Abstract:
An adjustable steering column for a motor vehicle has at least two components and at least one locking device. The components can be adjusted in the position thereof relative to each other along an adjustment path in an open position of the locking device and are locked in the position thereof relative to each other in a closed position of the locking device. A stop element is arranged at least an a first of the components, which stop element limits the adjustment path and can be detached from the first of the components when a force value is exceeded. The adjustable steering column has a tool which can be inserted between the stop element and the first of the components in order to detach the stop element.

Description:
BACKGROUND OF THE INVENTION 
       [0001]    The present invention relates to an adjustable steering column for a motor vehicle, the steering column comprising at least two structural parts and at least one securement device. The structural parts, in an opened position of the securement device, are displaceable in their position relative to one another along a displacement path and, in a closed position of the securement device, are secured in position relative to one another. At least on a first of the structural parts, a stop element is disposed which delimits the displacement path and, upon a force value being exceeded, is detachable from the first of the structural parts. 
         [0002]    Such adjustable steering columns are known within prior art. The displaceability of the two structural parts relative to one another serves, for example, for the purpose of enabling adapting the position of the steering wheel to a particular driver. Within prior art height and/or length-adjustable steering columns are known. If the structural parts of the steering column are to be displaced relative to one another, the securement device is moved into its opened position. When the desired setting or position relative to one another has been reached, the securement device is moved into the closed position in which the two structural parts of the adjustable steering column are secured in position relative to one another. 
         [0003]    To exclude faulty operation and to delimit the displacement path in the opened securement device, it is known to provide on one of the two structural parts a stop element delimiting the displacement path. In order to abolish this delimitation in the event of a motor vehicle collision, thus in the event of a crash, it is known to implement this stop element such that it is detachable when a force value is exceeded. In prior art the term break-away elements is also frequently used. 
         [0004]    A steering column of said type is disclosed, for example, in U.S. Pat. No. 7,703,804 B2. This publication discloses an adjustable steering column in which the displacement path is carried along a displacement region in the form of an elongated hole. In the event of a motor vehicle crash upon a predefinable force value being exceeded, a stop element is disengaged which, initially, had been secured on a steering column bearing unit, such that the steering column is displaceable along an expanded path which adjoins the displacement path. Such a solution is complex since the stop element must be suitably secured and the break-away force must be set. A further significant disadvantage comprises that a corresponding securement pin must be broken off which leads to a relatively high force peak at the beginning of the crash sequence. In the event of a crash this force peak can have a negative effect on the driver of the motor vehicle. 
         [0005]    Another generic adjustable steering column is disclosed in DE 10 2007 002 091 A1. Here a stop element is also provided for delimiting the displacement path, which, when a predefined force value is exceeded, breaks off in the form of a break-away element and enables the path for a further axial dislocation of the steering spindle bearing unit relative to the chassis-stationary bracket unit. Here there is also the disadvantage that the break-away element, since it must withstand the occurring forces even in the case of faulty operation, at the beginning of the crash generates a relatively high force peak which is undesirable since it can lead to unnecessary injuries of the driver of the motor vehicle. 
       SUMMARY OF THE INVENTION 
       [0006]    The invention addresses the problem of improving the generic adjustable steering column to the extent that the force peaks occurring during the detachment of the stop element are avoided or at least decreased. 
         [0007]    This problem is resolved through an adjustable steering column according as described herein. The dependent claims describe features of preferred physical forms of the invention. 
         [0008]    Consequently, there is provided that the adjustable steering column comprises a tool which for detaching the stop element at least regionally can be introduced between the stop element and the first of the structural parts. A fundamental concept is thus that the stop element no longer must, as is the case in prior art, be broken off via a blunt stop which leads to the undesired force peak, but rather this force peak is markedly reduced or avoided thereby that the tool is introduced, preferably slid in between the stop element and the first structural part, on which the stop element is initially secured. It can herein be provided that the tool during the introduction between the stop element and the first of the structural part pries and/or shears the stop element off the first of the structural parts. It is furthermore advantageous if on the tool and/or in the proximity of the stop element, onto which the tool impinges during the detachment of the stop element, a preferably wedge-shaped oblique face or oblique surface area or face or point is disposed. As is also the case in generic adjustable steering columns, it is herein provided that the stop element upon actuation below a preferably predefinable force value delimits the displacement path between the two structural parts and only upon reaching or exceeding the preferably predefinable force path, in particular in the event of a crash, a detachment of the stop element from the first of the structural parts takes place. 
         [0009]    Preferred physical forms of the invention provide that the tool, at least during the detachment of the stop element from the first of the structural parts, is braced or supported, preferably is secured, on the other of the structural parts. The tool does not need to be herein absolutely supported directly on the other of the structural parts. It can also be provided that the tool is supported via a further structural part, for example an intermediate piece between the two structural parts, on the other structural part. It is generally feasible that the tool, relative to the other of the structural parts, is permanently nonmovably supported on the other of the structural parts, preferably is secured, thus fixed on the other of the structural parts. However, it is equally well feasible that the tool is supported only temporarily nonmovably, preferably secured, with respect to the other structural part on the latter. It can thus be provided that the tool relative to the other of the structural parts in only one engagement position of an engagement element is nonmovably supported, preferably secured, on the other of the structural parts, with the engagement element also comprising a detached position in which the tool is movable relative to the other of the structural parts. 
         [0010]    The stop element advantageously comprises at least one stop face with which, upon reaching an end of the displacement path, it abuts on the other of the structural parts or a further structural part connected therewith. 
         [0011]    On the stop face can be disposed at least one, preferably elastic, buffer or cushion for dampening the abutment. These cushions can be laid out in particular such that during an improper faulty operation at opened securement device, in which the two structural parts of the steering column are unusually forcefully moved relative to one another such that a vigorous abutment on the stop element occurs, they can cushion without a detachment of the stop element from the first of the structural parts occurring. 
         [0012]    It is furthermore advantageous if the tool for detaching the stop element from the first of the structural parts does not act on the stop faces onto the stop element. This can be attained, for example, thereby that the tool for detaching the stop element from the first of the structural parts can be introduced in a region outside of the stop face between the stop element and the first of the structural parts. 
         [0013]    The stop element can be a synthetic material part. It can be produced using an injection molding method. The synthetic material part can be comprised of a single material, but also of a combination of several materials. These can be produced, for example, in single- or multi-component injection molding. It is for example conceivable to implement the cushions of the stop element of another, in particular softer, material than the remaining stop element. 
         [0014]    The stop element can be anchored by means of at least one peg on or in the first of the structural parts. The pegs can be fixedly disposed on the stop element and engage into corresponding openings in the first of the structural parts or conversely. It can also be provided for the peg or pegs to be formed integrally onto the stop element or the first of the structural parts, which, at least in the case of the stop element, can also be produced using single- or multi-component injection molding. 
         [0015]    However, alternatively it is also conceivable and feasible to produce the stop element of metal, for example using an aluminum pressure die casting method. Due to the technology according to the invention, a high force peak at the beginning of the crash is nevertheless avoided herein. Preferred physical forms of the invention provide that the tool is preferably a tab which is a part of an energy absorption device of the adjustable steering column, and the energy absorption device, at least in the event of a motor vehicle crash, connects at least the two structural parts of the steering for the absorption of energy. The energy absorption device and the securement device can herein be implemented such that they are integrated, however, they can also be implemented separately from one another. In its closed position, the securement device can, as is known per se, establish a connection under friction and/or under form closure between the two structural parts of the adjustable steering column. 
         [0016]    Technically especially simply realizable physical forms of the invention provide that the stop element is disposed outwardly projecting on an outer surface of the first of the structural parts and the tool for detaching the stop element can be introduced between the stop element and the outer surface of the first of the structural parts. This comprises in particular also the case that the stop element is disposed entirely outside of an elongated hole. 
         [0017]    Preferred physical forms of adjustable steering columns according to the invention provide that at least one of the structural parts is a bracket unit intended for the chassis-stationary fixing on the motor vehicle and the second of the structural parts is a steering spindle bearing unit held by the bracket unit for the rotatable bearing of a steering spindle. The steering spindle bearing unit in the opened position of the securement device is displaceable with respect to the bracket unit and, in the closed position of the securement device, is secured in its position relative to the bracket unit. Herein, the first of the structural parts on which the stop element is disposed can be the bracket unit and the other of the structural parts can be the steering spindle bearing unit. The converse implementation is also conceivable, in which the first of the structural parts is the steering spindle bearing unit and the other of the structural parts is the bracket unit. 
         [0018]    The connection with the bracket unit can be established indirectly, for example via a clamp bolt known within prior art. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0019]    Further features and details of preferred physical forms of the invention will be explained in conjunction with embodiments selected as examples and depicted in the Figures, in which: 
           [0020]      FIG. 1 to 4  show a first embodiment of a steering column according to the invention; 
           [0021]      FIG. 5 to 7  show detail depictions regarding the stop element and the first of the structural parts on which the stop element can be secured in position; 
           [0022]      FIG. 8  is a side view of  FIG. 2 ; 
           [0023]      FIG. 9  is a side view of  FIG. 4 ; 
           [0024]      FIG. 10 to 12  are depictions in conjunction with a second physical form of a steering column according to the invention; 
           [0025]      FIG. 13  shows a third embodiment of a steering column according to the invention; 
           [0026]      FIG. 14 to 16  are highly schematic depictions of a fourth embodiment according to the invention; 
           [0027]      FIG. 17  is an embodiment of a stop element. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0028]    Like or identically acting elements are denoted in the Figures by the same reference numbers. 
         [0029]      FIG. 1  shows a perspective depiction of a first embodiment of a steering column according to the invention. The first of the two structural parts  2  movable with respect to one another of the adjustable steering column  1  is implemented in this embodiment as a steering spindle bearing unit in which the steering spindle  15  is supported rotatably about its longitudinal axis. On the steering wheel connection  16  of the steering spindle  15  a steering wheel can be mounted. To secure the steering spindle  15  and first structural part  2  on the chassis of the motor vehicle another structural part  3  is provided, here in the form of a bracket unit. The bracket unit is fixed with the securement plates  17  on the chassis of the motor vehicle in a manner known per se. The bracket unit further comprises two side jaws  21  between which the steering spindle bearing unit is disposed. Between steering spindle bearing unit, or the first structural part  2 , and bracket unit, or the other structural part  3 , is located in the depicted embodiment, such as is known per se within prior art, additionally the further structural part  29  in the form of an intermediate piece. 
         [0030]    The depicted steering column  1  comprises a securement device  4 . This includes, inter alia, as is known per se, the clamp bolt  18  as well as cam  19  and cam follower  20 . Through rotation of the clamp bolt  18  about its longitudinal axis by means of a motor or swivel lever (neither shown here) cam  19  and cam follower  20  are turned against one another between an opened position of the securement device  4  and a closed position of the securement device  4 . In the closed position of the securement device  4  the two side jaws  21  are pressed against the further structural part  29  and the steering spindle bearing unit (first structural part  2 ) such that the steering spindle bearing unit is fixedly held in its position relative to the bracket unit (structural part  3 ). The holding forces are of such magnitude that at least during normal operation, thus when no crash situation is occurring, the holding forces between the two structural parts  2  and  3  fix these in their position relative to one another. The securement device  4  can operate under form closure and/or under friction closure. In the depicted embodiment via the toothing  26 , as is known per se, a form closure is attained with respect to the height displacement in the direction  36 . With respect to the length displacement in the direction  35  the second structural part  2  is held under friction closure by the other structural part  3  if the securement device  4  is in the closed position. However, it is understood that all other physical forms known within prior art are also conceivable as alternatives. 
         [0031]    The depicted steering column  1  is in any case height-adjustable in the opened position of the securement device  4  in the directions  36  as well as also length-adjustable in the directions  35 . It is understood that there are also embodiments of the invention in which the steering column  1  is only height-adjustable or only length-adjustable. 
         [0032]    Apart from the securement device  4 , the depicted embodiment of the steering column  1  according to  FIGS. 1 to 4  comprises additionally also an energy absorption device  10  which connects the two structural parts  2  and  3  with one another in the event of a motor vehicle crash for the purpose of absorption of energy. In the depicted embodiment this energy absorption device  10  comprises a tearing flex tab  9  which is fixedly connected with the steering spindle bearing unit or the first structural part  2  by means of the hook-eye connection  37 . The tearing flex tap  9  comprises in the proximity of the hook-eye connection  37  the tear region  24  which, additionally to the pure bending of the tearing flex tap  9 , ensures the desired energy absorption in the event of a crash. In order to be active in the event of a crash, the tearing flex tab  9  must be held securely or fixed on the bracket unit or the other structural part  3  at least in the event of a crash. In the concretely depicted first embodiment the hook-shaped engagement element  7  is provided for this purpose. This element comprises at least one tooth  38  with which, in the engagement position depicted in  FIG. 1 , it engages into one of the openings or cutouts  25  in the tearing flex tab  9 . In the depicted embodiment, the hook-shaped engagement element  7  itself is bearing supported freely rotatably on the clamp bolt  18  of the securement device  4 . A spring  22 , of a spring element  39  also disposed on the clamp bolt  18 , however presses the engagement element  7  depicted here continuously in the direction of the tearing flex tab  9  or entrainer arms  23 . The entrainer arms  23  engage into an elongated hole in the engagement element  7  and are also part of the spring element  39  to which also the spring  22  belongs. The spring element  39  is supported under form closure on the clamp bolt  18  such that each rotational movement of the clamp bolt  18  about its longitudinal axis is transmitted onto the spring element  39 . This serves for the purpose that the engagement element  7  in the opened position of the securement device  4 , due to the engagement of the entrainer arms  23  into said elongated hole, can be brought with its tooth  38  out of contact with the tearing flex tab  9  or its cutout  25  in order for the two structural parts  2  and  3  to be shifted with respect to one another in the opened state of the securement device  4  without the tearing flex tab  9  being deformed in the process. When by turning of the clamp bolt  18  the securement device  4  is subsequently brought again into the closed position shown in  FIG. 1 , the spring element  39  is again swiveled simultaneously so far that the spring  22  presses the engagement element  7  again against the tearing flex tab  9 . It may occur that the tooth  38  of the engagement element  7  engages directly into a cutout  25  on the tearing flex tab  9 . However, it may also occur that the tooth  38  comes to lie on a web between two adjacent cutouts  25 . In that case the engagement into one of the two cutouts  25  occurs only when the structural part  2  in the event of a crash is shifted relative to the structural part  3 . As soon as in the event of a crash the engagement element  7  has come into engagement in the tearing flex tab  9  and the first structural part  2  is shifted further relative to the bracket unit or the other structural part  3 , the engagement element  7  holds fixedly the tearing flex tab  9  on the other structural part  3  such that as a result the bending over or recurvature and tearing open of the tearing region  24  occurs wherewith the desired energy absorption proceeds. It should be noted here that, instead of a tearing flex tab, the energy absorption can also be effected through a pure bending, for example by means of a flex tab or through a pure separation operation. 
         [0033]    In the depicted embodiment, the energy absorption device  10  is thus integrated into the securement device  4 . This does not absolutely need to be the case. All other energy absorption mechanisms known within the prior art can also be applied in steering columns implemented according to the invention. These can be integrated into the securement device  4 . However, they can also be implemented separately therefrom. 
         [0034]    According to the invention in the steering column  1  discussed up to now, a stop element  5  is provided for delimiting the displacement path between structural part  2  and  3  and a tool  6 , the tool  6  of the steering column  1  in the event of a crash being introduced between the stop element  5  and the first structural part  2 , in order to detach the stop element  5  from the first structural part  2  under avoidance or at least marked reduction of force peaks. In the depicted variant according to the first embodiment the tool  6  is implemented as a portion of a tab, namely of the tearing flex tab  9 . The tab, of which the tool  6  forms a portion, can alternatively be a flex tab  8  or a pure tearing tab. In the first embodiment the tool  6  specifically is the end of the tearing flex tab  9  oriented toward the steering wheel connection  16 . In terms of avoidance of force peaks, it is advantageous if, as is the case in the depicted embodiment, the tool  6  is implemented as a wedge-shaped or, viewed with respect to the direction  35 , oblique surface area or face  27   a  or point. In addition, or alternatively, a corresponding oblique face  27   b  can also be disposed in that region on the stop element  5  in which in the event of a crash the tool  6  impacts on the stop element  5 . In the specifically depicted embodiment, as is provided in general in advantageous implementations, the stop element  5  is disposed outwardly projecting on an outer surface  12  of the first structural part  2  and the tool  6  for the detachment of the stop element  5  is introducible between the stop element  5  and the outer surface  12  of the first structural part  2 . Through this introduction or sliding-in of the tool  6  between stop element  5  and first structural part  2 , the stop element  5  is pried and/or sheared off from the first structural part  2  whereby the undesired force peaks during the detachment of the stop element  5  from structural part  2  are avoided or at least markedly reduced. It is to be preferred that the stop element  5  is pried off from the first structural part  2 , especially preferred under avoidance of a shearing or breaking operation, for further lowering of the undesired force peaks during the detachment. 
         [0035]      FIGS. 2 to 4  depict details in the proximity of securement device  4 , stop element  5 , tool  6  and energy absorption device  10  of the steering column depicted in  FIG. 1 . In  FIG. 2  is shown by example a position during normal operation in which the motor vehicle is moved. The securement device  4  is in the closed position in which it holds fixedly in position the two structural parts  2  and  3  relative to one another. The engagement element  7  is in engagement position on the tearing flex tab  9 , such that in the event of a motor vehicle crash the already described energy absorption can proceed.  FIG. 3  shows a position during normal operation in which the end of the displacement path in the direction  35  has been reached, with only a small detail of the steering column being depicted. In this position the stop faces  13  are in contact on the further structural part  29  and therewith also indirectly on structural part  3  such that, even with the opened securement device  4  in which the engagement element  7  is also not in engagement with the tearing flex tab  9 , the further sliding of the structural part  2  into the structural part  3  in the direction away from the steering wheel connection  16  is prevented. This is the normal function of the stop element  5  which is comprised of delimiting the displacement path between the two structural parts  2  and  3  in this direction. In this situation in which a motor vehicle crash has not yet occurred, the tool  6  is not slid in between stop element  5  and first structural part  2  such that the stop element  5  is fixedly secured on the second structural part  2 . For the sake of completeness reference is made to the fact that in  FIG. 3  the securement device  4  is depicted in the closed position even though the stop element  5  serves for delimiting the displacement path precisely when the securement device  4  is in the opened position.  FIG. 4  now shows the case of a crash in which a collision of the motor vehicle has taken place or is taking place and the structural part  2  with the closed securement device  4 , for the absorption of energy generated through the impact of the motor vehicle driver onto the steering wheel, is slid into the structural part  3 . Before the occurrence of the crash, the situation was as depicted in  FIG. 2 . 
         [0036]    In the case of a crash according to  FIG. 4  the structural part  2 , thus the steering spindle bearing unit, is slid into the structural part  3 , thus the chassis-stationary bracket unit, in the direction away from the steering wheel connection  16  and in the direction toward the motor vehicle front. Via the engagement of the engagement element  7  into the tearing flex tab  9 , this is held fixedly secured in position on the other structural part  3  such that the tearing flex tab  9  is bent over and the tearing region  24  is torn open wherein in the desired manner the energy introduced into the steering column  1  is dissipated. The tool  6  in the form of the front end of the tearing flex tab  9  is simultaneously introduced or slid between the stop element  5  and the outer surface  12  of the structural part  2 , whereby, as indicated in  FIG. 4 , the stop element  5  is pried or sheared off from the structural part  2  without a disruptive force peak occurring. Through the removal of the stop element  5  from the structural part  2  a further dislocation of the structural part  2  is enabled with respect to structural part  3  with the simultaneous energy absorption by means of tearing flex tab  9  and friction between the friction faces. A force peak which in prior art is required during the breaking-off of the stop element  5  is here avoided in the manner according to the invention. Only in the case in which, during the detachment of the stop element  5 , a shearing operation is executed by the tool  6  is a force peak generated. However, this force peak is markedly smaller than would be required for a breaking operation according to prior art. In spite of the low forces which are necessary for detaching the stop element  5  by means of tool  6 , the stop element  5  can be implemented robust and fixedly and be secured on structural part  2  such that it can also raise high resistance forces if the structural part  2  with opened securement device  4  is improperly unnecessarily strongly jerked by the driver with the stop element  5  against the structural part  3 , thus the bracket unit. 
         [0037]    In  FIGS. 5 to 7  can be found again detail depictions in relation to the first embodiment, wherein, as a matter of form, reference is made to the fact that the stop element  5  is implemented minimally differently than in  FIGS. 1 to 4 , which, however, does not change the general functional operation. In  FIG. 5  the stop element  5  is secured on structural part  2  or its outer surface  12 . In  FIG. 6  the stop element  5  is demounted such that the openings  30  in structural part  2  can be seen into which, for securing the stop element  5  on structural part  2 , the pegs  28  of the stop element  5  engage. The connections between pegs  28  and openings  30  can herein be connections acting under friction closure or other force-closure, such as for example also snap-in connections. Alternatively, form-closure connections detachable correspondingly through prying off or shearing off are also conceivable. It is understood that alternatively the pegs can also be fixedly disposed on structural part  2  and engage into corresponding openings  30  on stop element  5 . 
         [0038]      FIGS. 8 and 9  show once again the first embodiment, each in a partially sectioned side view.  FIG. 8  shows the normal operation analogously to  FIG. 2 .  FIG. 9  shows the case of a crash analogously to  FIG. 4 . 
         [0039]    In  FIGS. 10 to 12  a second embodiment of the invention is depicted, which is based on the first embodiment, however additionally is equipped with cushions  14  on the stop faces  13  of the stop element  5 . Except for this difference, the essential basic structure as well as also the essential basic function of the second embodiment corresponds to the, or that of the, first embodiment such that this does not need to be discussed again here. In the variant depicted in  FIGS. 10 to 12 , even in the case that the steering column  1  or its structural part  2  is completely driven to the end of the displacement path, a force peak for opening the further displacement path is at least reduced. For this purpose, the cushions  14  are provided which resist the normal actuation forces of the driver during the adjustment of the steering column  1  and preferably are implemented such that they are elastic or resilient. The cushions  14  can further also serve for the purpose, in the case of incorrect use with the opened securement device, of cushioning an excessively intense abutting of the stop element  5  on the further structural part  29  and therewith on the bracket unit or on the other structural part  3  without hereby the detaching of the stop element  5  from the second structural part  2  occurring. 
         [0040]    In terms of form and material selection, the cushions  14  can be implemented differently. They can be elastic hollow bodies as in the depicted embodiment. Other suitable elastic materials, however, can also be employed. Especially preferred implementations provide that the stop element  5  as well as also the cushions are implemented of synthetic material. In order for the cushions  14  to be made correspondingly softer than the remaining stop element  5 , a softer synthetic material, for example, can be utilized. Such parts can be readily produced in prior art using injection molding methods, in particular multi-component injection molding. In the depicted embodiment the cushions are provided with a correspondingly thin wall thickness such that they can yield elastically. 
         [0041]    If the driver displaces the structural part  2  of the steering column  1  so far that the stop element with its stop faces  13  abuts on cushions  14  at the end of the displacement path on the further structural part  29  or on structural part  3 , and, if he does not exert any excessive forces for the displacement, the cushions  14  are maintained in their full resilient length. If, in the event of a crash, the effect of a higher force occurs, the cushions  14  are compressed and simultaneously the tool  6  is pushed in the direction of the steering wheel connection  16  such that the stop element  5 , as shown in  FIG. 12 , is correspondingly pried out or sheared off as described earlier in conjunction with the first embodiment. If the cushions  14  are laid out to be resilient, the cushions  14  would move resiliently back into their starting size even if, while the driver for the adjustment applies an increased force, however, has reduced the force applied onto the structural part  2  before the closing of the securement device  4 . Should in the exceptional case the cushions  14  be pushed with full force by the driver against the structural part  29  or  3  and the securement device  4  be locked in this position, the detachment force required in the event of a crash increases correspondingly for detaching the stop element  5  and therewith for enabling the further dislocation with the employment of the energy absorption device  10 . Through the correspondingly precise layout of the tool  6 , however, even in this case the force peak necessary for detaching the stop element  5  can be reduced to an acceptable measure. In  FIG. 11  in a small detail of the steering column, the situation is illustrated in which the steering column is refracted in the longitudinal direction up to the stop of the displacement path, and the stop element, in the position in which the cushion  14  is resiliently sprung back, has been brought with the stop face  13  disposed on cushion  14  into contact with the stop on the further structural part  29 . 
         [0042]      FIG. 13  shows a third embodiment according to the invention, in which the structural part  2 , thus the steering spindle bearing unit supporting the steering spindle  15  relative to the chassis-stationary bracket unit in the form of the structural part  3 , is only length-adjustable in the direction  35 . The securement device  4  is implemented as is known in prior art, and is displaced by manually swiveling lever  31  between the closed and the opened position. In the opened position of the securement device  4  the structural parts  2  and  3  are displaceable relative to one another in order to be able to set the steering wheel, not shown here and to be secured on the steering wheel connection  16 , according to the wishes of the driver. In contrast to the previously described physical forms, in the embodiment according to  FIG. 13  no tearing flex tab or flex tab  8  or  9  is provided for the energy absorption in the event of a crash. In the highly simple embodiment according to  FIG. 13 , the energy in the event of a crash with the securement device  4  closed is absorbed substantially through friction between the structural part  2  and the structural parts  3  and  29 . The tool  6  in the depicted embodiment according to  FIG. 13  is fixedly disposed on the further structural part  29  and therewith on the bracket unit in the form of the other structural part  3 . The tool  6  here also has a wedge-shaped oblique face  27   a,  with which it is introduced or slid in the event of a crash between the stop element  5  and the structural part  2  in order for the stop element  5  in the event of a crash to be detached from the structural part  2  without generation of a force peak in order to extend the displacement path for the energy absorption between the structural parts  2  and  3 . The securement of the stop element  5  as well as its implementation with cushions  14  corresponds substantially to the embodiments according to  FIGS. 10 to 12 . The securement on structural part  2  can also be implemented as realized in  FIGS. 5 to 7 . In the embodiment according to  FIG. 13  the tool  6  is consequently secured or fixed permanently via the further structural part  29  on the other structural part  3 , thus the bracket unit. 
         [0043]    In  FIGS. 14 to 16  a further embodiment according to the invention is depicted in outline. The structural part  3  is again a chassis-stationary bracket unit. The structural part  2  is displaceable relative thereto at least in the directions  35 , thus in the longitudinal direction if a securement device  4 , not shown here completely, which can be implemented as in the other embodiments, is in the opened state. In the depictions according to  FIG. 14 to 16  of the securement device  4 , only the clamp bolt  18  of this embodiment is shown in section. In the embodiment according to  FIGS. 14 to 16 , this clamp bolt  18  has also the function of serving as a counterstop for the stop face  13  of the stop element  5  if the displacement path of one of its ends has been reached. This stop situation is depicted in  FIG. 15 . 
         [0044]    In the fourth embodiment, under discussion here the tool  6  is also implemented as a portion of a tab. In the specifically shown case this is a flex tab  8 . This tab is at its one end fixed on the second structural part  2  by means of the fixing fastner  33 . The flex tab  8  comprises a deflection or recurvature  11 . At the end of tab  8  opposite the fixing  33  is located the tool  6 . The holding-down device  34  is secured on structural part  2  and ensures that the flex tab  8  is at least in the proximity of the tool  6  in contact on the outer surface  12  of structural part  2 . 
         [0045]    The fourth embodiment is a variant according to the invention in which the tool  6  is connected interactively preferably with a bent over region of a tab and the tool  6  at least during the detaching of the stop element  5  from the first of the structural parts  2  is supported, preferably is secured, by means of the recurvature  11  on the other of the structural parts  3 . 
         [0046]    In this embodiment depicted in  FIG. 16  in the event of a crash is specifically provided that the flex tab  8  is in contact with its recurvature  11  on a corresponding chassis-stationary stop  40  of structural part  3  such that the flex tab  8  during the sliding, due to a crash, into the structural part  2  is reformed in the recurvature  11  and thereby is pushed with its end bearing the tool  6  in the direction of the steering wheel  33 . It is, in turn, achieved thereby that the tool  6  is introduced or slid between the first structural part  2  or its outer surface  12  and the stop element  5  in order to pry out and/or shear off the latter with its peg  28  from the opening  30 . Primarily to be noted in this embodiment is that through the staying of the recurvature  11  of the flex tab  8  on the structural part  3  or its stop  40  a transmission function results. Thus, the tool  6  is pushed twice as far in the direction of the steering wheel  33  as the structural part  2  is pushed during the sliding into the structural part  3  into the opposite direction. The stop element  5  is hereby detached by means of tool  6  from structural part  2  before the clamp bolt  18  does so. 
         [0047]    For the sake of completeness reference is made to the fact that a corresponding recurvature  11  with transmission can also be attained through a traction cable or the like. 
         [0048]    It is also in principle conceivable and feasible in the fourth embodiment to lower the force peak during the prying-out through corresponding cushion elements  14  as was already illustrated with respect to the embodiment according to  FIG. 10 to 13 .  FIGS. 14 to 16  illustrate also an alternative solution in which the tool  6  is moved counter to the displacement direction of structural part  2  relative to structural part  3  in the event of a crash and therewith pries out the stop element  5 . In this manner it becomes possible to lower or avoid the force peak. In the depicted fourth embodiment the flex tab  8  or the tool  6  is preferably comprised of a thin spring steel band. 
         [0049]      FIG. 17  illustrates a further embodiment of the stop element  5 . The oblique faces  27   b  serve for prying out the stop element  5  in the event of a crash. The pegs  28  are here implemented as clips. 
         [0050]    To the extent applicable or implementable all of the different individual features of the several examples can be interchanged and/or combined without leaving the scope of the invention. 
       LEGEND TO THE REFERENCE NUMBERS 
       [0051]      1  Steering column 
         [0052]      2  Structural part 
         [0053]      3  Structural part 
         [0054]      4  Securement device 
         [0055]      5  Stop element 
         [0056]      6  Tool 
         [0057]      7  Engagement element 
         [0058]      8  Flex tab 
         [0059]      9  Tearing flex tab 
         [0060]      10  Energy absorption device 
         [0061]      11  Recurvature 
         [0062]      12  Outer face 
         [0063]      13  Stop face 
         [0064]      14  Cushion 
         [0065]      15  Steering spindle 
         [0066]      16  Steering wheel connection 
         [0067]      17  Securement tabs 
         [0068]      18  Clamp bolt 
         [0069]      19  Cam 
         [0070]      20  Cam follower 
         [0071]      21  Side jaw 
         [0072]      22  Spring 
         [0073]      23  Entrainer arms 
         [0074]      24  Tear region 
         [0075]      25  Cutouts 
         [0076]      26  Toothing 
         [0077]      27   a  Face 
         [0078]      27   b  Oblique face 
         [0079]      28  Peg 
         [0080]      29  Further structural part 
         [0081]      30  Opening 
         [0082]      31  Lever 
         [0083]      32  Steering wheel 
         [0084]      33  Fixing 
         [0085]      34  Holding-down device 
         [0086]      35  Direction 
         [0087]      36  Direction 
         [0088]      37  Hook-eye connection 
         [0089]      38  Tooth 
         [0090]      39  Spring element 
         [0091]      40  Stop