WO2023020002A1 - 一种不影响溃缩力的方向盘轴向调节限位结构 - Google Patents

一种不影响溃缩力的方向盘轴向调节限位结构 Download PDF

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Publication number
WO2023020002A1
WO2023020002A1 PCT/CN2022/089483 CN2022089483W WO2023020002A1 WO 2023020002 A1 WO2023020002 A1 WO 2023020002A1 CN 2022089483 W CN2022089483 W CN 2022089483W WO 2023020002 A1 WO2023020002 A1 WO 2023020002A1
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Prior art keywords
cam
steering wheel
shaft
limit
adjustment
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PCT/CN2022/089483
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English (en)
French (fr)
Inventor
吴成伟
冯军
刘智斌
赖富刚
龙雨
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Zhejiang Geely Holding Group Co Ltd
Geely Automobile Research Institute Ningbo Co Ltd
Original Assignee
Zhejiang Geely Holding Group Co Ltd
Geely Automobile Research Institute Ningbo Co Ltd
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Application filed by Zhejiang Geely Holding Group Co Ltd, Geely Automobile Research Institute Ningbo Co Ltd filed Critical Zhejiang Geely Holding Group Co Ltd
Publication of WO2023020002A1 publication Critical patent/WO2023020002A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
    • B62D1/16—Steering columns
    • B62D1/18—Steering columns yieldable or adjustable, e.g. tiltable
    • B62D1/19—Steering columns yieldable or adjustable, e.g. tiltable incorporating energy-absorbing arrangements, e.g. by being yieldable or collapsible

Definitions

  • the application belongs to the technical field of key automobile parts, and relates to a steering wheel axial adjustment limit structure that does not affect the crushing force.
  • the axial adjustment limit structure of the steering wheel is a part of the automotive mechanical steering column.
  • the mechanical steering column is an important part of the automotive steering system.
  • the functions of the mechanical steering column are mainly to transmit steering torque, adjust the position of the steering wheel, and Energy absorption in the event of an accidental collision of the vehicle.
  • the traditional steering wheel adjustment limit on the market usually uses injection molding and pins.
  • the limit structure is designed to be weakened to properly reduce the impact of the steering wheel on driving when the vehicle accidentally collides. In order to prevent the steering wheel from being broken when it is adjusted normally, it needs to be strengthened. As a result, the strength of the current structure is limited on both sides, and it is difficult to improve the performance as a whole.
  • the present application is also proposed based on this.
  • the purpose of this application is to provide a steering wheel axial adjustment limit structure that does not affect the crushing force, so as to solve the contradiction between being accidentally broken during adjustment and ensuring that the crushing force of the pipe column is limited when the vehicle accidentally collides.
  • the limit structure includes an adjustment cam, and the adjustment cam is composed of a left cam structure and a right cam structure with matching and contacting profiles, wherein the left cam structure is rotatably arranged on one side of the column shell, and the cam
  • the right structure is installed on the other side of the column casing, and has a degree of freedom perpendicular to the direction of the left structure of the cam.
  • a cam limit boss is also provided at the bottom end of the cam right structure, and the shaft limit boss is also provided on the column shaft;
  • the cam limit boss and the shaft limit boss are staggered; when the profiles of the left cam structure and the right cam structure are staggered, the cam limit boss is located at limit position, and limit the shaft limit boss.
  • the profile surface of the right cam structure is provided with an opening groove with an arc-shaped wall surface
  • the left cam structure is correspondingly provided with a protrusion that can slide into or out of the opening groove
  • one side wall of the opening groove is arranged vertically, and the other side wall is smooth and arc-shaped.
  • the left cam structure is arranged on the column shell through the rotation of the first shaft.
  • an adjusting handle is also fixedly installed on the first shaft.
  • the left cam structure is fixedly connected with the first shaft.
  • a second shaft rod is fixedly installed on the pipe column casing, and the right cam structure is slidably sleeved on the second shaft rod.
  • the elastic member is a spring that is sheathed on the second shaft and whose two ends abut against the right cam structure and the column casing respectively.
  • the second shaft rod is fixedly installed by a second nut.
  • Fig. 1 is the schematic diagram when the steering wheel of the present application is adjusted to limit
  • Fig. 2 is the schematic diagram when the steering wheel of the present application is adjusted and locked
  • Fig. 3 is a schematic diagram of the steering wheel adjustment lock state of the present application.
  • Fig. 4 is a schematic diagram of the steering wheel adjustment limit state of the present application.
  • Fig. 5 is a schematic top view of the steering wheel of the present application when it is adjusted and locked;
  • Fig. 6 is a top view schematic diagram when the steering wheel of the present application is adjusted to a limit position
  • this application provides a steering wheel axial adjustment limiting structure that does not affect the crushing force, which is arranged on the steering wheel adjusting and locking structure, and the steering wheel
  • the adjustment and locking structure includes a column shaft and a column housing, as shown in Figures 1 to 6,
  • the steering wheel axial adjustment limit structure includes an adjustment cam, and the adjustment cam is composed of a cam with a matching contact surface. It consists of a left structure and a cam right structure, wherein the left cam structure is rotatably arranged on one side of the pipe string casing, and the cam right structure is installed on the other side of the pipe string casing, and has a direction perpendicular to the direction of the cam left structure.
  • the cam limit boss and the shaft limit boss are staggered; when the profiles of the left cam structure and the right cam structure are staggered, the cam limit boss is located at limit position, and limit the shaft limit boss.
  • the profile of the right cam structure is provided with an opening groove with an arc-shaped wall surface
  • the left cam structure is correspondingly provided with a groove that can slide into or out of the opening groove. groove, and when the bump slides into the opening groove, the cam right structure matches the profile of the cam left structure; when the bump slides out of the opening groove, the cam right structure and the cam left structure
  • the profiles of the left structure of the cam are staggered.
  • one side wall surface of the opening groove is vertically arranged, and the other side wall surface is smooth and arc-shaped.
  • the smooth arc-shaped wall can facilitate the sliding in and out of the protrusion.
  • the protrusion can slide into or slide out of the opening groove correspondingly, so as to cooperate with the elastic member to push the right structure of the cam to move to realize functions such as position limitation.
  • the left cam structure is arranged on the column housing through rotation of the first shaft.
  • an adjustment handle is also fixedly installed on the first shaft.
  • the adjustment handle here can directly adopt the adjustment locking handle on the existing steering wheel adjustment locking structure, which can facilitate the rotation adjustment of the left structure of the cam.
  • the left cam structure is fixedly connected with the first shaft.
  • a second shaft rod is fixedly installed on the pipe string casing, and the right cam structure is slidably sleeved on the second shaft rod.
  • the elastic member is a spring that is sheathed on the second shaft and has two ends abutting against the right cam structure and the column casing respectively.
  • the second shaft rod is fixedly installed by a second nut.
  • this embodiment provides a steering wheel axial adjustment and limiting structure that does not affect the crushing force, which is arranged on the steering wheel adjustment and locking structure, and the steering wheel adjustment and locking structure includes a pipe column Shaft 1 and column housing 2, please refer to Figures 1 to 6, the steering wheel axial adjustment limit structure includes an adjustment cam, the adjustment cam consists of a cam left structure 3 and a cam with matching contact profiles
  • the right structure 4 is composed of, wherein, the left cam structure 3 is rotatably arranged on one side of the column casing 2, and the right cam structure 4 is installed on the other side of the column casing 2, and has a structure perpendicular to the left cam structure 3
  • an elastic member 6 is also provided between the cam right structure 4 and the column housing 2, and the elastic member 6 exerts a force on the cam right structure 4 towards the cam left structure 3, and the cam right structure 4
  • the bottom end of the shaft is also provided with a cam limit boss 9, and the column shaft 1 is also provided with a shaft limit boss 10;
  • the cam limit boss 9 and the shaft limit boss 10 are staggered; when the profiles of the cam left structure 3 and the cam right structure 4 are staggered, The cam limiting boss 9 is located at the limiting position, and limits the shaft limiting boss 10 .
  • the profile of the cam right structure 4 is provided with an opening groove 11 with an arc-shaped wall surface
  • the cam left structure 3 is correspondingly provided with a slide-in or The protrusion 12 that slides out of the opening groove 11, and when the protrusion 12 slides into the opening groove 11, the cam right structure 4 is matched with the profile of the cam left structure 3.
  • the cam right The cam limit boss 9 on the structure 4 moves to avoid the position of the path when the shaft limit boss 10 is crushed; when the protrusion 12 slides out of the opening groove 11, the cam right structure 4 and the cam left
  • the profile of the structure 3 is staggered.
  • the cam right structure 4 moves until the cam limiting boss 9 overlaps with the shaft limiting boss 10 in the axial direction, which plays a role of blocking and limiting.
  • one side wall of the opening groove 11 is vertically arranged, and the other side wall is smooth and arc-shaped.
  • the vertically arranged wall acts as a limiter, so that When the protrusion 12 slides into the opening groove 11 , it stops at the corresponding position, and the smooth arc-shaped wall surface can facilitate the sliding in and out of the protrusion 12 .
  • the protrusion 12 can slide into or out of the opening groove 11 correspondingly, so as to cooperate with the elastic member 6 to push the right cam structure 4 to move to realize functions such as positioning.
  • the left cam structure 3 is rotatably arranged on the column casing 2 through the first shaft 7 .
  • the adjusting handle 5 is also fixedly installed on the first shaft rod 7 .
  • the adjustment handle 5 here can directly adopt the adjustment lock handle on the existing steering wheel adjustment lock structure, which can facilitate the rotation adjustment of the left cam structure 3.
  • the left cam structure 3 is fixedly connected with the first shaft 7 .
  • a second shaft 8 is fixedly installed on the column housing 2 , and the right cam structure 4 is slidably sleeved on the second shaft 8 .
  • the elastic member 6 is a spring sheathed on the second shaft 8 and its two ends abut against the right cam structure 4 and the column housing 2 respectively.
  • the second shaft rod 8 is fixedly installed by a second nut.
  • this application adjusts the locking structure on the steering wheel and increases the design of the cam start limit. During normal adjustment, it acts as a limit and solves the following two problems at the same time:

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Steering Controls (AREA)

Abstract

一种不影响溃缩力的方向盘轴向调节限位结构，其设置在方向盘调节锁紧结构上，该方向盘调节锁紧结构包括管柱轴（1）和管柱壳体（2），该方向盘轴向调节限位结构包括调节凸轮，调节凸轮由具有相匹配接触的型面的凸轮左结构（3）和凸轮右结构（4）组成，凸轮左结构（3）转动设置在管柱壳体（2）一侧，凸轮右结构（4）安装在管柱壳体（2）另一侧，并具有垂直于凸轮左结构（3）方向的自由度，在凸轮右结构（4）与管柱壳体（2）之间还设有弹性件（6），并由弹性件（6）对凸轮右结构（4）施加朝向凸轮左结构（3）的作用力，在凸轮右结构（4）的底端还设有凸轮限位凸台（9），管柱轴（1）上也设有轴限位凸台（10）。

Description

一种不影响溃缩力的方向盘轴向调节限位结构
本申请要求于2021年8月19号申请的、申请号为202110955464.8的中国专利申请的优先权，其全部内容通过引用结合于此。
技术领域
本申请属于汽车关键零部件技术领域，涉及一种不影响溃缩力的方向盘轴向调节限位结构。
 背景技术
方向盘轴向调节限位结构是汽车机械转向管柱的一部分，机械转向管柱为汽车转向系统重要的零部件，机械转向管柱的功能主要为驾驶车辆的过程中传递转向扭矩、方向盘位置调节、车辆意外发生碰撞时能量吸收。现市面上传统的方向盘调节限位，通常采用注塑加销钉，在满足车辆方向盘轴向调节行程的前提下，将限位结构做弱化设计，适当降低车辆在意外碰撞时方向盘对驾驶的冲击，但为了方向盘正常调整时不被撞断，又要做强，导致现结构在强度上双面收到限制，难于整体提高性能。本申请也正是基于此而提出的。
 技术问题
本申请的目的就是为了提供一种不影响溃缩力的方向盘轴向调节限位结构，以解决调节时被意外撞断与保证车辆意外碰撞时对管柱压溃力被限制的矛盾问题。
 技术解决方案
本申请的目的可以通过以下技术方案来实现：
一种不影响溃缩力的方向盘轴向调节限位结构，其设置在方向盘调节锁紧结构上，所述方向盘调节锁紧结构包括管柱轴和管柱壳体，其中，该方向盘轴向调节限位结构包括调节凸轮，所述调节凸轮由具有相匹配接触的型面的凸轮左结构和凸轮右结构组成，其中，所述凸轮左结构转动设置在管柱壳体一侧，所述的凸轮右结构安装在管柱壳体另一侧，并具有垂直于凸轮左结构方向的自由度，在凸轮右结构与管柱壳体之间还设有弹性件，并由弹性件对凸轮右结构施加朝向凸轮左结构的作用力，在凸轮右结构的底端还设有凸轮限位凸台，所述的管柱轴上也设有轴限位凸台；
当凸轮左结构与凸轮右结构的型面匹配贴合时，凸轮限位凸台与轴限位凸台相互错开；当凸轮左结构与凸轮右结构的型面错开时，凸轮限位凸台位于限位位置，并对轴限位凸台进行限位。
进一步的，所述的凸轮右结构的型面上设有具有弧形壁面的开口凹槽，所述的凸轮左结构上对应设有可滑入或滑出所述开口凹槽的凸块，且当凸块滑入所述开口凹槽中时，凸轮右结构与凸轮左结构的型面匹配贴合；当凸块滑出所述开口凹槽中时，凸轮右结构与凸轮左结构的型面相错开。
更进一步的，所述的开口凹槽设有若干个。
更进一步的，所述的开口凹槽的一侧壁面呈垂直设置，另一侧壁面呈光滑弧形。
进一步的，所述的凸轮左结构通过第一轴杆转动设置在管柱壳体上。
更进一步的，在第一轴杆上还固定安装调节手柄。
更进一步的，所述凸轮左结构与第一轴杆固定连接。
进一步的，在管柱壳体上还固定安装有第二轴杆，所述的凸轮右结构滑动套设在第二轴杆上。
更进一步的，所述的弹性件为套设在第二轴杆上且两端分别抵接所述凸轮右结构和管柱壳体的弹簧。
更进一步的，所述的第二轴杆通过第二螺母固定安装。
 有益效果
与现有技术相比，本申请具有以下优点：
1）传统的结构不能解决调节时被意外撞断与保证车辆意外碰撞时对管柱压溃力被限制的矛盾问题。本申请通过凸轮结构设计，方向盘调节手柄驱动限位，可以实现将限位销做强，解决调节时被意外撞断，同时可以保证车辆意外碰撞时对管柱压溃力的限制。
2）充分的利用传统管柱现有锁紧结构，只需在锁紧结构上增加凸轮结构，手柄及旋转轴都可以实现共用，兼顾性能及成本的优点。
 附图说明
图1为本申请方向盘调节限位时的示意图；
图2为本申请方向盘调节锁止时的示意图；
图3为本申请方向盘调节锁止状态的示意图；
图4为本申请方向盘调节限位状态的示意图；
图5为本申请方向盘调节锁止时的俯视示意图；
图6为本申请方向盘调节限位时的俯视示意图；
图中标记说明：
1-管柱轴，2-管柱壳体，3-凸轮左结构，4-凸轮右结构，5-调节手柄，6-弹性件，7-第一轴杆，8-第二轴杆，9-凸轮限位凸台，10-轴限位凸台，11-开口凹槽，12-凸块。
 本发明的实施方式
下面结合附图和具体实施例对本申请进行详细说明。本实施例以本申请技术方案为前提进行实施，给出了详细的实施方式和具体的操作过程，但本申请的保护范围不限于下述的实施例。
以下各实施方式或实施例中，如无特别说明的功能部件或结构，则表明其均为本领域为实现对应功能而采用的常规部件或常规结构。
为解决常规限位结构对管柱压溃力的影响等问题，本申请提供了一种不影响溃缩力的方向盘轴向调节限位结构，其设置在方向盘调节锁紧结构上，所述方向盘调节锁紧结构包括管柱轴和管柱壳体，请参见图1至图6所示，该方向盘轴向调节限位结构包括调节凸轮，所述调节凸轮由具有相匹配接触的型面的凸轮左结构和凸轮右结构组成，其中，所述凸轮左结构转动设置在管柱壳体一侧，所述的凸轮右结构安装在管柱壳体另一侧，并具有垂直于凸轮左结构方向的自由度，在凸轮右结构与管柱壳体之间还设有弹性件，并由弹性件对凸轮右结构施加朝向凸轮左结构的作用力，在凸轮右结构的底端还设有凸轮限位凸台，所述的管柱轴上也设有轴限位凸台；
当凸轮左结构与凸轮右结构的型面匹配贴合时，凸轮限位凸台与轴限位凸台相互错开；当凸轮左结构与凸轮右结构的型面错开时，凸轮限位凸台位于限位位置，并对轴限位凸台进行限位。
在一种具体的实施方式中，所述的凸轮右结构的型面上设有具有弧形壁面的开口凹槽，所述的凸轮左结构上对应设有可滑入或滑出所述开口凹槽的凸块，且当凸块滑入所述开口凹槽中时，凸轮右结构与凸轮左结构的型面匹配贴合；当凸块滑出所述开口凹槽中时，凸轮右结构与凸轮左结构的型面相错开。
更具体的实施方式中，所述的开口凹槽设有若干个，可选呈均匀间隔布置。
更具体的实施方式中，所述的开口凹槽的一侧壁面呈垂直设置，另一侧壁面呈光滑弧形，此时，垂直设置的壁面起到限位作用，使得凸块滑入开口凹槽中时，在对应位置停止，而光滑弧形的壁面则可有利于凸块的滑入和滑出。这样，通过凸轮左结构的顺时针或逆时针转动，凸块即可对应滑入或滑出开口凹槽中，从而配合弹性件推动凸轮右结构移动，实现限位等功能。
在一种具体的实施方式中，所述的凸轮左结构通过第一轴杆转动设置在管柱壳体上。
更具体的实施方式中，在第一轴杆上还固定安装调节手柄。此处的调节手柄可以直接采用已有方向盘调节锁紧结构上的调节锁紧手柄即可，其可以方便对凸轮左结构的转动调节。
更具体的实施方式中，所述凸轮左结构与第一轴杆固定连接。
在一种具体的实施方式中，在管柱壳体上还固定安装有第二轴杆，所述的凸轮右结构滑动套设在第二轴杆上。
更具体的实施方式中，所述的弹性件为套设在第二轴杆上且两端分别抵接所述凸轮右结构和管柱壳体的弹簧。
更具体的实施方式中，所述的第二轴杆通过第二螺母固定安装。
以上各实施方式可以任一单独实施，也可以任意两两组合或更多的组合实施。
下面结合具体实施例来对上述实施方式进行更详细的说明。
实施例1：
如图1至图6所示，本实施例提供了一种不影响溃缩力的方向盘轴向调节限位结构，其设置在方向盘调节锁紧结构上，所述方向盘调节锁紧结构包括管柱轴1和管柱壳体2，请参见图1至图6所示，该方向盘轴向调节限位结构包括调节凸轮，所述调节凸轮由具有相匹配接触的型面的凸轮左结构3和凸轮右结构4组成，其中，所述凸轮左结构3转动设置在管柱壳体2一侧，所述的凸轮右结构4安装在管柱壳体2另一侧，并具有垂直于凸轮左结构3方向的自由度，在凸轮右结构4与管柱壳体2之间还设有弹性件6，并由弹性件6对凸轮右结构4施加朝向凸轮左结构3的作用力，在凸轮右结构4的底端还设有凸轮限位凸台9，所述的管柱轴1上也设有轴限位凸台10；
当凸轮左结构3与凸轮右结构4的型面匹配贴合时，凸轮限位凸台9与轴限位凸台10相互错开；当凸轮左结构3与凸轮右结构4的型面错开时，凸轮限位凸台9位于限位位置，并对轴限位凸台10进行限位。
请再参见图3和图6等所示，所述的凸轮右结构4的型面上设有具有弧形壁面的开口凹槽11，所述的凸轮左结构3上对应设有可滑入或滑出所述开口凹槽11的凸块12，且当凸块12滑入所述开口凹槽11中时，凸轮右结构4与凸轮左结构3的型面匹配贴合，此时，凸轮右结构4上的凸轮限位凸台9移动至避让轴限位凸台10被压溃时的路径的位置；当凸块12滑出所述开口凹槽11中时，凸轮右结构4与凸轮左结构3的型面相错开，此时，凸轮右结构4移动至凸轮限位凸台9与轴限位凸台10沿轴向重叠，起到阻挡限位作用。另外，根据需要，所述的开口凹槽11可以设有若干个，可选呈均匀间隔布置。
请再参见图5和图6等所示，所述的开口凹槽11的一侧壁面呈垂直设置，另一侧壁面呈光滑弧形，此时，垂直设置的壁面起到限位作用，使得凸块12滑入开口凹槽11中时，在对应位置停止，而光滑弧形的壁面则可有利于凸块12的滑入和滑出。这样，通过凸轮左结构3的顺时针或逆时针转动，凸块12即可对应滑入或滑出开口凹槽11中，从而配合弹性件6推动凸轮右结构4移动，实现限位等功能。
请再参见图1等所示，所述的凸轮左结构3通过第一轴杆7转动设置在管柱壳体2上。
请再参见图1等所示，在第一轴杆7上还固定安装调节手柄5。此处的调节手柄5可以直接采用已有方向盘调节锁紧结构上的调节锁紧手柄即可，其可以方便对凸轮左结构3的转动调节。所述凸轮左结构3与第一轴杆7固定连接。
请再参见图1等所示，在管柱壳体2上还固定安装有第二轴杆8，所述的凸轮右结构4滑动套设在第二轴杆8上。所述的弹性件6为套设在第二轴杆8上且两端分别抵接所述凸轮右结构4和管柱壳体2的弹簧。所述的第二轴杆8通过第二螺母固定安装。
本实施例的具体工作过程如下：
当管柱轴1需要调节的时候，顺时针旋转打开调节手柄5，带动凸轮左结构3转动，从而推动凸轮右结构4克服弹性件6作用力移动，使得凸轮限位凸台9处于可阻挡轴限位凸台10移动路径的位置，确保方向盘调节限位。而在车辆驾驶时，则逆时针旋转调节手柄5，带动凸轮左结构3转动回位，凸轮右结构4在弹性件6作用下相应回位，此时，凸轮限位凸台9退出限位位置。
总的来说，本申请通过在方向盘调节锁紧结构，增加设计凸轮启动限位，正常调节时，起到限位作用，同时解决以下两个问题：
1）车辆行驶状态管柱锁紧，限位结构通过凸轮结构避让管柱被压溃时的路径，解决限位结构对管柱压溃力的影响；
2）方向盘轴向位置调节时，限位结构通过凸轮结构阻挡实现，解决强度不足被撞断的风险。
上述的对实施例的描述是为便于该技术领域的普通技术人员能理解和使用申请。熟悉本领域技术的人员显然可以容易地对这些实施例做出各种修改，并把在此说明的一般原理应用到其他实施例中而不必经过创造性的劳动。因此，本申请不限于上述实施例，本领域技术人员根据本申请的揭示，不脱离本申请范畴所做出的改进和修改都应该在本申请的保护范围之内。

Claims (10)

  1. 一种不影响溃缩力的方向盘轴向调节限位结构，其设置在方向盘调节锁紧结构上，所述方向盘调节锁紧结构包括管柱轴和管柱壳体，其中，该方向盘轴向调节限位结构包括调节凸轮，所述调节凸轮由具有相匹配接触的型面的凸轮左结构和凸轮右结构组成，其中，所述凸轮左结构转动设置在管柱壳体一侧，所述的凸轮右结构安装在管柱壳体另一侧，并具有垂直于凸轮左结构方向的自由度，在凸轮右结构与管柱壳体之间还设有弹性件，并由弹性件对凸轮右结构施加朝向凸轮左结构的作用力，在凸轮右结构的底端还设有凸轮限位凸台，所述的管柱轴上也设有轴限位凸台；
    当凸轮左结构与凸轮右结构的型面匹配贴合时，凸轮限位凸台与轴限位凸台相互错开；当凸轮左结构与凸轮右结构的型面错开时，凸轮限位凸台位于限位位置，并对轴限位凸台进行限位。
  2. 根据权利要求1所述的一种不影响溃缩力的方向盘轴向调节限位结构，其中，所述的凸轮右结构的型面上设有具有弧形壁面的开口凹槽，所述的凸轮左结构上对应设有可滑入或滑出所述开口凹槽的凸块，且当凸块滑入所述开口凹槽中时，凸轮右结构与凸轮左结构的型面匹配贴合；当凸块滑出所述开口凹槽中时，凸轮右结构与凸轮左结构的型面相错开。
  3. 根据权利要求2所述的一种不影响溃缩力的方向盘轴向调节限位结构，其中，所述的开口凹槽设有若干个。
  4. 根据权利要求2所述的一种不影响溃缩力的方向盘轴向调节限位结构，其中，所述的开口凹槽的一侧壁面呈垂直设置，另一侧壁面呈光滑弧形。
  5. 根据权利要求1所述的一种不影响溃缩力的方向盘轴向调节限位结构，其中，所述的凸轮左结构通过第一轴杆转动设置在管柱壳体上。
  6. 根据权利要求5所述的一种不影响溃缩力的方向盘轴向调节限位结构，其中，在第一轴杆上还固定安装调节手柄。
  7. 根据权利要求5所述的一种不影响溃缩力的方向盘轴向调节限位结构，其中，所述凸轮左结构与第一轴杆固定连接。
  8. 根据权利要求1所述的一种不影响溃缩力的方向盘轴向调节限位结构，其中，在管柱壳体上还固定安装有第二轴杆，所述的凸轮右结构滑动套设在第二轴杆上。
  9. 根据权利要求8所述的一种不影响溃缩力的方向盘轴向调节限位结构，其中，所述的弹性件为套设在第二轴杆上且两端分别抵接所述凸轮右结构和管柱壳体的弹簧。
  10. 根据权利要求8所述的一种不影响溃缩力的方向盘轴向调节限位结构，其中，所述的第二轴杆通过第二螺母固定安装。
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