Steering wheel adjustment device for motor vehicles

Abstract

This invention relates to an adjustment device for a steering wheel, comprising a first axis aligned parallel to the vehicle's transverse axis, the steering wheel being pivotable about the first axis between a driving position and at least one other position, a rotary latch having a rotary latching element arranged in a working plane being torsionalally connected to the steering wheel and pivotable about the first axis, a second axis arranged parallel to the first axis, a connecting rod arranged on the second axis to interact with the rotary latching element, the connecting rod being arranged on the second axis to be pushed away from the working plane against a spring force, the connecting rod having a stop surface that engages with at least one corresponding stop surface of the rotary latching element when the steering wheel is pivoted to at least one other position and thus the rotary latching is also pivoted to at least one other position, the at least one stop surface having a slope that, through which a predetermined force is applied to the steering wheel against a spring force, can force or compel the connecting rod to disengage from the rotary latching element in the direction of the driving position from the other position.

Description

Technical Field

[0001] This invention relates to an adjustment device for a steering wheel of a motor vehicle. Background Technology

[0002] Steering wheels capable of pivoting from the driving position to at least one other position are known in the prior art.

[0003] US 11,180,177 B1 describes a steering wheel assembly including a rim movably connected to a base for movement between a driving position and a use position. A movement control mechanism is configured to selectively lock the rim relative to the base structure in the driving position. The movement control mechanism includes a locking element configured to hold an edge structure relative to the base structure in the use position, such that a user can apply force to the edge structure to overcome the locking element and move the edge structure from the use position to the driving position.

[0004] DE 10 2021 123 507 A1 describes a steering wheel for a forward moving device, the steering wheel including a hub and a ring extending around the hub, wherein the ring is mounted between a steering position and at least one non-steering position in a manner capable of pivoting about a tilt axis. The steering wheel includes two removable locking assemblies arranged opposite each other about the hub, wherein each of the two locking assemblies has a hub-side locking device and a ring-side locking device for preventing pivoting by mutual engagement. The hub-side locking device and the ring-side locking device are adapted to engage with each other spaced apart from the tilt axis. Summary of the Invention

[0005] The purpose of this invention is to provide a novel adjustment device for a pivotable steering wheel in a motor vehicle.

[0006] The present invention achieves the above objective by means of an adjustment device for a steering wheel of a motor vehicle according to claim 1.

[0007] An adjustment device for a steering wheel of a motor vehicle according to the invention includes a bearing housing having a first shaft disposed therein, the first shaft being aligned parallel to or configurable to the lateral axis of the vehicle, and the steering wheel being pivotable about the first shaft between a driving position and at least one other position, wherein a rotary latch is torsionally connected to the steering wheel and pivotable together with the steering wheel about the first shaft, the rotary latch having a rotary latching element disposed in a working plane, wherein a second shaft is arranged parallel to the first shaft in the bearing housing, and wherein a connecting rod is arranged on the second shaft for interaction with the rotary latching element. The connecting rod is arranged on a second shaft and can be pushed away from the working plane in a manner against the force of a spring. The connecting rod has a stop surface that engages with and stops at least one corresponding stop surface of the rotary latch element when the steering wheel is pivoted to the at least one other position, thereby pivoting the rotary latch to the at least one other position. At least one of the stop surfaces has a slope that allows the connecting rod to be forced or compelled to disengage from the rotary latch element in a manner against the force of a spring when a predetermined force is applied to the steering wheel.

[0008] This provides a mechanical overload release for a tilt-adjustable steering wheel, allowing it to be moved from other positions, such as a comfort position, particularly a first or second comfort position, to a driving position. In further embodiments, two or more other positions, such as comfort positions, may also be provided.

[0009] In a feasible improvement, the rotary latch also includes other rotary latching elements arranged in other working planes, wherein a pawl is pivotally arranged on a second axis for interacting with other rotary latching elements. This pawl has a stop surface that engages with a corresponding stop surface of the other rotary latching elements by the force of a return spring, and stops the corresponding stop surfaces of the other rotary latching elements when the steering wheel is pivoted to the driving position, thereby pivoting the rotary latch to that driving position as well. Specifically, these stop surfaces do not have a slope that allows for release of mechanical overload. In this way, it is feasible to permanently lock the steering wheel in the driving position.

[0010] In a further embodiment, an actuation mechanism may be arranged, which includes, for example, a Bowden cable, to pivot the connecting rod and / or pawl about a second axis to disengage from the rotary latch. The actuation mechanism may be configured for manual actuation and / or operation by an electric actuator.

[0011] In one improved embodiment, the connecting rod can be preloaded toward the working plane by means of a spring. The spring constant of this spring, together with the friction value of the contact surfaces at engagement, their slope, and the lever length of the mechanical components involved, determines the force applied to the steering wheel for mechanical overload release. Therefore, overload release can be repeatedly reproduced. By selecting a spring with a corresponding spring constant, the required force for overload release can be set.

[0012] In one improved embodiment, a guide element at the rotating latch prevents the connecting rod in a forced position from rotating onto the latch.

[0013] In a further embodiment, a carrying mechanism may be arranged that, when the connecting rod is pivoted through a predetermined rotation angle, also carries the pawl and pivots it to disengage from feasible engagement with other rotary latching elements. The carrying mechanism may be designed such that it is feasible to pivot the connecting rod independently relative to the pawl within the predetermined rotation angle. For this purpose, a carrying cam at the connecting rod may, for example, engage with a cam track at the pawl, or vice versa. In this way, pivoting the connecting rod and the pawl requires only a single actuation mechanism or Bowden cable.

[0014] In a further embodiment, the steering wheel may have a steering wheel rim that, when the steering wheel is in the driving position, is at least substantially in a plane perpendicular to the steering column or steering axis, wherein, as in other positions, the following are provided:

[0015] - A first comfort position, in which the steering wheel rim is in a plane that is at least substantially level with the road surface, and

[0016] - A second comfort position, which is between the driving position and the first comfort position, in which the steering wheel is tilted slightly from horizontal toward the driver, but less so than in the driving position.

[0017] In one feasible implementation, the spring constant of the spring and the angle of the stop surface of the connecting rod and / or the slope of at least one corresponding stop surface are designed to be such that the force on the steering wheel rim at its six o'clock position, particularly the force that the driver or user can apply to the steering wheel rim in special or emergency situations, such as a force of about 150N to 400N, especially 200N, causes the connecting rod to be forced from other positions away from the working plane in the direction of the driving position and thus disengaged from the rotary latch element in a manner that resists the force of the spring.

[0018] In one feasible implementation, a stop is arranged between the working plane and other working planes, which prevents the pawl from leaving the other working planes in the direction of the working plane and prevents the connecting rod from being pushed away from the working planes in the direction of the other working planes.

[0019] In one feasible implementation, a sensor is provided, configured to detect whether the steering wheel is fixed in the driving position. This sensor can be designed as a microswitch. A cam surface can be provided at the pawl, which actuates the microswitch only when the pawl engages with other rotary latching elements.

[0020] In one improved embodiment, bearings, particularly metal-reinforced self-lubricating sliding bearings with a PTFE layer, are arranged on the first and / or second shafts.

[0021] In one improvement, instead of a mechanical overload release, or in addition to a mechanical overload release, an alternative additional release is provided, which refers to release from at least one other position by means of a user-accessible opening aid, particularly a lever, handle, and / or rope or other suitable device. In this case, it is feasible that the control of the pawl via the Bowden cable and the additional actuation at the pawl must be performed interactively. Attached Figure Description

[0022] The embodiments of the present invention will be described in detail with reference to the accompanying drawings. Wherein:

[0023] Figure 1 A schematic view of a steering wheel adjustment device for a motor vehicle is shown;

[0024] Figure 2 Another schematic view of the regulating device is shown;

[0025] Figure 3 It shows that it has the following characteristics: Figure 1 and Figure 2 A schematic view of a steering wheel with two adjustment mechanisms;

[0026] Figure 4 An exploded schematic diagram of the regulating device is shown;

[0027] Figure 5 A schematic view of the steering wheel in the driving position, the first comfort position, and the second comfort position is shown;

[0028] Figure 6 Another schematic view of the steering wheel in the driving position, the first comfort position, and the second comfort position is shown;

[0029] Figure 7 A schematic view of the adjustment device in the driver's position is shown;

[0030] Figure 8 Another schematic view of the adjustment device in the driver's position is shown;

[0031] Figure 9 A schematic view of the adjustment device in the second comfortable position is shown;

[0032] Figure 10 Another schematic view of the adjustment device in the second comfortable position is shown;

[0033] Figure 11 A schematic view of the adjustment device in the first comfortable position is shown;

[0034] Figure 12 Another schematic view of the adjustment device in the first comfortable position is shown;

[0035] Figure 13 A schematic view of a rotary latch with a connecting rod is shown;

[0036] Figure 14 A schematic view of the rotary latch is shown;

[0037] Figure 15 A schematic view of the adjustment device in the second comfortable position is shown, in which the connecting rod is forced out of engagement with the rotary latch;

[0038] Figure 16 A schematic view of the adjustment device in a first comfortable position is shown, in which the connecting rod is forced out of engagement with the rotary latch;

[0039] Figure 17 A schematic view of the adjustment mechanism in the driver's position is shown, with the Bowden cable pulled; and

[0040] Figure 18 A schematic view of the carrying mechanism is shown.

[0041] The same parts in all the accompanying drawings are indicated by the same reference numerals. Detailed Implementation

[0042] Figure 1 This is a schematic view of the adjustment device 1 for the steering wheel 2 of a motor vehicle. Figure 2 This is another schematic view of the adjustment device 1. Figure 3 It is based on Figure 1 and Figure 2 A schematic view of the steering wheel 2 with two adjustment devices 1, which are arranged on opposite sides of the steering wheel 2. Figure 4 This is a schematic exploded view of the regulating device 1.

[0043] The adjusting device 1 has an accessory 3 or a bearing housing 3, which can be connected to the steering column (not shown). The steering wheel 2 is pivotable relative to the bearing housing 3 about a first shaft 5 arranged in the bearing housing 3, which can be laterally aligned with the steering column, for example. In particular, it can pivot in such a way that the aligned steering wheel 2 can...

[0044] -Driver position FP, in which the steering wheel 2, steering wheel rim 4, is at least substantially in a plane perpendicular to the steering column.

[0045] - First comfort position KP1, in which the steering wheel rim 4 is at least substantially in a plane aligned horizontally with the road surface, and

[0046] - A second comfort position KP2 is located between the driving position FP and the first comfort position KP1, in which the steering wheel rim 4 is slightly tilted from horizontal towards the driver, but less so than in the driving position FP.

[0047] Adjustments between them.

[0048] Figure 5 and Figure 6 A schematic view of steering wheel 2 in the described position is shown. Figure 7 and Figure 8 Another schematic view of the adjustment device 1 in the driver's position FP is shown. Figure 9 and Figure 10 Another schematic view of the adjustment device 1 in the second comfortable position KP2 is shown. Figure 11 and Figure 12 Another schematic view of the adjustment device 1 in the first comfortable position KP1 is shown.

[0049] The rotary latch 6, having a first rotary latch element 6.1 arranged in a first working plane AE1 and a second rotary latch element 6.2 arranged in a second working plane AE2, is torsionally connected to the steering wheel 2 and is capable of pivoting with the steering wheel about a first axis 5. For this purpose, a bearing 27, particularly a sliding bearing, such as a metal-reinforced self-lubricating sliding bearing with a PTFE layer, can be arranged on the first axis 5. The first rotary latch element 6.1 and the second rotary latch element 6.2 can be designed as separate components or as a combined component.

[0050] The second shaft 7 is arranged parallel to the first shaft 5 within the bearing housing 3. A pawl 8 is arranged on the second shaft 7 and pivotable in the first working plane AE1 of the rotary latch 6, thereby allowing the pawl to interact with the first rotary latch element 6.1. Furthermore, a connecting rod 9 is arranged on the second shaft 7 and pivotable in the second working plane AE2, thereby allowing the connecting rod to interact with the second rotary latch element 6.2 of the rotary latch 6.

[0051] Between the first working plane AE1 and the second working plane AE2, a stop 10 may be provided on the second shaft 7. The stop prevents the pawl 8 from leaving the first working plane AE1 and prevents the connecting rod 9 from being pushed away from the second working plane AE2 in the direction of the first working plane AE1.

[0052] However, the connecting rod 9 is arranged on the second shaft 7 such that it can be pushed away from the second working plane AE2 and moved away from the pawl 8. A spring 11, such as a helical spring, is arranged, for example on the second shaft 7, such that it preloads the connecting rod 9 toward the second working plane AE2, so that only the force of the spring 11 is needed to push the connecting rod away from the second working plane AE2. Bearings, particularly sliding bearings, such as metal-reinforced self-lubricating sliding bearings with a PTFE layer, may also be arranged on the second shaft 7, especially to make axial pushing of the connecting rod 9 possible or easy.

[0053] An actuation mechanism 12, such as a Bowden cable 12, is connected to a connecting rod 9 to pivot the connecting rod about a second axis 7 to disengage from a feasible engagement with a second rotary latch element 6.2. The actuation mechanism 12 can be configured for manual actuation and / or operation by an electric actuator.

[0054] The pawl 8 and the connecting rod 9 are capable of pivoting independently of each other about the second axis 7 at least within a predetermined rotation angle. However, a carrying mechanism 13 may be arranged that, when the connecting rod 9 is pivoted through a predetermined rotation angle, also carries the pawl 8 and pivots it to disengage from the feasible engagement with the first rotary latch element 6.1.

[0055] Figure 18 This is a schematic view of the carrying mechanism 13. For example, the carrying mechanism 13 may include a carrying cam 14 at the connecting rod 9 and a cam track 15 in the pawl 8, with the carrying cam 14 engaging the cam track. Alternatively, the carrying cam 14 may be arranged at the pawl 8, and the cam track 15 may be arranged in the connecting rod 9.

[0056] A return spring 16 may be provided, which preloads the connecting rod 9 to engage with the second rotary latch element 6.2. The carrying mechanism 13 also preloads the pawl 8 to engage with the first rotary latch element 6.1.

[0057] The pawl 8 has a first stop surface 17, which engages with a corresponding second stop surface 18 of the first rotary latch element 6.1 by the force of the return spring 16, and stops the corresponding second stop surface of the first rotary latch element when the steering wheel 2 is pivoted to the driving position FP, thereby pivoting the rotary latch 6 to the driving position, and when the actuation mechanism 12 is not actuated. It is only feasible to pivot the steering wheel 2 away from the driving position FP in the direction of the second comfort position KP2 or the first comfort position KP1 if the actuation mechanism 12 has been actuated beforehand, for example, by pulling the Bowden cable 12, so that the pawl 8 pivots to disengage from the first rotary latch element 6.1. Figure 17 This is a schematic view of the adjustment device 1 in the driver's position FP, with the Bowden cable 12 pulled. When the steering wheel 2 is in the second comfort position KP2 or the first comfort position KP1, the pawl 8 abuts against the outer surface 19 of the first rotary latch element 6.1 due to the force of the return spring 16 and does not impede its pivoting.

[0058] Figure 13 and Figure 14 A schematic view of a rotary latch 6 with a connecting rod 9 is shown. The connecting rod 9 has a third stop surface 20, which engages with and blocks the corresponding fourth stop surface of the second rotary latch element 6.2 by the force of the return spring 16 when the steering wheel 2, together with the rotary latch 6, is pivoted to the second comfortable position KP2 and the actuation mechanism 12 is not actuated. Alternatively, when the steering wheel 2 is pivoted to the first comfortable position KP1, and the rotary latch 6 is also pivoted to the first comfortable position and the actuation mechanism 12 is not actuated, the third stop surface engages with and blocks the corresponding fifth stop surface of the second rotary latch element 6.2.

[0059] The third stop surface 20 and / or the fourth and fifth stop surfaces 21, 22 have a slope that, when a sufficiently large force is applied to the steering wheel 2, particularly to the steering wheel rim 4 at the six o'clock position, forces the connecting rod 9 away from the first comfort position KP1 or the second comfort position KP2 in the direction of the driving position FP, and thus disengages it from the second working plane AE2 and thus from engagement with the second rotary latch element 6.2.

[0060] Figure 15 This is a schematic view of the adjusting device 1 in the second comfortable position KP2, wherein the connecting rod 9 is forced away from the second working plane AE2 and thus disengages from the engagement with the second rotary latch element 6.2. Figure 16It is a schematic view of the adjusting device 1 in the first comfortable position KP1, wherein the connecting rod 9 is forced away from the second working plane AE2 and thus disengages from the engagement with the second rotary latch element 6.2.

[0061] Therefore, on the one hand, it is feasible to pivot the steering wheel 2 in the direction of the driving position FP away from the second comfort position KP2 or the first comfort position KP1 by applying a sufficiently large force to the steering wheel rim 4. On the other hand, the pivoting of the steering wheel is only feasible if the actuation mechanism 12 is actuated in advance, for example, by pulling the Bowden cable 12, so that the connecting rod 9 pivots to disengage from the second rotary latch element 6.2.

[0062] When the steering wheel 2 is not in the second comfort position KP2 or the first comfort position KP1 due to the actuation of the actuation mechanism 12, the connecting rod 9 does not abut against the outer surface 24 of the second rotary latch element 6.2 when the actuation mechanism 12 is continued to be actuated, or abuts against the outer surface of the second rotary latch element due to the force of the return spring 16 without further actuation of the actuation mechanism 12, and does not hinder the pivoting of the second rotary latch element. When the steering wheel 2 is forced away from the second comfort position KP2 or the first comfort position KP1 by applying force to the steering wheel 2, the connecting rod 9 abuts against the side 25 of the second rotary latch element 6.2 due to the force of the spring 11 without actuating the actuation mechanism 12, and does not hinder the pivoting of the second rotary latch element. When moving from the first comfort position KP1 to the second comfort position KP2, the third stop surface 20 of the connecting rod 9 engages with the fourth stop surface 21 of the second rotary latch element 6.2 due to the force of the spring 11 without actuating the actuation mechanism 12.

[0063] In one embodiment, the spring constant of spring 11 and the angle α of the slope of the third stop surface 20 and / or the fourth and fifth stop surfaces 21, 22 are designed to be such that a force of approximately 150N to 250N, particularly 200N, on the steering wheel rim 4, especially at its six o'clock position, is sufficient to force the connecting rod 9 away from the first comfort position KP1 or the second comfort position KP2 in the direction of the driving position FP, and thus disengage it from the working plane AE2, in a manner that resists the force of spring 11. For this purpose, the lever lengths of the steering wheel 2 and the rotary latch 6, as well as the coefficients of friction of the third stop surface 20 and / or the fourth and fifth stop surfaces 21, 22, must also be considered accordingly. For example, the angle α of the slope can be approximately 30°.

[0064] Additionally, a sensor 23, such as a microswitch 23, can be provided at the bearing housing 3. This sensor is configured to detect whether the steering wheel 2 is fixedly in the driving position FP. For this purpose, a cam surface 26 can be provided at the pawl 8. The cam surface actuates the sensor 23 or the microswitch 23 only when the pawl 8 is engaged with the first rotary latch element 6.1. This is only the case when the steering wheel 2 is in the driving position FP and the actuation mechanism 12 is not actuated. If the steering wheel 2 is not fixedly in the driving position FP, the vehicle's control system can prevent driving operation from starting by means of the sensor 23.

[0065] Appendix Label Table

[0066] 1. Adjustment device

[0067] 2. Steering wheel

[0068] 3. Accessories, bearing housings

[0069] 4. Steering wheel

[0070] 5 First Axis

[0071] 6 Rotary latch

[0072] 6.1 Other rotary latching elements, first rotary latching element

[0073] 6.2 Rotary latch element, second rotary latch element

[0074] 7 Second Axis

[0075] 8. Claws

[0076] 9 Connecting rod

[0077] 10 Stop section

[0078] 11 Springs

[0079] 12 Actuating Mechanisms, Bowdenlazo

[0080] 13 Carrying mechanism

[0081] 14 Carrying Cam

[0082] 15 Cam Rail

[0083] 16. Return spring

[0084] 17 Stop surface, first stop surface

[0085] 18 Corresponding stop surface, second stop surface

[0086] 19 outer perimeter

[0087] 20 stop face, third stop face

[0088] 21 Corresponding stop surface, fourth stop surface

[0089] 22 Corresponding stop surface, fifth stop surface

[0090] 23 Sensors, Microswitches

[0091] 24. Outer surface

[0092] 25 Side View

[0093] 26 Cam surface

[0094] 27 bearings

[0095] AE1 Other working planes, first working plane

[0096] AE2 working plane, second working plane

[0097] FP driving position

[0098] KP1 First Comfort Position, Other Positions

[0099] KP2 Second Comfort Position, Other Positions

[0100] α angle

Claims

1. An adjustment device (1) for a steering wheel (2) of a motor vehicle, the adjustment device comprising at least one bearing housing (3) having a first shaft (5) disposed therein, the first shaft being alignable parallel to the transverse axis of the motor vehicle, and the steering wheel (2) being pivotable about the first shaft between a driving position (FP) and at least one other position (KP1, KP2). The rotary latch (6), having a rotary latch element (6.2) arranged in the working plane (AE2), is torsionally connected to the steering wheel (2) and is capable of pivoting together with the steering wheel about the first axis (5). The second shaft (7) is arranged parallel to the first shaft (5) in the bearing housing (3). The connecting rod (9) is arranged on the second shaft (7) for interacting with the rotary latch element (6.2). The connecting rod (9) is arranged on the second shaft (7) so as to be pushed away from the working plane (AE2) in a manner that resists the force of the spring (11). The connecting rod (9) has a stop surface (20) that engages with and stops at least one corresponding stop surface (21, 22) of the rotary latch element (6.2) when the steering wheel (2) is pivoted to the at least one other position (KP1, KP2), thereby pivoting the rotary latch (6) to the at least one other position. At least one of the stop surfaces (20, 21, 22) has a slope, which allows the connecting rod (9) to be forced to disengage from the rotary latch element (6.2) and leave the other positions (KP1, KP2) in the direction of the driving position (FP) in such a way as to resist the force of the spring (11) when a predetermined force is applied to the steering wheel (2).

2. The adjusting device (1) according to claim 1, wherein the rotary latch (6) has other rotary latch elements (6.1) arranged in other working planes (AE1), wherein a pawl (8) is arranged to be pivotable on the second axis (7) for interacting with the other rotary latch elements (6.1), wherein the pawl (8) has a stop surface (17) that engages with a corresponding stop surface (18) of the other rotary latch elements (6.1) by the force of a return spring (16), and stops the corresponding stop surface of the other rotary latch elements when the steering wheel (2) is pivoted to the driving position (FP), thereby pivoting the rotary latch (6) to the driving position as well.

3. The adjusting device (1) according to claim 2, wherein an actuation mechanism (12) is arranged to pivot the connecting rod (9) and / or the pawl (8) about the second axis (7) to disengage from the rotary latch (6).

4. The adjusting device (1) according to claim 2 or 3, wherein the connecting rod (9) is pre-tightened toward the working plane (AE2) by means of a spring (11).

5. The adjusting device (1) according to any one of claims 1 to 3, wherein the guide element at the rotary latch (6) prevents the connecting rod (9) in the forced position from rotating the latch.

6. The adjusting device (1) according to claim 2 or 3, wherein a carrying mechanism (13) is arranged, which carries the pawl (8) and pivots it to disengage from the other rotating latch element (6.1) when the connecting rod (9) is pivoted through a predetermined rotation angle.

7. The adjusting device (1) according to any one of claims 1 to 3, wherein the steering wheel (2) has a steering wheel rim (4) that, when the steering wheel (2) is aligned in the driving position (FP), the steering wheel rim is at least substantially in a plane perpendicular to the steering column or steering axis, wherein, as in other positions (KP1, KP2), the following are provided: - First comfort position (KP1), in which the steering wheel rim (4) is at least substantially in a plane aligned horizontally with the road surface, and - A second comfort position (KP2) between the driving position (FP) and the first comfort position (KP1), in which the steering wheel rim (4) is slightly tilted from horizontal toward the driver, but less tilted than in the driving position (FP).

8. The adjusting device (1) according to any one of claims 1 to 3, wherein the spring constant of the spring (11) and the angle (α) of the slope of the stop surface (20) of the connecting rod (9) and / or at least one corresponding stop surface (21, 22) of the rotary latching element (6.2) are designed to be sized such that the force of the steering wheel (2) on the steering wheel rim (4) at its six o'clock position causes the connecting rod (9) to be forced from the other positions (KP1, KP2) away from the working plane (AE2) in the direction of the driving position (FP) and thus disengage from the engagement with the rotary latching element (6.2) in a manner that resists the force of the spring (11).

9. The adjusting device (1) according to claim 2 or 3, wherein a stop (10) is arranged between the working plane (AE2) and the other working plane (AE1), the stop preventing the pawl (8) from leaving the other working plane (AE1) in the direction of the working plane (AE2) and preventing the connecting rod (9) from being pushed away from the working plane (AE2) in the direction of the other working plane (AE1).

10. The adjustment device (1) according to claim 2 or 3, wherein a sensor (23) is provided, the sensor being configured to detect whether the steering wheel (2) is fixedly in the driving position (FP), wherein the sensor (23) is designed as a micro switch (23), and wherein a cam surface (26) is provided at the pawl (8), the cam surface actuating the micro switch (23) only when the pawl (8) is engaged with the other rotary latching element (6.1).

11. The adjusting device (1) according to any one of claims 1 to 3, wherein bearings (27) are arranged on the first shaft (5) and / or the second shaft (7).

12. The adjusting device (1) according to claim 11, wherein the bearing (27) is designed as a metal-reinforced self-lubricating sliding bearing with a PTFE layer.

13. The regulating device (1) according to any one of claims 1 to 3, wherein an alternative additional release is provided instead of a mechanical overload release, the additional release being released from the at least one other position (KP1, KP2) by means of a user-accessible opening auxiliary device.

14. The adjusting device (1) according to claim 13, wherein the opening auxiliary device has a lever, a handle and / or a rope.

15. The adjusting device (1) according to claim 1, wherein the first shaft (5) is aligned parallel to the transverse axis of the motor vehicle.

16. The adjustment device (1) according to claim 1, wherein By means of the slope, when a predetermined force is applied to the steering wheel (2), the connecting rod (9) is forced to disengage from the rotary latch element (6.2) and leave the other positions (KP1, KP2) in the direction of the driving position (FP) in a manner that resists the force of the spring (11).

17. The adjusting device (1) according to claim 8, wherein the force is a force that the driver can apply to the steering wheel rim (4) under special circumstances.

18. The adjusting device (1) according to claim 9, wherein the stop (10) prevents the connecting rod (9) from being pushed away from the working plane (AE2) in the direction of the other working plane (AE1).

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