I don't have any wind limits, but I do look at the winds and weather and what I'm flying, and what I intend to do, and make a decision based on everything I'm seeing.
Taking a new, timid passenger for a flight might change the equation, as opposed to going out to do traffic pattern crosswind landing practice. A low altitude flight in the mountains is very different than a long cross country flight in cruise. Winds at altitude can be quite strong and have little effect, or can be relatively weak and cause a lot of turbulence. If you're in mountainous terrain it changes things. Conventional gear vs. nosegear, steerable nosewheel or tailwheel vs. non, and other factors also make a difference.
If it's hard to taxi in the wind, it may be worth reconsidering the flight.
I've flown small Cessnas in windy conditions enough that I could land nearly vertically; slow the airplane down and it could be operated backward over the ground, add a little bit of power and groundspeed was zero. In a case like that you're landing into the wind no matter what, but you don't need much runway. In fact, I did that to the tie downs once, and simply kept power on the airplane while two people put ropes on the wings and tied it down. In an airplane like a cub, it's easy to do; anything with a low groundspeed to begin with doesn't need a lot of wind.
A few years ago the BLM put a cap of 30 knots of wind speed over a fire, for single engine air tankers to fly. More than that and the BLM would call off the airshow. In rough terrain, 30 knots can translate to severe or worse turbulence, making low altitude maneuvering, often creating the inability to climb or escape downdrafts or rotors, and can even make the aircraft uncontrollable in some places. It compromises safety.
Look at what your'e flying, when, and where, and what you intend to do, and make your decision based on all the facts as considered together. You might have a 15 knot personal crosswind landing limit, but on a cold day with a slick runway, it might be much, much less. The circumstances, the aircraft, your personal experience and own limits, and other factors should always be considered.
