A new type of steering column shaft limiting structure

Abstract

The utility model relates to the technical field of automobile steering, disclose a novel steering column shafting limit structure, including the input shaft subassembly for connecting the steering wheel, the one end of input shaft subassembly away from the steering wheel is equipped with the coupling shaft subassembly of transmission input shaft subassembly torque, the one end of coupling shaft subassembly away from input shaft subassembly is equipped with the output shaft subassembly of transmission coupling shaft subassembly torque, the one end of output shaft subassembly away from input shaft subassembly is equipped with the intermediate shaft subassembly of bearing coupling shaft subassembly torque, now input shaft external spline is set to be missing and tooth, and end face is ruled, require the center of missing and tooth to rule, the steering wheel is installed to the center input shaft ruled, internal spline is set to be non full key open line tooth shape, one tooth or more teeth are single shape, at this moment can match input shaft spline, will coupling shaft, output shaft and intermediate shaft spline same set to be missing and tooth structure, at this moment entire shafting completes assembly, greatly guaranteed the center requirement of steering wheel.

Description

Technical Field

[0001] This utility model relates to the field of automotive steering technology, specifically to a novel steering column shaft system limiting structure. Background Technology

[0002] To enhance the driving experience, precise steering has become an essential requirement in the automotive industry. Theoretically, the tires should also be centered when the steering wheel is in the center position. However, since the steering column is a shaft-spline connection, if there are no limits to the spline's position and the starting position is not controlled, the angle tolerance between the steering column input shaft and the lower fork of the intermediate shaft will generally have a tolerance of ±10 degrees. In this case, when the tires are centered, the steering wheel will deviate from the theoretical center position, affecting the driver's experience. Therefore, controlling the shaft tolerance is extremely important. Furthermore, the steering wheel and shaft structure are generally fixedly connected; when the steering wheel is damaged and requires separate repair, it increases working time and reduces repair efficiency. Therefore, those skilled in the art provide a novel steering column shaft limiting structure to solve the problems mentioned in the background. Utility Model Content

[0003] The purpose of this invention is to provide a novel steering column shaft system limiting structure to solve the problems in the prior art.

[0004] This utility model provides the following technical solution: a novel steering column shaft system limiting structure, including an input shaft assembly for connecting a steering wheel, a connecting shaft assembly for transmitting torque of the input shaft assembly at one end away from the steering wheel, an output shaft assembly for transmitting torque of the connecting shaft assembly at one end away from the input shaft assembly, an intermediate shaft assembly for receiving torque of the connecting shaft assembly at one end away from the input shaft assembly, a car steering gear for converting the torque of the output shaft assembly into tire steering action on both sides of the intermediate shaft assembly, and a quick-release assembly for quickly disassembling the steering wheel and components at one end of the input shaft assembly near the steering wheel.

[0005] As a preferred embodiment of the above technical solution, the input shaft assembly includes an input shaft body, the inner wall of the end of the input shaft body away from the steering wheel is machined with an input shaft internal spline, and at least one tooth groove of the input shaft internal spline is integrally formed with an input shaft limiting tooth, and the outer peripheral surface of the end of the input shaft body near the steering wheel is machined with an input shaft external spline.

[0006] As a preferred embodiment of the above technical solution, the input shaft has an integrally formed spline with a missing tooth structure. The missing tooth structure and the input shaft limiting tooth maintain a fixed preset angle difference in the circumferential direction. The end face of the input shaft body near the steering wheel is engraved with a fixed centering line, and the extension line of the centering line is precisely aligned with the tooth center of the missing tooth structure.

[0007] As a preferred embodiment of the above technical solution, the connecting shaft includes an internal spline, the connecting shaft assembly includes a connecting shaft body, the connecting shaft body is connected to the end of the input shaft body away from the steering wheel by a key, the outer wall of the end of the connecting shaft body near the input shaft body is machined with an external spline, the external spline of the connecting shaft is integrally formed with a connecting shaft limiting tooth, and the connecting shaft limiting tooth is adapted to the input shaft limiting tooth.

[0008] As a preferred embodiment of the above technical solution, the intermediate shaft assembly includes an intermediate shaft body, which is connected by a key to the end of the connecting shaft body away from the input shaft body. Universal joints are movably connected at the center of both ends of the intermediate shaft body. An upper fork body is rotatably connected to the upper end of the universal joint. An upper fork limiting tooth is integrally formed at the end of the upper fork body. A lower fork body is rotatably connected to the lower end of the universal joint. A lower fork limiting tooth is integrally formed at the end of the lower fork body.

[0009] As a preferred embodiment of the above technical solution, the output shaft assembly includes an output shaft body, which is connected to the end of the intermediate shaft body near the input shaft body by a key. The outer wall of the end of the output shaft body near the intermediate shaft body is machined with an external spline, and an output shaft limiting tooth is integrally formed on the external spline.

[0010] As a preferred embodiment of the above technical solution, the quick-release assembly includes a fixing seat, which is fixedly connected to the inside of the input shaft body at one end near the steering wheel. A fixing block is fixedly connected to the side of the fixing seat near the steering wheel, and a connecting shaft is fixedly connected to the side of the fixing block away from the fixing seat. A fixing rod is fixedly connected to the side of the connecting shaft away from the fixing block, and an unlocking slide is sleeved on the outer side of the connecting shaft.

[0011] As a preferred embodiment of the above technical solution, a movable sleeve is provided on the outer side of the unfastening sliding column, and grooves are provided on both sides of the movable sleeve that are close to each other. Limiting blocks are fixedly connected to the two inner walls of the two grooves that are close to each other, springs are fixedly connected to the two sides of the two limiting blocks that are close to each other, and contact blocks are fixedly connected to the two sides of the two springs that are close to each other.

[0012] Compared with the prior art, the beneficial effects of this utility model are: The steering column shaft system is divided into input shaft, connecting shaft, output shaft, and intermediate shaft, all of which are spline connections. The external spline of the input shaft is generally 34 teeth, and the internal spline is generally 16 or 36 teeth. The spline of the connecting shaft is designed according to the tooth profile of the internal spline of the input shaft. Similarly, the splines of the output shaft and connecting shaft are also designed according to requirements.

[0013] The input shaft external spline is now set to have missing teeth and engraved lines on the end face. The engraving lines are required to be centered on the missing teeth. When installing the steering wheel, the input shaft engraving lines are aligned. The internal spline is set to a non-full key open tooth shape, where one or more teeth are of a separate shape. The tip or bottom of this special tooth is required to have a certain angular relationship with the external spline, i.e., there are requirements for the starting position of the starting tooth. According to the current industry's shaft suppliers' processes and machining levels, the relative position of the spline must be guaranteed within ±30 minutes. In order to match the input shaft spline, the splines of the connecting shaft, output shaft, and intermediate shaft are also set to have missing teeth. The starting position of the special teeth in the tooth shape is controlled. After the entire shaft system is assembled, the overall tolerance can meet the requirement of ±2 degrees, which greatly ensures the centering requirement of the steering wheel.

[0014] By incorporating quick-release components, drivers can unlock the steering column quickly and manually without the need for specialized tools. This convenient and labor-saving operation effectively improves driving comfort and handling safety, avoids secondary damage caused by forceful operation, and reduces maintenance time and costs. Attached Figure Description

[0015] Figure 1 A three-dimensional structural schematic diagram of a novel steering column shaft system limiting structure; Figure 2 This is a three-dimensional structural diagram of the input shaft assembly; Figure 3 A schematic diagram of the connection structure between the internal spline and the external spline of the input shaft; Figure 4 This is a three-dimensional structural diagram of the connecting shaft assembly; Figure 5 A three-dimensional structural diagram of the spline inside the connecting shaft; Figure 6 A schematic diagram showing the connection between the input shaft assembly and the connecting shaft assembly; Figure 7 This is a three-dimensional structural diagram of the intermediate shaft assembly; Figure 8 This is a schematic diagram of the structure of the lower fork limiting tooth; Figure 9 This is a schematic diagram of the upper fork limiting tooth structure; Figure 10 This is a three-dimensional structural diagram of the output shaft assembly; In the diagram: 1. Input shaft assembly; 101. Input shaft body; 102. Input shaft internal spline; 103. Input shaft limiting tooth; 104. Input shaft external spline; 105. Missing tooth structure; 106. Centering mark; 2. Connecting shaft assembly; 201. Connecting shaft body; 202. Connecting shaft external spline; 203. Connecting shaft limiting tooth; 3. Intermediate shaft assembly; 301. Intermediate shaft body; 302. Upper fork body; 303. Upper fork limiting tooth; 30 4. Lower fork body; 305. Lower fork limiting tooth; 4. Output shaft assembly; 401. Output shaft body; 402. Output shaft external spline; 403. Output shaft limiting tooth; 5. Automotive steering gear; 6. Quick release assembly; 601. Mounting seat; 602. Mounting block; 603. Connecting shaft; 604. Mounting rod; 605. Unlocking slide column; 606. Moving sleeve; 607. Groove; 608. Limiting block; 609. Spring; 6010. Contact block. Detailed Implementation

[0016] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention.

[0017] Please see Figures 1-10 As shown, this utility model provides a technical solution: a novel steering column shaft system limiting structure, including an input shaft assembly 1 for connecting the steering wheel, a connecting shaft assembly 2 for transmitting torque of the input shaft assembly 1 at one end away from the steering wheel, an output shaft assembly 4 for transmitting torque of the connecting shaft assembly 2 at one end away from the input shaft assembly 1, an intermediate shaft assembly 3 for receiving torque of the connecting shaft assembly 2 at one end away from the input shaft assembly 1, a car steering gear 5 for converting the torque of the output shaft assembly 4 into tire steering action on both sides of the intermediate shaft assembly 3, and a quick-release assembly 6 for quickly disassembling the steering wheel and components at one end of the input shaft assembly 1 near the steering wheel.

[0018] Input shaft assembly 1 connects to the steering wheel, directly transmitting the mechanical action of the driver turning the steering wheel to the subsequent connecting shaft assembly 2. It is the starting component for torque transmission. Connecting shaft assembly 2 receives the torque transmitted by input shaft assembly 1 and transmits it to intermediate shaft assembly 3, ensuring the continuity of power transmission. After receiving the torque from output shaft assembly 4, intermediate shaft assembly 3 transmits it to the steering gears 5 on both sides. Its structural design can adapt to the relative movement between the vehicle body and the steering system, ensuring that torque transmission is not affected by additional stress. Output shaft assembly 4 receives the torque transmitted by connecting shaft assembly 2 and transmits it to intermediate shaft assembly 3. It is a key component for the transition of torque from the column to the intermediate shaft, and also participates in the limiting or positioning of the shaft system to ensure the stability of the torque transmission path. Quick-release assembly 6 is used to realize the quick disassembly and installation of the steering wheel, input shaft assembly 1, and subsequent shaft system components, facilitating the maintenance and replacement of the steering wheel and improving the flexibility and ease of maintenance of the structure.

[0019] As one implementation method in this embodiment, please refer to Figures 2-3 As shown, the input shaft assembly 1 includes an input shaft body 101. The inner wall of the end of the input shaft body 101 away from the steering wheel is machined with an input shaft inner spline 102, and at least one tooth groove of the input shaft inner spline 102 is integrally formed with an input shaft limiting tooth 103. The outer peripheral surface of the end of the input shaft body 101 near the steering wheel is machined with an input shaft outer spline 104.

[0020] The internal spline 102 of the input shaft is set as a non-full key open-tooth profile, in which one or more teeth are of a separate shape. It is required that the top or bottom of this special tooth has a certain angular relationship with the external spline. The internal spline 102 of the input shaft cooperates with the external spline of the connecting shaft assembly 2 to realize the mechanical connection between the input shaft assembly 1 and the connecting shaft assembly 2, providing a stable transmission interface for the torque to be transmitted from the input shaft to the connecting shaft. The input shaft limiting tooth 103 is integrally formed in at least one tooth groove of the internal spline 102 of the input shaft and has a special shape. It restricts the relative displacement of the input shaft assembly 1 and the connecting shaft assembly 2 in the rotation direction or the forward and backward movement direction, avoiding misalignment and slippage during transmission, ensuring accurate torque transmission and structural stability. The external spline 104 of the input shaft realizes the radial positioning or auxiliary connection of the input shaft assembly 1, ensuring the coaxiality and stability of the input shaft assembly 1 during rotation.

[0021] As one implementation method in this embodiment, please refer to Figure 3 As shown, the external spline 104 of the input shaft is integrally formed with a missing tooth structure 105. The missing tooth structure 105 and the input shaft limiting tooth 103 maintain a fixed preset angle difference in the circumferential direction. The end face of the input shaft body 101 near the steering wheel is engraved with a fixed centering line 106, and the extension line of the centering line 106 is precisely aligned with the tooth center of the missing tooth structure 105.

[0022] The missing tooth structure 105, through its special tooth profile design, avoids circumferential misalignment during installation, while also helping to enhance the transmission stability of the external spline and prevent wear caused by uneven force on the teeth during transmission. The centering mark 106 serves as an assembly positioning reference, allowing operators to quickly calibrate the circumferential position of the input shaft assembly 1 through visual observation.

[0023] As one implementation method in this embodiment, please refer to Figure 5 As shown, the connecting shaft assembly 2 includes a connecting shaft body 201, which is connected to the end of the input shaft body 101 away from the steering wheel by a key. The outer wall of the end of the connecting shaft body 201 near the input shaft body 101 is machined with a connecting shaft external spline 202. The connecting shaft external spline 202 is integrally formed with a connecting shaft limiting tooth 203, which is adapted to the input shaft limiting tooth 103.

[0024] The external spline 202 of the connecting shaft precisely meshes with the external spline 104 of the input shaft assembly 1, forming a mechanical transmission interface between the two. This ensures that the torque transmitted by the input shaft can be stably and without slippage transmitted to the connecting shaft assembly 2. The connecting shaft limiting tooth 203 and the input shaft limiting tooth 103 of the input shaft assembly 1 form a corresponding limiting fit, further limiting the relative rotational offset between the connecting shaft assembly 2 and the input shaft assembly 1 in the circumferential direction. At the same time, it helps to calibrate the assembly angle of the two, avoiding torque transmission loss or structural wear caused by tooth misalignment during transmission.

[0025] As one implementation method in this embodiment, please refer to Figures 7-9 As shown, the intermediate shaft assembly 3 includes an intermediate shaft body 301, which is connected to the end of the connecting shaft body 201 away from the input shaft body 101 by a key. Universal joints are movably connected at the center of both ends of the intermediate shaft body 301. The upper end of the universal joint is rotatably connected to an upper fork body 302. An upper fork limiting tooth 303 is integrally formed at the end of the upper fork body 302. The lower end of the universal joint is rotatably connected to a lower fork body 304. A lower fork limiting tooth 305 is integrally formed at the end of the lower fork body 304.

[0026] The upper fork body 302 is the structural carrier connecting the intermediate shaft assembly 3 and the output shaft assembly 4. Through its own structure, it further transmits the torque transmitted by the universal joint to subsequent components. At the same time, it provides an installation base for the upper fork limiting tooth 303. The upper fork limiting tooth 303 engages or abuts with the limiting groove or teeth on the connecting structure, limiting the maximum relative rotation angle between the upper fork body 302 and the universal joint. This prevents damage to the universal joint or jamming of the steering mechanism due to excessive deflection, ensuring the safe operating range of the steering system. The lower fork body 304 serves as the connecting carrier between the intermediate shaft assembly 3 and the vehicle steering gear 5. It transmits the torque transmitted by the universal joint to the vehicle steering gear 5 and is a key connecting structure for the transition of torque from the intermediate shaft assembly 3 to the vehicle steering gear 5. The lower fork limiting tooth 305 limits the maximum relative rotation angle between the lower fork body 304 and the universal joint, further constraining the overall deflection range of the intermediate shaft assembly 3.

[0027] As one implementation method in this embodiment, please refer to Figure 10 As shown, the output shaft assembly 4 includes an output shaft body 401, which is connected to the end of the intermediate shaft body 301 near the input shaft body 101 by a key. The outer wall of the end of the output shaft body 401 near the intermediate shaft body 301 is machined with an output shaft external spline 402, and an output shaft limiting tooth 403 is integrally formed on the output shaft external spline 402.

[0028] The external spline 402 of the output shaft precisely meshes with the spline of the intermediate shaft assembly 3, forming a mechanical transmission interface between the two. This ensures that the torque transmitted by the intermediate shaft can be transmitted to the output shaft assembly 4 without loss and stably. The output shaft limiting tooth 403 and the upper fork limiting tooth 303 of the intermediate shaft form a corresponding limiting fit, restricting the relative rotational offset between the output shaft assembly 4 and the intermediate shaft assembly 3 in the circumferential direction, and avoiding unstable torque transmission caused by tooth misalignment during the transmission process.

[0029] As one implementation method in this embodiment, please refer to Figure 2 As shown, the quick-release assembly 6 includes a fixing seat 601, which is fixedly connected to the inside of the input shaft body 101 near the steering wheel. A fixing block 602 is fixedly connected to the side of the fixing seat 601 near the steering wheel. A connecting shaft 603 is fixedly connected to the side of the fixing block 602 away from the fixing seat 601. A fixing rod 604 is fixedly connected to the side of the connecting shaft 603 away from the fixing block 602. An unlocking slide post 605 is sleeved on the outer side of the connecting shaft 603.

[0030] As one implementation method in this embodiment, please refer to Figure 2 As shown, a movable sleeve 606 is fitted on the outer side of the release slide 605. Grooves 607 are provided on both sides of the movable sleeve 606 that are close to each other. Limiting blocks 608 are fixedly connected to the two inner walls of the two grooves 607 that are close to each other. Springs 609 are fixedly connected to both sides of the two limiting blocks 608 that are close to each other. Contact blocks 6010 are fixedly connected to both sides of the two springs 609 that are close to each other.

[0031] The mounting base 601 provides a stable mounting surface for the entire quick-release assembly 6, ensuring a reliable connection between each component and the input shaft body 101. It serves as the connection reference between the quick-release structure and the input shaft. The fixing block 602 acts as an intermediate transition connecting the mounting base 601 and the connecting shaft 603, enhancing the stability of the connection structure and providing a mounting support point for the connecting shaft 603. The connecting shaft 603 is an intermediate rod for transmitting force and connection. A release slide 605 is sleeved on its outer side, providing guidance and support for the axial sliding of the release slide 605, ensuring the stability of the component's movement trajectory during quick-release operation. The fixing rod 604 can be embedded in the corresponding mounting hole of the steering wheel to achieve a preliminary mechanical connection between the steering wheel and the quick-release assembly 6, ensuring the basic stability of the connection. The release slide 605 can slide axially along the connecting shaft 603 and is the core actuator for quick-release operation. By sliding the release slide 605, the connection with the steering wheel can be triggered or released. In the locked state, the steering wheel can be quickly removed and installed. The movable sleeve 606 is fitted on the outside of the release slide column 605 and moves synchronously with the release slide column 605. The groove 607 provides space for the limit block 608, spring 609 and contact block 6010 to be accommodated and installed. The limit block 608 limits and supports the spring 609. The spring 609 provides restoring force by utilizing its own elastic deformation. When the quick-release assembly 6 is in the locked state, the spring 609 is in a compressed or stretched state. Through the elastic force, the contact block 6010 is pushed to make close contact with the corresponding structure of the steering wheel to achieve reliable locking. When disassembling, the external force overcomes the elastic force and causes the contact block 6010 to disengage from the locked position. The contact block 6010: under the elastic force of the spring 609, it fits into the groove 607. When locked, the contact block 6010 is embedded in the groove 607 to fix the steering wheel. When unlocked, the contact block 6010 disengages from the groove 607, allowing the steering wheel to be separated.

[0032] Working principle: After the driver turns the steering wheel, the missing tooth structure 105 of the external spline 104 of the input shaft meshes with the connecting shaft limiting tooth 203 of the external spline 202 of the connecting shaft, transmitting torque while preventing circumferential misalignment through special tooth profile limiting; the splines of the connecting shaft assembly 2, intermediate shaft assembly 3 and output shaft assembly 4 also mesh in the same way, and the angle deviation of each stage of transmission is controlled by special tooth profile to avoid the accumulation of single shaft deviation; finally, the output shaft assembly 4 transmits torque to the car steering gear 5. Due to the precise matching of the special tooth profile of the entire shaft system, the overall shaft system angle tolerance is controlled within ±2 degrees, ensuring that when the tire is in center, the steering wheel can be precisely aligned with the theoretical center position. The fixed connection between the fixed seat 601 and the input shaft body 101 provides a rigid connection foundation for the entire quick-release assembly 6 to the input shaft. Under the elastic force of 609, the contact block 6010 is pushed inward and can engage with the groove 607 on the steering wheel mounting structure. Through the mechanical engagement between the contact block 6010 and the groove 607, the steering wheel is firmly locked onto the quick-release assembly 6, preventing relative sliding or separation between the steering wheel and the input shaft during steering, thus ensuring the safety and reliability of steering operations. When it is necessary to remove the steering wheel, by pushing the moving sleeve 606, the release slide 605 is driven to slide along the connecting shaft 603, which forces the contact block 6010 to overcome the elastic force of the spring 609 and retract inward toward the groove 607, disengaging from the engagement with the steering wheel slot. At this time, the locking between the steering wheel and the quick-release assembly 6 is released, and the steering wheel can be easily separated from the fixing rod 604, achieving quick disassembly and facilitating maintenance, replacement, or operation in special scenarios.

[0033] The above embodiments are only used to illustrate the technical solution of this utility model, and are not intended to limit it.

Claims

1. A novel steering column shaft system limiting structure, characterized in that: The system includes an input shaft assembly (1) for connecting a steering wheel, a connecting shaft assembly (2) for transmitting the torque of the input shaft assembly (1) at one end away from the steering wheel, an output shaft assembly (4) for transmitting the torque of the connecting shaft assembly (2) at one end away from the input shaft assembly (1), an intermediate shaft assembly (3) for receiving the torque of the connecting shaft assembly (2) at one end away from the input shaft assembly (1), a car steering gear (5) for converting the torque of the output shaft assembly (4) into tire steering action on both sides of the intermediate shaft assembly (3), and a quick-release assembly (6) for quickly disassembling the steering wheel and components at one end of the input shaft assembly (1) near the steering wheel.

2. The novel steering column shaft system limiting structure according to claim 1, characterized in that: The input shaft assembly (1) includes an input shaft body (101), the inner wall of the end of the input shaft body (101) away from the steering wheel is machined with an input shaft internal spline (102), and at least one tooth groove of the input shaft internal spline (102) is integrally formed with an input shaft limiting tooth (103), and the outer peripheral surface of the end of the input shaft body (101) near the steering wheel is machined with an input shaft external spline (104).

3. The novel steering column shaft system limiting structure according to claim 2, characterized in that: The external spline (104) of the input shaft is integrally formed with a missing tooth structure (105). The missing tooth structure (105) and the input shaft limiting tooth (103) maintain a fixed preset angle difference in the circumferential direction. The end face of the input shaft body (101) near the steering wheel is engraved with a fixed centering line (106), and the extension line of the centering line (106) is precisely aligned with the tooth center of the missing tooth structure (105).

4. The novel steering column shaft system limiting structure according to claim 2, characterized in that: The connecting shaft assembly (2) includes a connecting shaft body (201), which is connected to the end of the input shaft body (101) away from the steering wheel by a key. The outer wall of the end of the connecting shaft body (201) near the input shaft body (101) is machined with a connecting shaft external spline (202). The connecting shaft external spline (202) is integrally formed with a connecting shaft limiting tooth (203), which is adapted to the input shaft limiting tooth (103).

5. The novel steering column shaft system limiting structure according to claim 4, characterized in that: The intermediate shaft assembly (3) includes an intermediate shaft body (301), which is connected by a key to one end of the connecting shaft body (201) away from the input shaft body (101). Universal joints are movably connected at the center of both ends of the intermediate shaft body (301). An upper fork body (302) is rotatably connected to the upper end of the universal joint. An upper fork limiting tooth (303) is integrally formed at the end of the upper fork body (302). A lower fork body (304) is rotatably connected to the lower end of the universal joint. A lower fork limiting tooth (305) is integrally formed at the end of the lower fork body (304).

6. The novel steering column shaft system limiting structure according to claim 5, characterized in that: The output shaft assembly (4) includes an output shaft body (401), which is connected to the end of the intermediate shaft body (301) near the input shaft body (101) by a key. The outer wall of the end of the output shaft body (401) near the intermediate shaft body (301) is machined with an output shaft external spline (402). An output shaft limiting tooth (403) is integrally formed on the output shaft external spline (402). The upper fork limiting tooth (303) and the output shaft limiting tooth (403) are adapted to each other.

7. The novel steering column shaft system limiting structure according to claim 1, characterized in that: The quick-release assembly (6) includes a fixing seat (601), which is fixedly connected to the inside of the input shaft body (101) near the steering wheel. A fixing block (602) is fixedly connected to the side of the fixing seat (601) near the steering wheel. A connecting shaft (603) is fixedly connected to the side of the fixing block (602) away from the fixing seat (601). A fixing rod (604) is fixedly connected to the side of the connecting shaft (603) away from the fixing block (602). An unlocking slide (605) is sleeved on the outside of the connecting shaft (603).

8. A novel steering column shaft system limiting structure according to claim 7, characterized in that: The outer side of the unfastening slide column (605) is fitted with a movable sleeve (606). The movable sleeve (606) has grooves (607) on both sides that are close to each other. The inner walls of the two grooves (607) that are close to each other are fixedly connected to limit blocks (608). The two limit blocks (608) are fixedly connected to the two sides that are close to each other, and the two springs (609) are fixedly connected to the two sides that are close to each other. The two springs (609) are fixedly connected to the two sides that are close to each other. The contact blocks (6010) are fixedly connected to the two sides that are close to each other.

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