Patent Description:
Vehicles typically include a turn signal cancel mechanism that cooperates with the steering column to automatically cancel when the steering column is rotated opposite the direction of the turn being signaled. This mechanism cooperates with various biasing mechanisms which maintain the turn signal in a right-turn or a left-turn position, to reset that turn position back to a null position upon rotation of the steering column in a direction opposite of that selected with the stalk. Such a turn signal cancel mechanism is for instance known from <CIT>.

According to the present invention, a steering assembly for a vehicle includes the features of the appended claim <NUM>. The cancellation member extends through the internal shaft perimeter and is axially offset from the cancellation rib in a rest position where the cancellation rib bypasses the cancellation member.

Operation of the stalk in a first direction operates the toggle with the right-turn interface to bias the toggle away from the trunnion and along the rotational axis to selectively secure the toggle in the right-turn position and within the path of the cancellation rib. Operation of the steering wheel in a clockwise rotational direction engages the cancellation rib of the steering shaft with the cancellation member to slidably operate the toggle with the right-turn interface to bias the toggle along the rotational axis and away from the right-turn position. The trunnion returns to the null position between the right-turn and left-turn positions. Operation of the stalk in a second direction operates the toggle with the left-turn interface to bias the toggle away from the trunnion and along the rotational axis to selectively secure the toggle in the left-turn position and within the path of the cancellation rib. Operation of the steering wheel in a counter-clockwise rotational direction engages the cancellation rib of the steering shaft with the cancellation member to slidably operate the toggle with the left-turn interface to bias the toggle along the rotational axis and away from the left-turn position. The trunnion returns to the null position between the right-turn and left-turn positions.

These and other aspects, objects, and features of the present invention will be understood and appreciated by those skilled in the art upon studying the following description, claims, and appended drawings.

For purposes of description herein, the terms "upper," "lower," "right," "left," "rear," "front," "vertical," "horizontal," and derivatives thereof shall relate to the invention as oriented in <FIG>. However, it is to be understood that the invention may assume various alternative orientations, except where expressly specified to the contrary.

As exemplified in <FIG>, reference numeral <NUM> generally refers to a turn signal assembly that is incorporated within a steering assembly <NUM> for a vehicle. The steering assembly <NUM> includes a steering shaft <NUM> having a rotational axis <NUM>. The steering shaft <NUM> is attached to and rotates with a clockspring that contains a cancellation rib <NUM> that also forms a portion of the turn signal assembly <NUM>. A turn-signal housing <NUM> is included that surrounds the steering shaft <NUM>. The turn signal assembly <NUM> also includes a cancellation mechanism <NUM> that includes the cancellation rib <NUM>. The turn-signal housing <NUM> includes a signal portion <NUM> that defines a right-turn interface <NUM> and a left-turn interface <NUM>. A turn signal stalk <NUM> is rotationally coupled to the signal portion <NUM> of the turn-signal housing <NUM> via a trunnion <NUM> that is rotationally engaged with the turn-signal housing <NUM>. To operate the turn-signal cancellation mechanism <NUM>, the trunnion <NUM> rotationally operates relative to the turn-signal housing <NUM> to define the right-turn position <NUM> and the left-turn position <NUM>. A toggle <NUM> is selectively and alternatively operated to a rest position <NUM> that allows the turn signal stalk <NUM> and the trunnion <NUM> to return to a null position <NUM> from one of the right-turn position <NUM> and the left-turn position <NUM>, depending upon the selection of the user of the vehicle. The toggle <NUM> includes a cancellation member <NUM> that extends beyond an internal shaft perimeter <NUM> of the turn-signal housing <NUM>. The internal perimeter <NUM> surrounds the steering shaft <NUM> as well as the cancellation rib <NUM>. Accordingly, the cancellation member <NUM> continuously extends into a shaft enclosure <NUM> that is at least partially defined by the turn-signal housing <NUM>.

A spring <NUM> is included within the turn signal assembly <NUM> that biases the toggle <NUM> away from the trunnion <NUM> and in an axial direction <NUM> parallel with the rotational axis <NUM> of the steering shaft <NUM>. Accordingly, the toggle <NUM> is configured for axial operation relative to the steering shaft <NUM>. Additionally, the toggle <NUM> rotationally operates relative to the trunnion <NUM> and the turn-signal housing <NUM> to facilitate a load transfer from the cancellation rib <NUM> and through the toggle <NUM>. This load transfer operates the toggle <NUM> to unseat the turn signal stalk <NUM> from the latched right-turn and left-turn positions <NUM>, <NUM>, respectively. In certain aspects of the device, the spring <NUM> can also provide a biasing component in a rotational direction <NUM> toward the rest position <NUM>. The rotational operation of the toggle <NUM> also allows a bypassing engagement between the cancellation rib <NUM> and the cancellation member <NUM> of the toggle <NUM>. This bypassing engagement allows the cancellation rib <NUM> to engage and pass by the cancellation member <NUM> without reset of the turn signal stalk <NUM> to the null position <NUM>. This bypassing engagement typically occurs in conditions where the steering wheel is turned in the same direction as indicated by the turn signal stalk <NUM>.

Referring again to <FIG>, operation of the stalk <NUM> in a first direction <NUM> engages the toggle <NUM> with the right-turn interface <NUM>. The right-turn interface <NUM> cooperates with an axial positioning surface <NUM> and the spring <NUM> to bias the toggle <NUM> away from the trunnion <NUM> and in the axial direction <NUM> along the rotational axis <NUM>. This movement selectively locates the toggle <NUM> and the trunnion <NUM> in the right-turn position <NUM> and places the cancellation member <NUM> within the operational path <NUM> of the cancellation rib <NUM>. Again, the movement of the cancellation member <NUM> of the toggle <NUM> is, in primary part, in the axial direction <NUM> and parallel with the rotational axis <NUM> of the steering shaft <NUM>. The cancellation member <NUM> of the toggle <NUM> also moves in secondary part in a rotational direction <NUM> to maintain tangential contact between the toggle interference portions <NUM> and the right-turn interface <NUM>. This places the cancellation member <NUM> in selective engagement with the cancellation rib <NUM> in the right-turn position <NUM>. Accordingly, operation of the toggle <NUM> and cancellation member <NUM> in the axial direction <NUM> moves the cancellation member <NUM> within and away from the operational path <NUM> of the cancellation rib <NUM> of the steering shaft <NUM>.

Once the toggle <NUM> and the trunnion <NUM> are in the right-turn position <NUM>, operation of the steering wheel in a second (typically counter-clockwise) rotational direction <NUM>, indicative of movement of the wheels for the vehicle in a right-turn condition which are returning to a straight line condition, causes an engagement between the cancellation rib <NUM> of the steering shaft <NUM> with the cancellation member <NUM> of the toggle <NUM>. This engagement slidably operates the toggle <NUM> with respect to, and typically against, the right-turn interface <NUM>. This pushes the trunnion <NUM> and stalk <NUM> from the stable right-turn position <NUM>, thereby allowing the trunnion <NUM> and the stalk <NUM> to return to the null position <NUM>. As the trunnion <NUM> and stalk <NUM> return to the null position <NUM>, axial positioning surface <NUM> assists in biasing the toggle <NUM> in a direction parallel with the rotational axis <NUM> and toward the trunnion <NUM> to the rest position <NUM>. In this rest position <NUM>, the trunnion <NUM> and stalk <NUM> are in the null position <NUM> that is between the right-turn and left-turn positions <NUM>, <NUM>. Additionally, in the rest position <NUM> of the toggle <NUM>, the cancellation member <NUM> is offset from the operational path <NUM> of the cancellation rib <NUM> in the axial direction <NUM>.

Additionally, when the toggle <NUM> and the trunnion <NUM> are in the right-turn position <NUM>, operation of the steering wheel in a first (typically clockwise) rotational direction <NUM>, indicative of movement of the wheels for the vehicle in a right-turn condition, causes the bypassing engagement between the cancellation rib <NUM> of the steering shaft <NUM> with the cancellation member <NUM> of the toggle <NUM>. This engagement causes the toggle <NUM> to rotate in a counter-clockwise direction, rotating away from contact with the right-turn interface <NUM>. The cancellation member <NUM> remains slidably in contact with the cancellation rib <NUM> as biased against it by spring <NUM>, but does not generate any force to cause movement of the toggle <NUM> into the rest position <NUM> or rotation of the trunnion <NUM> or stalk <NUM> into the null position <NUM>. Once the cancellation rib <NUM> has rotated past the cancellation member <NUM> and is no longer in contact with said cancellation member, the toggle <NUM> rotates back in a clockwise direction to return to contact with the right-turn interface <NUM>.

Referring again to <FIG> and <FIG>, operation of the stalk <NUM> in a second (typically counter-clockwise) direction <NUM> engages the toggle <NUM> with the left-turn interface <NUM>. This engagement moves the toggle <NUM> relative to the axial positioning surface <NUM>. The axial positioning surface <NUM>, in turn, allows the spring to bias the toggle <NUM> away from the trunnion <NUM> and in the axial direction <NUM> along the rotational axis <NUM>. This movement selectively locates the toggle <NUM> and the trunnion <NUM> in the left-turn position <NUM> and places the cancellation member <NUM> within the operational path <NUM> of a cancellation rib <NUM>. Operation of the steering wheel in a first (typically clockwise) rotational direction <NUM>, indicative of a left-turn condition of the vehicle wheels which are returning to a straight line condition, engages the cancellation rib <NUM> of the steering shaft <NUM> with the cancellation member <NUM> to slidably operate the toggle <NUM> with respect to, and typically against, the left-turn interface <NUM>. This pushes the trunnion <NUM> and stalk <NUM> assembly from the stable left turn position <NUM>, allowing it to return to the null position <NUM>. As this slidable operation occurs, the axial positioning surface <NUM> serves to assist in biasing the toggle <NUM> in the axial direction <NUM> along the rotational axis <NUM> and toward the trunnion <NUM>, into the rest position <NUM>. In the rest position <NUM>, the trunnion <NUM> and stalk <NUM> are in the null position <NUM> that is between the right-turn and left-turn positions <NUM>, <NUM>. Additionally, in the rest position <NUM> of the toggle <NUM>, the cancellation member <NUM> is offset from the operational path <NUM> of the cancellation rib <NUM> in the axial direction <NUM>.

Additionally, when the toggle <NUM> and the trunnion <NUM> are in the left-turn position <NUM>, operation of the steering wheel in a counter-clockwise rotational direction <NUM>, indicative of movement of the wheels for the vehicle in a left-turn condition, causes an engagement between the cancellation rib <NUM> of the steering shaft <NUM> with the cancellation member <NUM> of the toggle <NUM>. This engagement causes the toggle <NUM> to rotate in a clockwise direction, rotating away from contact with the left-turn interface <NUM>. The cancellation member <NUM> remains slidably in contact with the cancellation rib <NUM> as biased against it by spring <NUM>, but does not generate any force to cause movement of the toggle <NUM> to the rest position <NUM> or rotation of the trunnion <NUM> or stalk <NUM> to the null position <NUM>. Once the cancellation rib <NUM> has rotated past the cancellation member <NUM> and is no longer in contact with said cancellation member, the toggle <NUM> rotates back in a counter-clockwise direction to return to contact with the left-turn interface <NUM>.

As exemplified in <FIG>, the toggle <NUM> includes a guide protrusion <NUM> that extends through a guide aperture <NUM> of the trunnion <NUM>, and the guide aperture <NUM> axially guides the operation of the toggle <NUM> in the axial direction <NUM> with respect to the trunnion <NUM>. Additionally, the guide aperture <NUM> also guides a rotational operation of the toggle <NUM> about an axis of rotational movement <NUM>. As discussed above, the spring <NUM> for the turn signal assembly <NUM> biases the toggle <NUM> away from the trunnion <NUM> so that the cancellation member <NUM> of the toggle <NUM> is biased toward an interference with the operational path <NUM> of the cancellation rib <NUM>. The toggle <NUM> also includes a biasing protrusion <NUM> that slidably engages an axial positioning surface <NUM> of the turn-signal housing <NUM>. This engagement of the biasing protrusion <NUM> with the axial positioning surface <NUM> cooperates with the spring <NUM> to define the movement of the toggle <NUM> in the axial direction <NUM> with respect to the turn-signal housing <NUM> and the trunnion <NUM>. Stated another way, the biasing force <NUM> of the spring <NUM> continually biases the toggle <NUM> away from the trunnion <NUM>.

Referring again to <FIG>, engagement of the biasing protrusion <NUM> with a sloped surface of the axial positioning surface <NUM> at least partially overcomes this biasing force <NUM> of the spring <NUM> to allow for movement of the toggle <NUM> toward and away from the trunnion <NUM> along an axial direction <NUM> that is parallel with the rotational axis <NUM> of the steering shaft <NUM>. Through this configuration, the guide protrusion <NUM> and the biasing protrusion <NUM> of the toggle <NUM> also define the axis of rotational movement <NUM> for the toggle <NUM> with respect to the guide aperture <NUM> of the trunnion <NUM> and the axial positioning surface <NUM> of the turn-signal housing <NUM>. In certain aspects of the device, the spring <NUM> can be positioned around the guide protrusion <NUM> to bias the toggle <NUM> away from the trunnion <NUM> and toward the axial positioning surface <NUM>. The axial positioning surface <NUM> is a sloped and contoured surface that defines a right-turn detent <NUM>, a left-turn detent <NUM> and a central detent <NUM>. In addition, the axial positioning surface can include an outer boundary wall <NUM> that serves to contain the biasing protrusion <NUM> within the area of the axial positioning surface <NUM>.

This axial and rotational movement of the toggle <NUM> is configured to maintain the cancellation member <NUM> of the toggle <NUM> within the path of a cancellation rib <NUM> when in the right or left-turn positions <NUM>, <NUM> or axially offset from the cancellation rib <NUM> when in the rest position <NUM>. The axial rotational movement is typically parallel with the rotational axis <NUM> of the steering shaft <NUM>. During operation of the stalk <NUM> and the trunnion <NUM>, the biasing protrusion <NUM> and the guide protrusion <NUM> operate axially and rotationally along the axial positioning surface <NUM>. During this combined movement, the axis of rotational movement <NUM> remains parallel with the axis of rotation for the steering shaft <NUM>. Also, the guide aperture <NUM> of the trunnion <NUM> maintains the guide protrusion <NUM> in a laterally fixed position with respect to the trunnion <NUM>. Accordingly, as the trunnion <NUM> operates about a trunnion axis <NUM>, the toggle <NUM>, via the guide protrusion <NUM>, axially and rotationally operates along and about the axis of rotational movement <NUM>. The axial component of this operation of the toggle <NUM> is operated through cooperative operation of the spring <NUM> and the axial positioning surface <NUM> of the turn-signal housing <NUM>.

Referring again to <FIG>, <FIG> and <FIG>, the spring <NUM> is typically a compression spring <NUM> having a first leg <NUM> that engages the trunnion <NUM> and a second leg <NUM> that engages the toggle <NUM>. The compression spring <NUM> is positioned to exert an axial biasing force <NUM> that biases the toggle <NUM> toward the turn-signal housing <NUM>. Additionally, the compression spring <NUM> can be configured to operate at least partially as a torsion spring <NUM>, where movement of the toggle <NUM> rotationally operates the first leg <NUM> of the compression spring <NUM> relative to the second leg <NUM> of the compression spring <NUM> to exert a torsion force <NUM>. Accordingly, the second leg <NUM> of the compression spring <NUM> exerts, through a spring-type torque, the torsion force <NUM> that biases the toggle <NUM> toward the rest position <NUM>. Simultaneously, the biasing force <NUM> operates the toggle <NUM> away from the trunnion <NUM> and toward the axial positioning surface <NUM> of the turn-signal housing <NUM>.

Stated another way, operation of the biasing protrusion <NUM> along the axial positioning surface <NUM> overcomes the biasing force <NUM> when the toggle <NUM> moves to the rest position <NUM>. It is contemplated that the spring <NUM> continuously exerts the biasing force <NUM> against the toggle <NUM> and towards the turn-signal housing <NUM>. When the toggle <NUM> is moved to the rest position <NUM>, the axial positioning surface <NUM> further overcomes the biasing force <NUM> of the spring <NUM> to move the toggle <NUM> into the rest position <NUM> that is nearer to the trunnion <NUM> for the turn signal assembly <NUM>. Using the compression spring <NUM> for exerting the biasing force <NUM>, the compression spring <NUM> can flex to accommodate the rotational movement of the toggle <NUM> and generate the torsion force <NUM>. The torsion force <NUM> is typically exerted only when the toggle <NUM> is moved away from the rest position <NUM> and the first leg <NUM> rotates about the axis of rotational movement <NUM> relative to the second leg <NUM>.

As exemplified in the figures, the axial positioning surface <NUM> can include respective detents <NUM> that define and correspond to the right-turn and left-turn positions <NUM>, <NUM> of the toggle <NUM> with respect to the turn-signal housing <NUM>. Additionally, a central detent <NUM> can define the rest position <NUM> for the toggle <NUM>. It should be understood that the axial positioning surface <NUM> can include a continuous and smooth surface that defines the rest, right-turn and left-turn positions <NUM>, <NUM>, <NUM> of the toggle <NUM>. Accordingly, operation of the turn signal assembly <NUM> between these positions is contemplated to be a smooth and continuous operation that is controlled through operation of the various components, as described herein.

According to various aspects of the device, the right-turn interface <NUM> and the left-turn interface <NUM> cooperate with the stalk <NUM> and the trunnion <NUM> to operate the toggle <NUM> between the rest position <NUM> and the right-turn position <NUM> and left-turn position <NUM>. According to various aspects of the device, the right-turn interface <NUM> and the left-turn interface <NUM> can be part of a slider <NUM>. Alternatively, the right-turn interface <NUM> and the left-turn interface <NUM> can be defined by features that extend from or are incorporated within the turn-signal housing <NUM>. The slider <NUM> engages respective interference portions <NUM> of the toggle <NUM> to operate the toggle <NUM> relative to the turn-signal housing <NUM> and the trunnion <NUM> in both the rotational and axial directions <NUM>, <NUM>. The toggle <NUM> includes an interference portion <NUM> at each side of the toggle <NUM> to correspond to the right-turn and left-turn interfaces <NUM>, <NUM>, respectively.

Referring again to <FIG>, the turn signal assembly <NUM> includes a detent surface <NUM> that selectively holds the stalk <NUM> in the null position <NUM>, which typically corresponds to the rest position <NUM> of the toggle <NUM> for the cancellation mechanism <NUM>. The detent surface <NUM> also includes features that selectively retain the stalk <NUM> in the latched right and left-turn positions <NUM>, <NUM>. The stalk <NUM> also includes a spring-loaded stalk protrusion <NUM> that interacts with the detent surface <NUM> to generate a latching force. The latching force generated by the stalk protrusion <NUM> and the detent surface <NUM> in the latched right and left-turn positions <NUM>, <NUM> is overcome by the cancellation mechanism <NUM> to selectively return the stalk <NUM> from the right-turn and left-turn positions <NUM>, <NUM> to the null position <NUM>. In the null position <NUM>, a central interface <NUM> of the detent surface <NUM> cooperates with the biasing protrusion <NUM> and the central detent <NUM> of the axial positioning surface <NUM> to maintain the toggle <NUM> in the rest position <NUM>. When the stalk <NUM> is moved to either of the right-turn or left-turn positions <NUM>, <NUM>, the biasing protrusion <NUM> of the toggle <NUM> is moved into the right-turn detent or left-turn detent <NUM>, <NUM>, respectively.

As discussed previously, when the cancellation rib <NUM> engages the cancellation member <NUM>, the biasing protrusion <NUM> is moved away from the right-turn detent or left-turn detent <NUM>, <NUM>. Simultaneously, the guide protrusion <NUM> engages the guide aperture <NUM> of the trunnion <NUM> and pulls the trunnion <NUM> away from the respective right-turn or left-turn positions <NUM>, <NUM>. Once pulled away, the biasing force generated between the stalk protrusion <NUM> and the central interface <NUM> of the detent surface <NUM>, returns the trunnion <NUM> and the stalk <NUM> to the null position <NUM>.

As discussed herein, when the cancellation member <NUM> and the cancellation rib <NUM> engage one another, the guide protrusion <NUM> of the toggle <NUM> is biased back into the central detent <NUM> to define the rest position <NUM> of the toggle <NUM>. In the rest position <NUM>, the retaining force of the detent surface <NUM> slides a stalk protrusion <NUM> of the detent surface <NUM> away from the right-turn or left-turn positions <NUM>, <NUM> and back to the central interface <NUM>. In this manner, the stalk <NUM> and the trunnion <NUM> are returned to the null position <NUM> that corresponds to the rest position <NUM> of the cancellation mechanism <NUM>. The use of the cancellation mechanism <NUM> described herein provides a compact configuration of the toggle <NUM> and the trunnion <NUM>. This is accomplished through the movement of the cancellation member <NUM> of the toggle <NUM> in the axial direction <NUM> between the rest position <NUM> and the right-turn and left-turn positions <NUM>, <NUM>.

Referring now to <FIG> and <FIG>, it is contemplated that with the slider <NUM> containing the right-turn and left-turn interfaces <NUM>, <NUM>, the turn signal assembly <NUM> can withstand a hold-down component or abuse load that can be effected when the stalk <NUM> of the turn signal assembly <NUM> is held in the right-turn position <NUM> or the left-turn position <NUM>, as the steering wheel is operated in the opposite direction of the indicated turn and the cancellation rib <NUM> engages the cancellation member <NUM>. In a typical operation of the cancellation mechanism <NUM>, spring arms <NUM> of the slider <NUM> provide a preload that resists displacement of the slider <NUM>. The preload of the slider <NUM> provides a preferential force sufficient to instead move the toggle <NUM> toward the central detent <NUM>. This results in operation of the stalk <NUM> and trunnion <NUM> from the latched right or left-turn positions <NUM>, <NUM> back to the null position <NUM>. In an abuse load of the cancellation mechanism <NUM> where the stalk <NUM> is held in the right-turn or left-turn positions <NUM>, <NUM>, engagement of the cancellation rib <NUM> with the cancellation member <NUM> can be absorbed through displacement of the slider <NUM> from the normal position against the slider <NUM> spring load to prevent damage to the turn signal assembly <NUM>. The hold-down component or abuse load overcomes the preload of the spring arms <NUM>. In this manner, the spring arms <NUM> deflect to absorb the forces resulting from the hold-down component or abuse load. The outer boundary wall <NUM> of the axial positioning surface <NUM> also assists in maintaining the biasing protrusion <NUM> within the axial positioning surface <NUM> during this hold down condition as well as other non-conforming or abuse loads that may be experienced by the toggle <NUM> and other components of the turn signal assembly <NUM>.

As exemplified in <FIG>, the operation of the toggle <NUM> for the turn signal assembly <NUM> is designed to disengage the toggle <NUM> in the rest position <NUM>, and preventing interaction between the cancellation member <NUM> and the cancellation rib <NUM> by moving the toggle <NUM> axially, either away from or toward the driver in a direction parallel with the rotational axis <NUM> of the steering shaft <NUM>. The design of the turn signal assembly <NUM> includes the auto cancel mechanism that has the toggle <NUM> that interacts with the cancellation rib <NUM> on the steering shaft <NUM>. Again, the toggle <NUM> can be disengaged, or placed in the rest position <NUM>, and can also be placed in right-turn or left-turn positions <NUM>, <NUM> by moving axially relative to the trunnion <NUM> and the turn-signal housing <NUM>. The turn signal assembly <NUM> utilizes a combination torsion and compression spring <NUM> to bias the toggle <NUM> away from the trunnion <NUM>, toward the turn-signal housing <NUM> and also toward the rest position <NUM>. As discussed above, the turn-signal housing <NUM> contains the axial positioning surface <NUM> that the biasing protrusion <NUM> of the toggle <NUM> slidably follows. This profile is shaped such that it has a peak <NUM> having the central detent <NUM> that forces the cancellation member <NUM> of the toggle <NUM> away and along the rotational axis <NUM> of the steering shaft <NUM>, and axially offset from the cancellation rib <NUM> when the turn signal stalk <NUM> is in the null position <NUM>. When the turn signal stalk <NUM> departs from the null position <NUM> to indicate a right-turn or left-turn position <NUM>, <NUM>, the axial positioning surface <NUM> includes corresponding valleys <NUM> that allow the cancellation member <NUM> of the toggle <NUM> to axially approach the operational path <NUM> of the cancellation rib <NUM> when in the right-turn or left-turn positions <NUM>, <NUM>.

According to various aspects of the device, the toggle <NUM> can operate axially to be biased either toward or away from the driver, depending upon the positioning of the turn signal assembly <NUM> with respect to the steering shaft <NUM>. Accordingly, where the terms right-turn or left-turn are indicated in the figures and the specification, the opposite orientation may also be used, depending on the design of the vehicle.

According to various aspects of the device, the toggle <NUM> is configured for axial operation relative to the steering shaft <NUM> that places the cancellation member <NUM> within the operational path <NUM> and axially offset from the operational path <NUM> of the cancellation rib <NUM> for the steering shaft <NUM>. Accordingly, the toggle <NUM> containing the cancellation member <NUM> extends into the shaft enclosure <NUM> for the steering shaft <NUM> at all times. However, because the cancellation member <NUM> is offset from the path of the cancellation rib <NUM>, no engagement occurs between the cancellation rib <NUM> and the cancellation member <NUM> for the toggle <NUM> when the turn signal stalk <NUM> is in the central null position <NUM>. When the stalk <NUM> is moved into the right-turn or left-turn positions <NUM>, <NUM>, movement of the trunnion <NUM> with respect to the turn-signal housing <NUM> causes a movement of the toggle <NUM> in an axial direction <NUM> that places the cancellation member <NUM> within the operational path <NUM> of the cancellation rib <NUM>. This axial operation of the toggle <NUM> can provide for a more compact assembly for the turn signal assembly <NUM>. This construction is also advantageous as it is less sensitive to radial misalignment of the rotational axis <NUM> of the steering shaft <NUM> and the central axis of the stalk <NUM> and trunnion <NUM> of turn signal assembly <NUM>, which is generally perpendicular or oblique to the rotational axis <NUM>.

According to various aspects of the device, significant interfaces of the turn-signal assembly <NUM> reside between the toggle <NUM> and the right-turn and left-turn interfaces <NUM>, <NUM>, between the toggle <NUM> and the axial positioning surface <NUM>, and between the toggle <NUM> and the cancellation rib <NUM>, although other significant operational relationships are present. The operational relationships between these components define the cancellation mechanism <NUM> that releases the trunnion <NUM> and the stalk <NUM> from the right-turn and left-turn positions <NUM>, <NUM>. It should be understood that the positioning of the toggle <NUM>, the right-turn and left-turn interfaces <NUM>, <NUM> and the axial positioning surface <NUM> can be modified to be located on the trunnion <NUM> and the turn-signal housing <NUM> in various combinations and permutations without deviating from the intended operational configurations of the toggle <NUM>, the right-turn and left-turn interfaces <NUM>, <NUM> and the axial positioning surface <NUM>. Accordingly, where these components are discussed as being located on one of the trunnion <NUM> or the turn-signal housing <NUM>, the component may alternatively be located on the other of the trunnion <NUM> or the turn signal housing <NUM>.

Claim 1:
A steering assembly (<NUM>) for a vehicle, the steering assembly (<NUM>) comprising:
a turn-signal housing (<NUM>) having a signal portion (<NUM>) and defining a shaft enclosure (<NUM>);
a steering shaft (<NUM>) having a cancellation rib (<NUM>) that rotates about a rotational axis (<NUM>) and within the shaft enclosure (<NUM>);
a trunnion (<NUM>) that rotates within the signal portion (<NUM>) of the turn-signal housing (<NUM>) about a trunnion axis (<NUM>) to define a null position (<NUM>) and right-turn and left-turn positions (<NUM>, <NUM>); and
a toggle (<NUM>) having a cancellation member (<NUM>), wherein the toggle (<NUM>) operates axially and rotationally with respect to the rotational axis (<NUM>) and with respect to one of the trunnion (<NUM>) and the turn-signal housing (<NUM>) to define an axis of rotational movement (<NUM>), wherein the cancellation member (<NUM>) in the null position (<NUM>) is within the shaft enclosure (<NUM>) and axially offset from the cancellation rib (<NUM>) with respect to the rotational axis (<NUM>), and wherein the cancellation member (<NUM>) in one of the right-turn and left-turn positions (<NUM>, <NUM>) is within the shaft enclosure (<NUM>) and axially aligned with respect to the rotational axis (<NUM>) for selective engagement with the cancellation rib (<NUM>), wherein selective engagement of the cancellation rib (<NUM>) with the cancellation member (<NUM>) as the steering shaft (<NUM>) is operated in a direction opposite to the selected turn, axially operates the toggle (<NUM>) with respect to the rotational axis (<NUM>) to the null position (<NUM>).