in FIG.  15 . 
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     Referring now to the drawing, and to FIGS. 1-14 in particular, there is depicted a steering column stalk switch apparatus  10  which is mountable on a vehicle steering column, not shown, and operative to control the vehicle exterior lighting, windshield wiper and windshield wash functions and hazard flash functions, and to control of the intensity or brightness of the interior instrument panel back lighting. 
     The steering column stalk switch apparatus, hereafter referred to as the “switch apparatus”, includes a housing assembly  12  formed of a back housing  14  and a front cover  16  which is interlockingly engagable with the back housing  16  and mountable by conventional means to a vehicle steering column, a headlamp/turnsignal lever assembly  18 , a windshield wiper/wash/mist lever assembly  20  and a hazard flasher denoted generally by reference number  22 . 
     The back housing  14  is formed as a one-piece, molded plastic member having a bottom wall  32  with a stepped configuration and upstanding side walls  34  extending from various peripheral edges of the bottom wall  32  and forming cavities on the back housing  14  for receiving various control elements, as described hereafter. 
     As generally shown in FIGS. 1,  2 ,  3 A and  4 , the back housing  14  includes a first cavity  36  containing a headlamp contact grid  38  insert molded in the bottom wall  32  and an adjacent portion  40  containing apertures for receiving terminals of a headlamp beam change grid described hereafter. 
     Adjacent to the first cavity  36  are mounting flanges  44  which receive a hazard carrier  46  forming part of the hazard flasher  22 . The hazard carrier  46  is movably biased relative to the back housing  14  by a plunger  48  and a biasing spring  50  which seat in a tubular member  52  extending from the bottom wall  32  of the back housing  14 . A bifurcated leaf contact  54  is heat staked to mounting pins on the hazard carrier  46 . Contact ends of the leaf contact  54  are adapted to engage a contact grid mounted on a printed circuit board which carries a flasher relay as is conventional. Movement of a hazard carrier button  56  and the entire hazard carrier  46  causes the leaf contact  54  to complete an electrical circuit between various contacts or conductive traces on the relay printed circuit board thereby providing an output signal to a hazard sense contact  58  which is mounted in recesses in the bottom wall  32  of the back housing  14 . The hazard sense contact  58  terminates in a bridge  60  formed of a plurality of opposed resilient contact arms which define a slot therebetween. 
     A latch pin  62  rides in a slot  64  seen in FIG. 3B in the hazard carrier  46  to control latching of the hazard carrier  46  in the depressed position and unlatching upon subsequent depression of the hazard button  56  in a conventional manner. 
     As also shown in FIG. 4, a plurality of additional recesses are formed in a generally central portion of the back housing  14  to receive additional clip bridges  66 , each in the form of a unitary electrically conductive member having at least one pair and preferably a plurality of pairs of spaced resilient arms, each pair or groups defining a single slot therebetween for receiving a terminal. The rightmost end portion of the back housing  14 , in the typical driver orientation shown in FIG. 4, includes a plurality of terminal receiving apertures  72  and a generally arcuate recess  74 . 
     As shown in FIG. 2, first and second connector receptacles  78  and  80 , respectively, are formed on and extend from the bottom wall  32  of the back housing  14 . Each receptacle  78  and  80  includes apertures for receiving terminals therethrough from various components mounted in the back housing  14  as described hereafter. In addition, a plurality of terminals  82  are formed in the first connector receptacle  78 . The terminals  82  are connected to various traces in the headlamp contact grid  38 . Two additional terminals  84 , also connected to portions of the headlamp grid  38 , are located adjacent to the first connector receptacle  78 . In this manner, a plurality of individual connectors from the vehicle body wiring harness may be easily interconnected to the terminals in the back housing  14  for connection of the various components of the switch apparatus  10  to the vehicle electrical system for control of specified vehicle components as described hereafter. 
     As shown in FIGS. 1 and 4, a one piece grid assembly  88  has a first contact grid  90  insert molded in a rigid insulating carrier or body. Leads  91  extend from the contact grid  90  to terminals  92  projecting exteriorly of the bottom wall  32 . Another grid assembly  91  including conductive traces is insert molded in another portion of the grid assembly  88 . 
     The grid assembly  88  has terminals  89  extending from apertures  87 , shown in FIGS. 10 and 11 which engage the clip bridges  66  to electrically connect the hazard carrier  46  to the conductive contact grid  90  and, then, to the terminals  92  in the receptacle  80 . The terminals  89  assist in mounting the grid assembly  88  as a part of the back housing  14 . 
     Also forming a part of the grid assembly  91  is a contact grid  93  designated for windshield wiper/mist/wash operation, as described hereafter. The second contact grid  93  includes individual leaf contacts  94 ,  95 ,  96  and  97 . A further description of the operation of the leaf contacts  94 - 97  will be provided hereafter in conjunction with a description of the windshield wiper/wash lever  20 . 
     Finally, a post  98  extends from one end of the carrier bodies of the grid assembly  88  and receives the wash/mist actuator as described hereafter. 
     The front cover  16 , as shown in FIGS. 1 and 3A, is also formed of a one-piece, molded plastic body having a shape complementary to the shape of the back housing  14 . The front cover  16  provides pivot connections to the headlamp/turnsignal lever  18  and the windshield wiper/wash lever  20  as described hereafter. Keyed posts  99  project from one edge of the front cover for orienting the front cover  16  on the steering column when inserted into mating slots in a steering column mounting bracket. Mounting flanges  101  also project from the front cover  16  for alignment with apertures in the steering column mounting bracket, not shown. Additional features of the front cover  16  will be described in connection with the various operative elements of the switch apparatus  10  with which such features interact. 
     Referring now to FIGS. 1,  3 A,  3 B, and  4 - 7 , the detailed construction of the headlamp/turnsignal lever  18  will now be provided. A turn carrier base  110  is mountable by means of opposed pairs of latch arms  112  into apertures in the bottom wall  32  of the back housing  14  generally located in the first cavity and adjacent portions  36  and  40 . The turn carrier base  110  includes a pair of arcuate walls  114  which project upwardly from a support wall  116 . The arcuate walls  114  and the support wall  116  support a pair of depending legs  322 , only one of which is shown in FIG. 3A on a turnsignal carrier  320 . The legs  118  slidably rest on the support wall  116  and are disposed adjacent to the arcuate walls  114  to provide pivotal movement of the turnsignal carrier  320  between a center neutral position and opposed left turn and right turn positions. 
     A pair of recesses  122 , only one of which is shown in FIG. 3A, are disposed adjacent to the arcuate walls  114  and receive opposed pivots  124  on a fog lamp lever  126 . The pivots  124  pivotally mount the fog lamp lever  126  to the turn carrier base  110 . The fog lamp lever  126  has a centrally located pad  128  depending from a center leg portion  130 . When the fog lamp lever  126  is pivotally mounted in the recesses  122  in the turn carrier base  110 , the pad  128  is disposed within an aperture  132  in the support wall  116  of the turn carrier base  110  so as to be accessible through the aperture  132  to movement of the end of a shaft extending through the lever  18  as described hereafter. 
     Hollow posts  134  are also formed along one end of the turn carrier base  110  for receiving interconnecting pins depending from the front cover  16  to position the turn carrier base  110  relative to the front cover  16 . 
     The turnsignal carrier  320 , which will be described in greater detail hereafter in conjunction with operation of the headlamp/turnsignal lever  18  for operation of the vehicle turnsignals, is preferably in the form of a one-piece, molded plastic body which includes a tubular sleeve  326  mounted in a leg extending between an upper portion of the depending legs  118 . The sleeve  326  receives a lever plunger  136  shown in FIG. 3C having a spherical endform which is seated in one end of the sleeve  326 . A projection, not shown, depends from the front cover  16  into the other end of the sleeve  326  to pivotally mount the turnsignal carrier  120  in the housing  12 . 
     The lever plunger  136  is biased into the sleeve  326  by a biasing member or spring  140  which seats in a tubular sleeve  141  formed at one end of a hollow lever  142 . The lever  142  is preferably in the form of a one-piece, unitary, molded plastic body having a pair of transversely extending trunnions  144 , only one being shown in FIG. 3C, which pivotally seat within apertures formed in the depending legs  118  on the turnsignal carrier  320 . When the trunnions  144  are mounted in the apertures in the depending legs  118 , the sleeve  141  is generally coaxially aligned with the sleeve  326  on the turnsignal carrier  320 . In this manner, the headlamp turnsignal lever  142  is pivotally mounted for rotation in two angularly disposed planes. Preferably, the lever  142  is mounted for pivotal movement in two perpendicular opposed planes about a first axis extending between the trunnions  144  and a second axis extending through the sleeve  141 , the lever plunger  326  and the sleeve  134  on the turnsignal carrier  320 . 
     As also shown in FIG. 3C, the lever  142  is provided with a flash-to-pass paddle  146  which projects angularly from one end of the lever  142 . In addition, a mounting arm  148  with a through slot  150  depends from one end of the lever  142  generally below the paddle  146 . The mounting slot  150  is coaxially aligned with a through bore extending through the lever  142  from one end adjacent to the mounting arm  148  and an opposed end forming a seat generally spaced from an opposed exterior end  156  of the lever  142 . 
     As shown in FIGS. 3C,  5 A and  5 B, a printed circuit board  160  carrying conductive traces individually connected to a series of circumferentially spaced resistors is mounted on the seat within the end  156  of the lever  142 . A leaf contact  162  having a pair of leaf contact pads  164  mounted at the end of two spaced arms, is fixedly mounted, such as by heat staking, in one end of an instrument panel lamp dimmer ring  166 . Rotation of the dimmer ring  166  causes the contact arms  164  to wipe across the conductive traces on the circuit board  160  thereby varying the amount of resistance supplied to the instrument panel lamp circuit. A pair of wires  168  are connected, such as by soldering, to the circuit board  160  at one end and pass through the first end of the lever  142  exteriorly of the back housing  14  to the two additional terminals  84  on the exterior surface of the bottom wall  32  of the back housing  14 . Terminal connections on the end of the wires  168  connect to terminals  84  which are in turn connected via conductive traces on the grid assembly  88  to selected first connector terminals  82 . The wires  168  are protected by a cover  170 , shown in FIG. 3B which snaps on the exterior surface of the back housing  14 . 
     A through bore  172  is formed internally within the dimmer ring  166  in a solid central member  174  mounted or formed within the outer periphery of the dimmer ring  166 . The outer periphery of the dimmer ring  166  may be formed with surface gradations, such as spaced projections, providing an easily rotatable finger engagement surface. 
     The opposed end of the central member  174  is provided with at least one and, preferably, a pair of spring seats which receive biasing springs  176 . A plunger  178  is mounted at the opposite end of each spring  176 . At least one of the plungers  178  rides against an arcuate detent surface  180  formed on one end of an intermediate housing  182 . The other plunger  178  rides on a smooth end portion of the housing  182 . Two diametrically opposed plungers  178  are preferably employed, even through only one plunger  178  engages the detent surface  180 , for force equalization during rotation of the dimmer ring  166 . The intermediate housing  182  is characterized by a generally cylindrical portion having the one end  180  and an opposed end  184 . A tubular shaft  186  projects from the first end  180  and has a hollow bore extending therethrough. The bore also extends through the tubular portion of the intermediate housing  182 . A pair of guide fingers  188  project from the first end  180  concentrically about the shaft  186  and engage recesses formed in the central member  174  in the dimmer ring  166  to key the orientation of the intermediate housing  182  to the dimmer ring  166 . Lock projections  190  are formed on the exterior surface of each guide finger  188  and snap around one end of the central member  174  in the dimmer ring  166  to secure the intermediate housing  182  to the dimmer ring  166 . 
     The detent surface  180  which is formed with a series of circumferentially spaced projections provides discrete tactile positions for the dimmer ring  166  to control the intensity of the instrument panel lamp(s) as described above. 
     A guide rail  192  is formed on the exterior of the tubular portion of the intermediate housing  182 . The guide rail  192  engages a slot in an end cap as described above. 
     A spacer ring  200 , shown in detail in FIGS. 3C and 7 is in the form of a tubular body having an internal through bore which is coaxially mountable over the tubular portion of the intermediate housing  182 . Internal projections  201 , formed within the bore of the spacer ring  200  engage diametrically opposed apertures  202  in the intermediate housing  182  to fixedly lock the spacer ring  200  to the intermediate housing  182 . 
     A detent surface  204  including three detents  206 , by example, is provided on a portion of the interior surface of the bore in the spacer ring  200 . Each detent  206  extends substantially along the entire length of the spacer ring  200 ; but has an intermediate step  207  dividing each detent into two coaxial, but radially offset shown in FIG.  7 . 
     A shaft  210  extends through the joined spacer ring  200  and the intermediate housing  182 , the dimmer ring  166  and the lever  142 , as shown in FIGS. 3C and 5. The shaft  210  includes a first large diameter shaft portion  212  and a first end portion  214  of a smaller diameter. A flat or other key shaped member  216  is formed at the juncture of the first and second shaft portions  212  and  214  for keyed engagement with a drive gear described hereafter. 
     The opposite end of the shaft  210  is formed with a transversely extending tubular sleeve  218  having opposed end bores which individually receive a biasing member  220 , such as a compression spring, and a movable plunger  222 . As can. be seen in FIG. 5, the plungers  222  project diametrically and transversely outward from a longitudinal axis of the shaft  210 . 
     A pair of spaced fingers  230  project coaxially with the longitudinal axis of the shaft  210  from the sleeve  218  and are adapted to engage an interior bore  232  in an end cap  234 . The interior bore  232  is formed within a mounting sleeve  236  having a pair of spaced legs  238 , each carrying an aperture  240 . The apertures  240  align with the bores in the sleeve  218  to secure the end cap  234  to the shaft  210 . The aligned apertures  240  in the end cap  234  and the bores in the sleeve  218  allow for insertion of the biasing spring  220  and the plunger  222  therein. 
     When the dimmer ring  166  is mounted on the shaft  210  and the spacer ring  200  is mounted about the intermediate housing  182 , the shaft  210  projects through the aligned bores in the aforementioned components, such that the plungers  222  will be biased outward from the sleeve  218  and ride in a cam profile  224  which allows operation of the fog lights on the vehicle only in certain headlamp operative states. Various configurations of the cam profile  224  may be provided as shown in FIGS. 6A,  6 B,  6 C and  6 D. The cam profile  224  shown in FIG. 6A depicts the various positions of one of the plungers  222  in the cam profile  224 . 
     Since the end cap  234  is securely coupled to the shaft  210 , the end cap  234  is freely rotatable relative to the lever  142 , the dimmer ring  166 , the intermediate housing  182  and the spacer ring  200 . Rotation of the end cap  234  and the shaft  210  about the longitudinal axis of the shaft  210  moves one of the plungers  222  across the detents  206  in the detent surface  204  in the spacer ring  200 . Three detent positions are defined as shown in FIG. 7, respectively defining headlamp “off”, “park” and “on” or “low beam” light operative states. Further, the end cap  234  and the shaft  210 , as well as the drive gear coupled to the second diameter end portion  214  of the shaft  210  are capable of longitudinal movement with respect to the lever  142 , the intermediate housing  182  and the spacer ring  200 . This longitudinal movement is controlled by the cam profile  224 . Only in certain rotated positions of the end cap  234  as defined by the detents  206  in the spacer ring  200 , is the plunger  222  capable of longitudinal movement axially outward from the lever  142  moving the plunger  222  into the stepped portion of the cam profile  224 . This position, as described hereafter, provides a connection to the vehicle fog lights enabling activation of the fog lights only when the vehicle headlights are in the “park” and “on” positions as shown for the cam profile  224  in FIG.  6 A. Alternate cam profiles  244 ,  246  and  248  are shown in FIGS. 6B,  6 C and  6 D, respectively. Each of these cam profiles  244 ,  246  and  248  provides a different headlamp-fog light relationship. In FIG. 6B, the cam profile  244  allows the plunger  222 , the shaft  210 , and the end cap  234  to be pulled axially outward only when the vehicle headlights as defined by the rotated position of the end cap  234  are in the “on” position. From this front fog lights “on” position, the end cap  234  may be further rotated to turn on the rear fog lights. 
     The cam profile  246  in FIG. 6C allows activation of the vehicle front fog lights only when the vehicle headlights are “on”. The cam profile  248  in FIG. 6D is a cam profile for a vehicle which does not have front or rear fog lights. 
     As shown in FIGS. 3C and 5A, the second smaller diameter end portion  214  of the shaft  210  is slidable through a bore  250  formed in a sleeve  252  of a drive gear  254 . The internal bore  250  in the sleeve  252  includes key slots alignable with the key members  216  on the shaft  210  to key the angular position of the gear  254  to the shaft  210 . 
     The drive gear  254  includes a collar  256  shown in the form of a sectorshaped projection. A plurality of gear teeth  258  project angularly from the end of the projection  256 . By way of example only, each gear tooth  258  has an elongated stem terminating in a spherical end portion as described in greater detail in U. S. Pat. No. 5,259,262, the entire contents of which are incorporated herein by reference. 
     The gear teeth  258  on the drive gear  254  engage a linear rack  262 , shown in FIG. 3B, in the form of a linear arrangement of spaced recesses formed on a carrier  264 . An actuator post  266 , the purpose of which will be described hereafter, projects outwardly and upwardly from one side of the carrier  264 . 
     An electrically conductive terminal grid  268  is fixedly mounted, such as by heat staking, to the bottom surface of the carrier  264 . The terminal grid  268  includes a plurality, preferably three, leaf contacts  270 . The leaf contacts  270  slide along the various conductive traces in the headlamp contact grid  38  seen in FIG. 4, which are mounted on the bottom wall  32  of the back housing  30  as described above. These traces are connected to terminals on the back surface of the housing to provide power to the various headlamp operating circuits depending upon the mode of operation of the headlamp/turnsignal lever  18 . 
     A three point electrical contact  272  is movably mounted on one end of the carrier  268  and normally biased outwardly from the carrier  268  by a biasing compression spring  274 . The three point contact  272  controls actuation of the vehicle park lamps when the end cap  234  is rotated to the park lamp “on” position. 
     A side contact  276  is also mounted on the carrier  264 . The side contact  276  is held normally open by the center leg portion  130  of the fog lamp lever  126  when the shaft  210  and end cap  234  are in the normal operating position; but activates the vehicle fog lights when moved to the closed position on axially outward movement of the end cap  234  and shaft  210  as described above. This movement removes the pivoting force on the fog lamp lever  126  allowing the lever  126  to pivot closing the contact  276  with one of the contact  270  to complete a circuit through the contact grid  38  to activate the vehicle fog lamps. 
     Adjacent to the linear rack carrier  264  in the first major cavity  36  of the back housing  14 , is a beam change grid assembly  278  which is mounted by means of terminals  280  depending from a housing  282  carrying the operative components of the beam change assembly, which terminals  280  engage apertures formed in the bottom wall  32  of the back housing  14 . 
     A beam change carrier  284  is pivotally mounted in the housing  282 . 
     The beam change carrier  284  includes a pair of depending legs which latchingly engage receivers  288  formed in the housing  282 . Return springs  290  are mounted between the legs  286  and the bottom end of the receivers  288  for biasing the beam change carrier  284  to an opposite pivoted position depending upon which spring  290  is compressed. A pivotal toggle switch  292  is pivotally mounted in the beam change carrier  284  on a centrally located transversely extending post. Toggle switch  292 , when the beam change carrier  284  is biasingly mounted in the housing  282 , has a pointed end adapted to engage a beam change actuator  294 . The actuator  294  includes a pair of detents  296 . A beam change contact  298  is biasingly mounted by means of a spring  300  to one side of the beam change actuator  294  and is positioned to engage a contact grid  302  insert molded or heat staked to the housing  282 . A headlamp contact  304  is fixedly mounted at one end to the beam change grid housing  282  and has an opposite contact end spaced from a contact pad on the grid  302  exposed to a back wall of the housing  282 . The contact pad on the contact  304  is normally spaced from the grid  302 . However, the contact  304  will contact the contact pad on the grid  302  when the end cap  234  is rotated to the park position wherein the projection  266  on the linear rack carrier  264  will slide past the contact  304  moving the free end of the contact  304  into contact with the grid  302  on the beam change grid housing  282 . 
     A spring biased plunger assembly  285  is mounted in the housing  282  and extends outward into contact with a two position detent surface  295  formed on the actuator  294 . The plunger  285  serves to retain the actuator  294 , which is rotatably mounted about post  281  on the housing  282 , in one of the two detent positions defined by the two detents  295 . However, forced movement of the toggle switch  292  through pivotal movement of the lever  18  toward the driver causes the paddle  146  to engage the upper surface of the beam change carrier  284  resulting in a pivotal movement of the beam change carrier  284  in an opposite direction from its then current position. This rotates the toggle switch  292  causing driven rotation of the actuator  294  to the opposite position. Rotation of the actuator  294  causes a rotation of the beam change contact  298  bringing the contacts  298  into contact with other conductive traces  302  resulting in output signals through the terminals  280  to activate or deactivate the vehicle high beam headlights. 
     The paddle  146  on the lever  142  engages the top wall of the beam change carrier  284  when the lever  142  is pulled toward the driver from its normal position. This movement forces the beam change carrier  284  to assume an opposite pivoted position wherein the toggle switch  292  is forced over the detents  296  causing the actuator  294  to rotate thereby changing the connections between the ball contacts on the beam change contact  298  and the conductive traces on the grid  302 . When it is desired to turn to normal low beam headlights, the lever  142  is again pivoted toward the driver causing a reverse action and opposite rotation of the actuator  294  to return the contact  298  to connection with the traces on the grid  302  associated with low beam headlights. 
     A pair of flash-to-pass contacts  304  are biased outward from a side wall of beam change carrier  284  by means of biasing springs  306 . 
     Referring now to FIGS. 8 and 9, there is depicted the turnsignal mechanism actuated by rotational movement of the lever  18  about an axis extending through the sleeve  141  shown in FIG.  1 . The turnsignal mechanism includes the turnsignal carrier  320  which is rotatably mounted on the turn carrier base  110  by means of a pair of legs  322  which depend from a wall  324 . The legs  322  rotatably engage the support wall  116  and arcuate walls  114  as described above and shown in FIG. 3A for bidirectional pivotal movement relative to the turn carrier base  110 . A sleeve  326  projects from an opposite side of the wall  324  between the depending legs  322 . The sleeve  326  receives the lever plunger  136  and biasing spring which extend through the sleeve  141  at one end of the lever housing  142  to form a pivot allowing bidirectional rotation of the lever  18  and the turnsignal carrier  320  relative to an axis extending through the front cover  16  in which the lever plunger  324  is seated. 
     The wall  324  has a pie or sector shape formed of a pair of side walls  328  and  330  which project angularly from the sleeve  326 . A pair of inboard walls are respectively mounted on the wall  324  and spaced from the side walls  328  and  330 , respectively, to form an opening or slot therebetween, each receiving an individual roller plunger assembly  336  and  337 , respectively. The roller plunger assembly  336  is referred to as a “latching plunger”; while the roller plunger assembly  337  is referred to as a “return plunger”. 
     Each roller plunger assembly  336  and  337  includes a generally solid plunger body  338  carrying a roller  340  at an outer end. The plunger  338  is biased outwardly from each slot by a biasing member  342 , such as a coil spring. 
     The inside surface of the front cover  16  is formed with first and second cam surfaces  344  and  346 , respectively, which oppose the rollers  340  on the roller plunger assemblies  336  and  337 , respectively. The first cam surface  344  is formed with three detents, including a center or neutral detent  348 , a left turn detent  350  and a right turn detent  352 . The turnsignal carrier  320  is normally situated so that the latching plunger  336  has the roller  340  disposed in the center or neutral detent  248 . However, upon pivotal movement of the lever  18  in a left turn direction or a right turn direction, the latching plunger  336  will ride along the cam surface to either side of the center detent  348  causing a compression of the spring  342  and allowing the roller  340  to traverse the first cam surface  344  until it seats in either the left turn detent  350  or the right turn detent  352 . 
     Coincident with pivotal movement of the turnsignal carrier  320  in either direction about the pivot axis extending through the sleeve  326 , the return plunger  337  will have its roller  340  traverse the second cam surface  346  from a center or neutral detent  354 . The second cam surface  346  is formed with first and second cam irregularities  256  and  358  which are intermediately disposed along the length of each portion of the second cam surface  346 . The first and second cam detents or irregularities  356  and  358  provide a tactile feel to the user prior to the latch plunger  336  fully engaging one of the left turn or right turn detents  350  and  352 . However, when the turnsignal carrier  320  has been rotated to a position where the roller  340  on the return plunger  337  contacts one of the irregularities  356  and  358 , the selected turnsignal lights will be turned on as described hereafter. However, the biasing spring  342  will bias the return plunger  337  toward the center neutral detent  354  thereby forcing the turnsignal carrier  320  back to the center position deactivating the turnsignal lights as soon as the user releases the pivotal force on the lever  18 . This enables a driver to briefly flash the left turn or right turn signal lights without fully engaging the latch plunger  336  in the left turn or right turn detents  350  and  352 . 
     As shown in FIGS. 8 and 9, a pair of cancel members  360  and  362  are mounted on the wall  324 . The cancel members  360  and  362  have an identical shape. According to a unique feature of the present invention, each cancel member  360  and  362  is pivotally mounted on the wall  324  between spaced wall portions  364  and  366  formed on the wall  324 . An end portion of each cancel member  360  and  362  is pivotally attached to the wall  324  by means of a pivot pin  368  which has an enlarged end disposed on an opposite surface of the wall  324  to mount the cancel members  360  and  362  on the wall  324  while allowing pivotal movement of the cancel members  360  and  362 . A biasing member, such as a spring  370 , is mounted between a pair of ribs on the wall  324  and acts to bias the cancel members  360  and  362  to a neutral position shown in FIG.  8 . 
     A cancel cam  371 , typically mounted on the vehicle steering wheel, not shown, engages a cancel pawl  372  upon rotation of the steering wheel in a direction counter to the turn direction. The cancel pawl  372  has an arm portion projecting outwardly from a center portion of the wall  324 . The cancel pawl  372  projects outwardly through an opening or discontinuity  376 , shown in FIG. 1, in the front cover  16 . 
     A pin  378  projects upwardly from the center portion of the cancel pawl  372  and rides within a slot  380 , shown in FIG. 1 in the top wall of the front cover  16  to control translation of the cancel pawl  372 . An oppositely extending pin  382  projects from a bottom portion of the intermediate portion of the cancel pawl  372  and rides within a recess shown in FIG. 8 between a center portion and two opposed detent portions  385 ′ and  385  which correspond to fully latched left turn and right turn positions of the latch plunger  336 . The opposite end of the cancel pawl  372  from the arm  376  is formed with a block-shaped member  384 . An inner edge of the blockshaped member  384  is spaced from the post  378 . A return piston and a biasing spring are interposed between one end of a recess in the front cover  16  and the post  378  and act on the post  378  of the cancel pawl  372  to bias the cancel pawl  372  to a center position while permitting pivotal movement of the cancel pawl  372  about the post  378 . 
     As shown in FIG. 8, in a normal non-turnsignal operating condition, the cancel pawl  372  is in a centered position spaced from each from of the cancel members  360  and  362 . However, when the turnsignal carrier  320  is pivoted into a left turn or right turnsignaling position, the block member  384  on the cancel pawl  372  will be disposed adjacent to one of the cancel members  360  and  362  as shown in FIG.  9 . 
     As a driver normally releases the turnsignal lever  18  signal after fully engaging the lever  18  in a left turn or right turnsignaling position, sufficient rotation of the steering wheel while making a left hand or right hand turn will rotate the cancel cam  371  a sufficient amount to pivot the cancel pawl  372  thereby urging the adjacent cancel member  360  or  362  in a direction to unlatch the latching plunger  336  from the left hand or right hand detent position  350  and  352  and to return the turnsignal carrier  322  to the normal centered position shown in FIG.  8 . 
     However, a condition can arise where the driver maintains a force on the lever  18  associated with a left hand or right hand turn while making the turn. This could create a jam between one of the cancel members  360  and  362  and the cancel pawl  372  creating the potential for breakage of these relatively small components. 
     According to the present invention, the unique provision of the biasing spring  370  and making the cancel members  360  and  362  pivotal as well as providing the biasing piston  386  and biasing piston spring  388  enables the cancel member  360  or  362  immediately adjacent the cancel pawl  372  in a turn position shown in FIG. 9, to pivot out of the way of the block-shaped member  384  on the cancel pawl thereby enabling the cancel pawl  372  to pass by the cancel member  360  or  362  without breakage of either component. The biasing spring  370  ensures that the cancel members  360  and  362  are biased to their normal position shown in FIG. 8 after release of force on the lever  18 . 
     Finally, as shown in FIG. 3A, an arm  388  having an internal bore, not shown, is mounted along one side wall  328  of the turnsignal carrier  320 . The arm  388  depends downwardly from the wall  328  of the turnsignal carrier  320  and receives a biasing spring  390  and an electrical contact  392  which is preferably in the form of a three point contact as shown in FIG.  3 A. In the operative mounting position of the turnsignal carrier  320  in the turn carrier base  110 , the contact  392  is positioned over the contact grid  90  on the grid assembly  88 , shown in FIGS. 3A and 10, disposed on an upper portion of the grid assembly  88 . For convenience, the conductive traces in the contact grid  90  are connected through the leads  91  to terminals on the right hand end of the grid assembly  88  for connection to a turnsignal cable connector, not shown. 
     Referring now to FIGS. 10-14, there is depicted the detailed construction of the windshield wiper/wash/mist lever  20 . As described above, the grid assembly  88  which is mounted in the back housing  14  has an upstanding post  98  on one end portion of the grid assembly. 
     Starting on the left end of the FIG. 10, the lever  20  includes a wash/mist actuator  410  including a hollow, tubular post  412  which is rotatably mountable over the post  98  on one end of the grid assembly  88 . A second, shorter, hollow, tubular sleeve  414  is also integrally mounted on the wash/mist actuator  410  adjacent to the post  412 . A generally elongated, diamond-shaped tubular member  416  is also integrally formed adjacent to the post  412  and extends upward therefrom as a centering member. 
     An arm  418  projects radially outward and then arcuately from the post  412 . The arm  418  terminates in a depending flange  420  which is positioned to be slidably disposed between the first and second leaf contacts  94  and  95  on the second contact grid  93  of the grid assembly  88  as shown in FIG.  13 . The arm  418  also, when the post  412  is mounted on the post  98  of the grid assembly  88 , is positioned to ride beneath an annular flange  422  formed on the housing of the grid assembly  88 . Further, the end of the arm  418  engages the elongated end of the center leaf contact  95 . 
     Rotation of the lever  20  in a generally downward direction with respect to the normal mounting orientation of the lever  20  on the vehicle steering column causes the lever  20  to pivot about the wiper carrier pivot  448  resulting in rotation of the wash/mist actuator  410  in a direction to separate the arm  418  from contact with the center leaf contact  95  on the grid assembly  88 . This enables the center leaf contact  95  to spring into contact with the center conductive trace  430  on the radial printed circuit board  426  to complete a circuit. 
     It should also be noted that the post  412  is also mounted for transverse movement along the post  98  thereby enabling the entire wash/mist actuator  410  to translate along the post  98  in response to pivotal movement of the lever  20  as described hereafter. 
     As noted above, the printed circuit board  426  has an arcuate shape and carries three conductive traces  428 ,  430  and  432 . It should be noted that the radially outermost trace  432  is formed of a number of resistors. 
     The printed circuit board  426  is mounted on a radial rack  436  which includes a plurality of arcuately disposed tooth receiving recesses  438  which are molded as part of a carrier or body. As shown in FIGS. 15 and 16, each recess bore  38  in the radial rack  436  has a straight line profile formed of opposed faces  437  and  439  which project from a bottom land  441 . The faces  439  of each recess  438  are disposed at a predetermined pressure angle  443 , such as 10° by example. It will be understood that the profile of each recess  438  and the radial rack  436  may take any other form, such as a conventional involute gear toothed end space form. 
     An arm  440  projects outward from one end of the radial rack  436  and terminates in a tubular sleeve  442  having a through bore extending therethrough which is designed to rotatably fit over the upper end of the post  98  on the grid assembly  88  above the wash/mist actuator  410  as shown in FIG. 11. A stop rib  444  projects from a back surface of the radial rack  436  and acts as a rotation stop to limit rotation of the radial rack  436  in one direction. Rotation of the radial rack  436  in an opposite direction is limited by contact between the outer end of the radial rack  436  and an interior shoulder formed in the back housing  14 . 
     Next, a wiper carrier pivot  448 , shown in FIG. 3D, is provided in the form of a one-piece, unitary, molded plastic body. The wiper carrier pivot  448  has a tubular end  450  having a pin  452  of irregular shape which is complementary to the shape of the bore in the sleeve  414  on the wash/mist actuator  410 . Preferably, the bore in the sleeve  414  and the cross section of the post  452  has a generally triangular cross section so as to enable the wash carrier pivot  448  to be mounted in only one orientation in the sleeve  414 . 
     The wiper carrier pivot  448  also includes a mounting portion carrying a tubular, hollow pivot sleeve  454  and a pair of depending mounting legs  456  each having an aperture  458  therein. The sleeve  454  fits within an aperture  455  formed in the front cover  16  as shown in FIG. 3C to pivotally mount the wiper carrier pivot  448  to the front cover  16 . 
     The mounting legs  456  and apertures  458  are alignable with a pair of transversely extending trunnions  460 , only one of which is shown in FIG. 36, which trunnions are formed on one end of a wiper lever  462 . The trunnions  460  are generally adjacent to the tubular sleeve  464  which receives a lever plunger return spring  466  and a lever plunger  468 . The lever plunger  468  biasingly seats within a bore formed on the underside of the wiper carrier pivot  448  such that the lever plunger return spring  466  biases the wiper lever  462  to a normal position and will automatically return the wiper lever  462  to the normal position after force on the lever  18  pulling the lever  18  toward the driver to actuate a windshield wash and wiper operation is released. 
     Further, a pair of arms  465  are formed at one end of the wiper lever  462 . With the wiper lever  462  rotatably mounted via the trunnions  460  in the mounting apertures  458  of the mounting legs  456  of the wiper carrier pivot  448 , the arms  465  will be disposed interiorly underneath the wiper carrier pivot  448  in a position overlaying and trapping the sleeve  416  between the two arms  465 . In this manner, rotation of the wiper lever assembly  20  in a generally downward direction with respect to a normal mounting position on a vehicle steering column results in the aforementioned rotation of the wash/mist actuator  410  to actuate the vehicle windshield washer pump to spray windshield washer fluid onto the vehicle windshield. A return spring  466  is mounted in a recess in the front cover  16  and acts on one of the arms  465  to bias the wiper lever  462  back to the normal, centered position. 
     A wiper shaft  470  has a tubular shaft section terminating in a reduced diameter first end  472 . As shown in FIG. 3C, the first end  472  slides through an opening at one end of the wiper lever  462  and through a sleeve  474  on a wiper gear  476 . The wiper gear  476  is similar to the headlamp gear  254  in that an enlarged disk is mounted at one end of the sleeve  474  and has a plurality of teeth  478 , each formed of a stem  477  and spherical end portion  479 , by example only, extending at least along a predetermined arc or sector thereof. The spherical ends  479  of the teeth  478  engage the recesses  438  in the radial rack  436  and are capable of radial sliding movement upon pivotal movement of the lever  20  along certain axes as well as rotation to drive the radial rack  436 . A retainer, such as a wave clip  480 , is mounted about the end of the first end portion  472  of the wiper shaft  470  to secure the wiper shaft  470  to the wiper gear  476 . As the sleeve  474  of the wiper gear  476  rotatably seats within a shoulder at one end of the wiper lever  462 , the wiper shaft  470 , the wiper gear  476  and the wiper lever  462  are joined together as an integral structure for pivotal and rotary movement as described hereafter. 
     It is conventional to provide backlash in a mating gear pair. Backlash is defined as the amount by which the tooth space of one gear exceeds the tooth thickness of the mating gear at the pitch circle of the gears. However, according to a unique aspect of the present invention, the drive gear  476  and the recesses or teeth  438  on the radial rack  436  are designed with zero backlash. As shown in FIG. 16, the diameter or tooth width of each tooth  478  on the drive gear  476 , at the pitch circle of each tooth formed between adjacent recesses  438  in the radial rack  436  is designed to be substantially the same as the tooth space between adjacent faces  437  and  439  forming one recess  438  in the radial rack  436 . This provide better timing accuracy for the wiper operation particularly with a multi-axially oriented stalk lever gear pair  436 ,  476  where the drive gear  476  rotates on one rotational axis for a wiper drive operation, moves about another rotational axis for a windshield wash operation, and operates along yet another rotational axis for a missed wiper operation. 
     According to another aspect of the present invention, the radial rack  436  is provided with some flexibility along its rotational axis in order to reduce friction and wear between the contact of the drive gear teeth  478  and the recesses or tooth spaces  438  in the radial rack  436  when the drive gear  476  is rotated. This flexibility is provided by the slide on mounting of the sleeve  442  over the post  98  on the grid assembly  88 , as described above, as well as preload or biasing force exerted on the radial rack  436  by the leaf contacts  94 ,  95  and  96 , one of which is shown in FIG.  15 . As described above, each of the leaf contacts  94 ,  95 ,  96 , such as the illustrated leaf contact  95 , cantilevers from one end of the conductive traces or conductive elements in the grid assembly  88 . The end of the leaf contact  95  is resiliently biased toward the conductive traces on the bottom surface of the radial rack  436 , as also described above. This resilient or biasing force normally biases the radial rack  436  axially along the post  98  into firm contact with the teeth  478  of the drive gear  476 . 
     The opposite end of the wiper shaft  470  is formed in a key-shaped end  482  having a generally l-shape which fits within a complementary shaped recess in a wiper cap  484 . A pair of oppositely extending hollow sleeves  486  project from the wiper shaft  470  adjacent to the key end  482 . The sleeves  486  are alignable with a pair of mounting legs  488 , only one of which is shown in FIG. 3D. A plunger and spring assembly formed of two oppositely extending plungers  492  and  493  biased outwardly by a spring  494  extends through the aligned bores in the sleeves  486  with the outer ends of the plungers  492  and  493  extending through the apertures  490  in the mounting legs  488  of the wiper cap  484  to unitarily join the wiper cap  484  to the wiper shaft  470 . A reduced diameter shoulder  496  on one end of the wiper lever  462  seats within the open end of the wiper cap  484  and provides a bearing surface for rotation of the wiper cap  484  relative to the wiper lever  462 . 
     At least one of the plungers  492  and  393  extending outwardly through the apertures  490  in the mounting legs  488  of the wiper cap  484  engage a detent surface  498  formed on the interior of the one end of the wiper lever  462  which defines a series of spaced, discrete, positions of the wiper cap  484  relative to the wiper lever  462 . Each discrete position represents a different amount of arcuate movement of the radial rack  436  and rotation of the wiper cap  484  to connect more or less of the resistors on the outer conductive trace  432  on the printed circuit board  426  in a wiper speed circuit for an intermittent wiper control operation. 
     From the above description, it can be seen that the wiper lever assembly  20  functions to control windshield wiper speed via rotation of the wiper cap  484  through a plurality of discrete positions defined by the detent surface  498 , and a windshield mist operation via downward rotation of the lever assembly  20  relative to the normal position of the front cover  14  on a vehicle steering column which activates the wiper drive for one cycle and a simultaneous rotation of the vehicle windshield wipers. Finally, pivotal movement of the lever assembly  20  toward the driver results in a downward movement on the wash/mist actuator  410  causing the lower end of the center member  416  to engage and depress a leaf contact  500  pivotally carried on the grid assembly  88  into contact with an underlying conductive trace of the grid assembly  88 . This controls the wiper drive to operate the vehicle wipers for one cycle.