STEERING COLUMN FOR A MOTOR VEHICLE

Description

State of the art

[0001] The invention relates to a steering column for a motor vehicle, comprising an actuating unit in which a steering spindle is rotatably mounted about its longitudinally extended longitudinal axis and which is adjustably received in a support unit in a longitudinal direction, and comprising a fixing device and a limiting device cooperating therewith, wherein the fixing device has a clamping bolt rotatably mounted on the support unit, which can be selectively brought into a fixing position by rotation, in which the actuating unit is fixed relative to the support unit, or into a release position, in which the actuating unit is adjustable relative to the support unit, wherein the limiting device has at least a limiting element which cooperates with a stop section of the clamping bolt such that, in the release position, the stop section is brought into a limiting position in which it can be abutted longitudinally against a limiting element.and that in the fixed position the stop section is brought into a through position in which it is continuously adjustable in the longitudinal direction beyond the at least one limiting element, wherein a stop support is attached to the adjusting unit which has the limiting element.

[0002] In such an adjustable steering column, longitudinal adjustment of the steering wheel position of the steering wheel, which is attached to the driver-side, rear end of the steering spindle rotatably mounted in the actuating unit around the longitudinal axis, is achieved by making the actuating unit adjustable in the longitudinal direction in the adjustment direction given by the longitudinal axis relative to the support unit fixed to the vehicle body.

[0003] A locking device is provided for releasably fixing the adjustment position. This device features a clamping bolt mounted on the support unit, which can be rotated around its clamping axis either manually using a clamping lever or by motor to select a release or a locking position. During driving, the locking position is set, whereby the adjusting unit is clamped to the support unit to fix the steering wheel position. This clamping action is achieved, for example, by a lifting or clamping mechanism that interacts with the clamping bolt and is held in place between the side walls of the support unit. To adjust the position, the clamping bolt is rotated to the release position, thereby relieving the clamping force and allowing the adjusting unit and steering wheel to be moved relative to the support unit.

[0004] The maximum possible adjustment range is limited by a limiting device, so that the actuator cannot be moved beyond predetermined stops relative to the support unit when the locking device is in the released position. In a crash, when a body impacts the steering wheel at high speed, the holding force of the locking device, which is fixed in the locked position, is overcome by the high impact force, and the actuator is moved forward relative to the support unit. An energy absorption device can be provided between the actuator and the support unit to generate a preferably uniform deceleration.

[0005] In order to achieve the most uniform energy absorption and deceleration in the direction of adjustment over the longest possible crash path in the aforementioned crash scenario, it is known to provide a so-called active limiting device, as described, for example, in JP 2021 160676 A.

[0006] The known limiting device has two longitudinally spaced limiting elements arranged on the outside of the actuator unit, which limit the possible adjustment travel. The clamping bolt, rotatably mounted in the support unit, has a non-circular stop section which, in the released position, assumes a limiting position in which it can abut against the limiting elements in the longitudinal direction. In the locked position, the stop section is rotated into a passage position in which it can pass the limiting elements, so that the actuator unit can be moved longitudinally relative to the support unit beyond the limiting elements. This allows for a longer crash path relative to the adjustment travel in the locked position.

[0007] In the previously known limiting device, the limiting elements are arranged directly on the outside of the actuator. A disadvantage of this design is that there is no installation space available in the area of ​​the limiting device for integrating an energy absorption device between the support unit and the actuator. This results in a larger installation space requirement and limits the design possibilities.

[0008] Another disadvantage of the known arrangement is that the clamping bolt, upon contact with a limiting element and reaching the end stop, experiences a rotational impulse, which forces the clamping bolt into the fixed position. Thus, it can happen that, after reaching the end position, the limiting device is in an undefined, partially fixed state due to this rotational impulse.

[0009] A steering column with the aforementioned features is known from JP 2021 172250 A.

[0010] In light of the problems described above, one objective of the present invention is to enable a more compact design and greater design freedom. Furthermore, a potentially disruptive angular momentum should be avoided. Description of the invention

[0011] This problem is solved according to the invention by the steering column with the features of claim 1. Advantageous further developments result from the dependent claims.

[0012] In a steering column for a motor vehicle, comprising an actuating unit in which a steering spindle is rotatably mounted about its longitudinally extended longitudinal axis and which is longitudinally adjustable in a support unit, and comprising a fixing device and a limiting device cooperating therewith, wherein the fixing device has a clamping bolt rotatably mounted on the support unit, which can be selectively brought by rotation either into a fixing position in which the actuating unit is fixed relative to the support unit, or into a release position in which the actuating unit is adjustable relative to the support unit, wherein the limiting device has at least one, usually two longitudinally spaced limiting elements which cooperate with a stop section of the clamping bolt such that in the release position the stop section is brought into a limiting position,in which it can be stopped in the longitudinal direction against a limiting element, and in the fixing position the stop section is brought into a through position in which it is continuously adjustable in the longitudinal direction beyond the limiting elements, wherein a stop carrier is attached to the actuating unit which has the limiting element, it is provided according to the invention that the stop carrier is spaced apart from the actuating unit in sections, wherein the stop section of the clamping bolt is arranged between the stop carrier and the actuating unit.

[0013] The following description always refers to an arrangement with two longitudinally spaced boundary elements. An embodiment with only one boundary element designed according to the invention is also included.

[0014] The stop bracket according to the invention has a longitudinally elongated section oriented parallel to the longitudinal axis, which is spaced transversely to it, i.e., directed radially outwards with respect to the longitudinal axis, from the actuating unit. The limiting elements are arranged on this spaced section of the stop bracket such that they project into the gap formed between the stop bracket and the actuating unit. In other words, the limiting elements project towards the actuating unit, i.e., directed radially inwards with respect to the longitudinal axis. The clamping bolt, which is rotatably mounted about its clamping axis lying transversely to the longitudinal axis relative to the support unit, is guided transversely to the longitudinal axis through this gap, so that the stop section can interact with the limiting elements. According to the invention, the limiting elements are arranged radially outwards with respect to the longitudinal axis relative to the clamping bolt.

[0015] In the released position, the possible adjustment range of the clamping bolt between the stop bracket and the actuating unit, and thus the adjustment of the actuating unit relative to the support unit, is limited by the fact that the stop section, which is brought into a limiting position, can abut against the limiting elements. In the locked position, the clamping bolt, which is then brought into a through position, can move freely longitudinally through the gap between the stop bracket and the actuating unit, so that in the event of a crash, movement of the actuating unit relative to the support unit is possible beyond the regular adjustment range limited by the limiting elements.

[0016] An advantage of the arrangement according to the invention is that the limiting elements are not arranged directly on the outside of the actuator unit as in the prior art, so that, for example, an energy absorption device can be accommodated in this area instead of the limiting elements. This expands the design possibilities and enables optimized adaptation to the available installation space.

[0017] Another advantage is that the adjustment range can be adjusted by simply modifying the stop bracket without making any structural changes to the actuating unit.

[0018] It is further advantageous that when the stop section abuts the limiting element located on the outside of the stop carrier relative to the actuating unit, no rotational impulse is introduced that would force the clamping bolt into the fixed position. This avoids an undefined intermediate position, which could lead to undesirable rattling noises, and improves operation.

[0019] In addition to the arrangement described above, a damping element, such as an elastomer, a spring, or the like, can be incorporated on one of the limiting elements. This can improve noise reduction and the feel of the adjustment mechanism.

[0020] Furthermore, it is advantageous that the clamping bolt is positioned in the gap relative to the actuating unit transversely to the longitudinal axis and is held in a loose positive fit.

[0021] It can be advantageous for the limiting elements to be formed integrally with the stop support. For example, they can be formed as molded projections, or a longitudinally extending indentation can be formed on the stop support, the end walls of which include or form the limiting elements.

[0022] Preferably, the stop carrier can be provided as a separately manufactured component, for example as a cast or sintered part, which is connected to the actuating unit, for example by means of a detachable or non-detachable connection.

[0023] Preferably, the limiting elements project from the stop carrier towards the actuating unit. These limiting elements project radially inwards from the spaced section, transversely to the longitudinal direction, i.e., towards the longitudinal axis, into the space between the stop carrier and the actuating unit. They have stop surfaces oriented transversely to the longitudinal axis. The clamping bolt extends with the stop section between the section and the actuating unit. The stop section is designed such that, in the released position, the clamping bolt can abut the limiting elements in the longitudinal direction, and in the locked position, it can move past the limiting elements in the longitudinal direction.In particular, it is provided that the tensioning bolt, in the release position, can strike against a limiting element in the direction of the crash (usually in the direction of travel forward), and, in the locking position, can be moved past a limiting element in the direction of the crash.

[0024] In an advantageous embodiment, the stop bracket can be designed as a stop arm. The stop arm can be essentially L-shaped and have a connecting section that can be joined to the actuating unit, with the section containing the limiting elements projecting parallel to the longitudinal axis. Such a design can be provided with minimal effort and allows for easy assembly. The stop arm can be a metal or plastic component, for example, a pressed part, a cast or sintered part, or an injection-molded part.

[0025] It is advantageous that the stop section has a non-circular cross-section. A non-circular cross-section of the clamping bolt with respect to the clamping axis allows, in the released position, an area projecting eccentrically from the clamping bolt to abut against the limiting elements. To adjust the locking position, this eccentric area can be pivoted radially inwards, i.e., towards the longitudinal axis, away from the limiting elements by rotating the clamping bolt with respect to the spaced section of the stop support, so that the clamping bolt can pass the limiting elements unhindered in the longitudinal direction in the area of ​​the reduced cross-section. The limiting device can thus be implemented in a structurally simple and reliable manner.

[0026] A non-circular cross-section can preferably be achieved by providing the stop section with a flattened section or a projection. For example, the clamping bolt in the stop section can have a cylindrical base cross-section with at least one flattened section, wherein the base cross-section can be abutted against the limiting elements, and the cross-section in the area of ​​the flattened section is reduced to such an extent that the limiting elements do not make contact. For example, a substantially D-shaped cross-section can be formed with a flattened section. In the fixed position, the flattened section is aligned parallel to the longitudinal axis relative to the limiting elements by rotating the clamping bolt, thereby allowing the stop section to be moved past the limiting elements.To adjust the release position, the flat section is rotated away from the limiting elements, allowing the clamping bolt with its relatively larger cross-section to abut against the limiting elements. The advantage of this design is that the stop section, with one or more flat sections, can be manufactured with minimal effort, preferably as a single piece with the clamping bolt, resulting in a compact and reliable design.

[0027] Alternatively, a smaller cross-sectional area can be provided with at least one projection, cam, or similar feature projecting eccentrically from the clamping bolt, whereby the cross-section can pass the limiting elements in the longitudinal direction. In the locking position, the projection is rotated away from the limiting elements so that the smaller cross-section can pass through them. In the unlocking position, the projection is aligned perpendicular to the stop beam so that it can abut against the limiting elements.

[0028] It can be advantageous for a support element to be connected to the support unit, which positively engages the stop bracket, at least partially. The support element is fixed transversely to the clamping axis relative to the clamping bolt and at least partially engages the stop bracket on an outer side facing away from the adjusting unit. In the longitudinal direction, the stop bracket can be moved between the support element and the clamping bolt for adjustment and in the event of a crash. Transversely to the longitudinal direction, the support element positively engages the stop bracket outwards relative to the clamping bolt, as viewed from the longitudinal axis. This has the advantage that high lateral forces acting on the clamping bolt and / or the stop bracket, for example in the event of a crash or due to improper operation, are reliably absorbed, and the stop bracket cannot move outwards away from the clamping axis.This ensures the function of the limiting device even under extreme operating conditions.

[0029] Advantageously, a defined clearance can be provided between the support element and the stop bracket during normal operation. This allows for relative adjustment of the two elements, which can occur when adjusting the steering column, without additional friction or noise. If the limiting device is subjected to high loads, the elements, particularly the stop bracket, undergo elastic deformation, which then creates a positive fit between the stop bracket and the support element.

[0030] In a practical design, the support element and the carrying unit can be formed as a single piece. The clamping bolt can be rotatably mounted in the support element, with the distance between the area supporting the stop bracket and the clamping bolt being fixed. This ensures that the stop bracket is guided and supported in a defined manner transverse to the clamping bolt. For example, the support element can be designed in the form of a support bracket, with one leg supporting the clamping bolt and another leg, angled relative to it, positively engaging and supporting the stop bracket. This allows for a reliable and compact design.

[0031] Preferably, the steering column may be provided with an energy absorption device. The energy absorption device is operatively arranged between the support unit and the actuating unit, preferably between the clamping bolt and the actuating unit, and comprises at least one energy absorption element. In the event of relative movement of the actuating unit and the support unit due to a high crash force acting upon them, the holding force of the fixing device in the fixed position can be overcome, causing the actuating unit to move relative to the support unit. The energy absorption element absorbs kinetic energy through plastic deformation and / or friction and decelerates the movement of the actuating unit relative to the support unit in a controlled manner. Examples of known energy absorption elements include bending or tearing elements, machinable elements, or the like.An advantage of the invention is that such an energy absorption element can be arranged between the clamping bolt and the actuating unit at a location where, in the prior art, the limiting elements are located. This expands the design possibilities.

[0032] It can be advantageous for the clamping bolt to be operatively connected to the energy absorption device in such a way that at least one energy absorption element is engaged in the locked position and disengaged in the unlocked position. By actuating the clamping bolt, an energy absorption element can be selectively engaged or disengaged, thereby activating or deactivating the energy absorption device accordingly. In the locked position, the energy absorption device is activated, and the energy absorption element can absorb energy in the event of a crash. In the unlocked position, the energy absorption element is disengaged and thus deactivated, allowing adjustment of the steering column without exerting force on the energy absorption element.

[0033] One of the aforementioned embodiments can be realized by operatively connecting a locking element to the clamping bolt. In the fixed position, this locking element can be engaged with an engagement element attached to the actuator, wherein at least one energy absorption element is arranged between the clamping bolt and the locking element and / or between the engagement element and the actuator. In the released position, the locking element is disengaged, allowing the actuator to be moved and adjusted relative to the support unit with the engagement element without exerting any force on the energy absorption element. In the fixed position, the energy absorption element is coupled by the locking element engaging the engagement element, so that in the event of relative movement between the actuator and the support unit during a crash, it is plastically deformed, absorbing energy.

[0034] The locking element preferably comprises a positive locking element, such as a locking hook, a toothed plate, or the like, which, in the fixed position, engages a corresponding counter-positive locking element of the engagement element on the adjusting unit to form a positive lock effective in the adjustment direction. The locking element is operatively connected to the clamping bolt in such a way that when the clamping bolt is rotated from the fixed position to the release position, it is released from engagement with the engagement element. In the release position, the adjusting unit is adjustable relative to the support unit within the adjustment range limited by the limiting elements. By reversing the rotation of the clamping bolt from the release position to the fixed position, the adjusting unit is clamped relative to the support unit, and the locking element is brought into engagement with the engagement element. This activates the energy absorption element for energy absorption in the event of a crash.

[0035] The locking element can, for example, have a locking hook attached to the clamping bolt, which can be engaged by rotating the clamping bolt with a toothed plate or the like of the engagement element to form a positive locking connection effective in the longitudinal direction.

[0036] Advantageously, the clamping bolt is designed to interact with a clamping device. The clamping device is configured to convert a rotation of the clamping bolt into a clamping stroke. This clamping stroke acts on the support structure to releasably clamp the actuating unit to the support structure. To generate the clamping stroke, the clamping bolt can interact with a lifting mechanism, which may include a thread, wedge washers, toggle pins, or the like, as is known per se. Actuation can be manual via a clamping lever attached to the clamping bolt. Alternatively, a motorized rotary drive can be provided.

[0037] In a particularly preferred embodiment, the limiting device can be configured with the clamping bolt and stop bracket as described above only in the direction of the crash, i.e., in the longitudinal direction pointing forward in the direction of travel. In the opposite longitudinal direction, i.e., rearward against the direction of travel, a fixed stop can be provided which limits the movement regardless of the rotational position of the clamping bolt. This arrangement is particularly advantageous in the event of a rear-end collision, i.e., when a high, abrupt impulse transfer to the vehicle from behind occurs, because it limits the reduction in distance between the driver and the steering column caused by the inertia of the steering column.

[0038] Alternatively, in one embodiment it can be provided that the limiting device is designed in both directions, i.e. in the direction of travel forwards and backwards, with the clamping bolt and stop support as described above, and that an additional limiting device is provided which limits the movement in the direction of travel backwards independently of the position of the clamping bolt. Description of the drawings

[0039] Advantageous embodiments of the invention are explained in more detail below with reference to the drawings. Specifically, they show: Figure 1 shows a steering column according to the invention in a schematic perspective view, Figure 2 shows a further view of the steering column according to the invention. Figure 1 Figure 3, an enlarged detail view of Figure 2 Figure 4 shows a schematically isolated partial view of the steering column support unit according to Figure 1Figure 5 shows another schematically isolated partial view of the steering column support unit according to Figure 1 Figure 6 shows a schematic side view of the steering column limiting device according to Figure 1 In the released position of the fixing device, Figure 7 shows a view as in Figure 6 in the fixation position of the fixation device. Embodiments of the invention

[0040] In the various figures, identical parts are always marked with the same reference symbols and are therefore usually only named or mentioned once.

[0041] Figures 1 and 2 show a steering column 1 according to the invention in different perspective views 1, namely in Figure 1 diagonally from the top left towards the front in the installation position in the direction of travel, and Figure 2 diagonally from below towards the rear, against the direction of travel.

[0042] The steering column 1 has an actuating unit 2 in which a steering spindle 21 is rotatably mounted about a longitudinally extending longitudinal axis L. The steering spindle 21 has a mounting section 22 at its rear end for attaching a steering wheel (not shown).

[0043] The actuating unit 2 is mounted in a support unit 3 so as to be adjustable in the longitudinal direction, as indicated by the double arrow. The support unit 3 has fastening means 31, for example fastening openings, for attaching the steering column 1 to a vehicle body (not shown).

[0044] The actuating unit 2 is mounted between two downward-facing side walls 32 of the support unit 3.

[0045] A fixing device 4 has a clamping bolt 5 which is rotatably mounted on the support unit 3 about a clamping axis S lying transversely to the longitudinal axis L and passes through the two side walls 32. A clamping lever 41 is attached to the clamping bolt 5 to allow manual rotation of the clamping bolt, as indicated by the rounded arrow.

[0046] The clamping bolt 5 is connected to a lifting mechanism 42, which may have a thread, a wedge disc or toggle pin arrangement, or the like, in a manner known per se. The lifting mechanism 42 and the clamping bolt 5 are supported externally by the two side plates 32, so that these are moved relative to each other when the locking device is moved into the locking position by manually rotating the clamping bolt 5. In this case, the adjusting unit 2 is clamped between the side plates 32 by friction and is fixed relative to the support unit 3. By rotating the clamping bolt 5 in the opposite direction, the locking device 5 can be moved into a release position, thereby releasing the clamping unit 2 so that it can be adjusted longitudinally.

[0047] A stop bracket 6 according to the invention is attached to the actuating unit 2. This is designed as an L-shaped stop bracket and has a connecting section 61 that can be connected to the actuating unit 2, from which a section 81, elongated parallel to the longitudinal axis L, projects and is opposed to the actuating unit 2 transversely to the longitudinal direction, i.e. radially with respect to the longitudinal axis L. As shown in Figure 2 As can be seen, the clamping bolt 5 is passed between the spaced section 62 and the actuating unit 2, or in other words, arranged in the radial space between the stop carrier 6 and the actuating unit 2.

[0048] The arrangement of the clamping bolt 5 relative to the support unit 3 is in Figure 4 Shown schematically, with the other components omitted for clarity. Figure 5 shows the same view, with the additional illustration showing the orientation of the stop support 6 relative to the clamping bolt 5.

[0049] In Figure 4 It can be seen that the clamping bolt 5 has a non-circular stop section 51, which has a flattening 52 of a cylindrical basic cross-section. This results in an essentially D-shaped cross-section.

[0050] As can be seen from Figure 5 This results in the spaced section 62 of the stop support 6 being arranged radially outside the clamping bolt 5 in the area of ​​the stop section 51.

[0051] Two limiting elements 63 are arranged on the stop carrier 6, which project radially inwards from the spaced section 62 towards the longitudinal axis L, i.e., into the said space between stop carrier 6 and actuating unit 2 2 towards the outside of the actuating unit 2.

[0052] To illustrate the function of the limiting device formed by the clamping bolt 5 together with the stop bracket 5, the following is shown in Figure 6The release position of the fixing device 4 is shown in a schematic side view perpendicular to the longitudinal axis L, and in Figure 6 The solution position is shown in the same view.

[0053] In the Figures 6 and 7 It is clearly visible how the stop section 51 is arranged in the space between the stop carrier 6 and the actuating unit 2. The section 62 of the stop carrier 6 is arranged radially outwards from the longitudinal axis L with respect to the clamping bolt 5.

[0054] Figure 6The figure shows the release position. The flattened section 52 is perpendicular to the longitudinal axis L. The basic cross-section in the stop section 51 is dimensioned such that the clamping bolt 5 can abut against the projecting limiting elements 63 in the longitudinal direction, as indicated by the dashed lines in the clamping bolt 5 positions. This limits an adjustment travel V in the longitudinal direction, within which the adjusting unit 2 with the stop bracket 6 can be adjusted relative to the clamping bolt 6 and thus relative to the support unit 3.

[0055] In Figure 7The fixing position is shown. The flattened section 52 is aligned parallel to the longitudinal axis L, and thus parallel to the section 62 of the stop bracket 6, by rotating the clamping bolt 5. This allows the clamping bolt 5 to move longitudinally past a limiting element 63, as shown by the dashed line on the left of the drawing. In this way, in the event of a crash, a relative movement of the actuating unit 2 and the support unit 3 beyond the adjustment path V is possible, thus providing a correspondingly longer crash path.

[0056] To absorb energy in the event of a crash, an energy absorption device 7 can be provided, which is located in Figure 3This is shown. It has an energy absorption element 71, for example, a bending strip or the like. This energy absorption element 71 is connected at one end to the actuating unit 2 and at its other end to an engagement element 72. This engagement element 72 can, as shown, have a toothed plate with teeth extending transversely to the longitudinal direction. A locking hook is attached to the clamping bolt 5 as a corresponding locking element 73. This can be disengaged from the clamping bolt 5 by rotating the clamping bolt 5. Figure 5The released position shown is moved into the fixed position, engaging the toothing of the engagement element 72 to form a longitudinally effective positive connection. In the fixed position, the energy absorption element 71 is thus coupled between the support unit 3 and the actuating unit 2, thereby activating the energy absorption device 7. In the event of a crash, the energy absorption element is plastically deformed in the fixed position, absorbing kinetic energy to decelerate the actuating unit 2 in a controlled manner.

[0057] In the Figure 5 In the shown release position, the locking element 73 is out of engagement with the engagement element 72, so that the energy absorption device 7 is deactivated and the actuating unit 2 can be adjusted within the adjustment range V without force acting on the energy absorption element 71 relative to the support unit 3.

[0058] A support element 8 in the form of a support angle surrounds the stop support 6 in a loose positive fit, as shown in the Figures 2 , 5 and 8 is recognizable. This allows the stop carrier 6 to be moved longitudinally and is supported transversely to it relative to the clamping bolt 5. Reference symbol list

[0059] 1 Steering column 2 Actuating unit 21 Steering spindle 22 Mounting section 3 Support unit 31 Fastening device 32 Side plates 4 Fixing device 41 Tensioning lever 42 Lifting mechanism 5 Tensioning bolt 51 Stop section 52 Flattened section 6 Stop support 61 Connecting section 62 Section 63 Limiting element 7 Energy absorption device 71 Energy absorption element 72 Engagement element 73 Locking element 8 Support element L Longitudinal axis S Clamping axis

Claims

1. Steering column (1) for a motor vehicle, comprising an adjusting unit (2) in which a steering spindle (21) is mounted rotatably about its longitudinal axis (L) extending in the longitudinal direction and which is accommodated adjustably in the longitudinal direction in a support unit (3), and comprising a fixing device (4) and a limiting device cooperating therewith, wherein the fixing device (4) has a clamping bolt (5) which is rotatably mounted on the support unit (3) and which can be brought by rotation either into a fixing position, in which the adjusting unit (2) is fixed relative to the support unit (3), or into a releasing position, in which the adjusting unit (2) can be adjusted relative to the support unit (3), wherein the limiting device has at least one limiting element (63) which interacts with a stop section (51) of the clamping bolt (5) in such a way that in the release position, the stop portion (51) is brought into a limiting position in which it can abut against a limiting element (63) in the longitudinal direction, and that in the fixing position, the stop portion (51) is brought into a through position in which it can be continuously adjusted in the longitudinal direction beyond the limiting element (63), wherein a stop carrier (6), which has the limiting element (63), is attached to the adjusting unit (2), characterized in in that the stop carrier (6) is spaced apart from the adjusting unit (2) in sections, the stop section (51) of the clamping bolt (5) being arranged between the stop carrier (6) and the adjusting unit (2).

2. Steering column according to claim 1, characterized in that the limiting element (63) projects from the stop carrier (6) towards the actuator unit (2).

3. Steering column according to one of the preceding claims, characterized in that the stop carrier (6) is designed as a stop bracket.

4. Steering column according to one of the preceding claims, characterized in that the stop section (51) has a non-circular cross-section.

5. Steering column according to claim 4, characterized in that the stop section (51) has a flattened portion (52) or a projection.

6. Steering column according to one of the preceding claims, characterized in that a support element (8) is connected to the support unit (6) and engages positively around the stop carrier (6).

7. Steering column according to one of the preceding claims, characterized in that it has an energy absorption device (7).

8. Steering column according to claim 7, characterized in that the clamping bolt (5) is operatively connected to the energy absorption device (7) in such a way that at least one energy absorption element (71) is coupled in in the fixing position and decoupled in the release position.

9. Steering column according to claim 8, characterized in that a locking element (73) is operatively connected to the clamping bolt (5) and can be brought into engagement in the fixing position with an engagement element (72) attached to the adjusting unit (2), at least one energy absorption element (71) being arranged between the clamping bolt (5) and the locking element (73) and / or between the engagement element (72) and the adjusting unit (2).

10. Steering column according to one of the preceding claims, characterized in that the tensioning bolt (5) interacts with a tensioning device (42).