All-wheel steering for a four-wheeled, pedal-powered vehicle; and vehicle

Abstract

The invention relates to a steering system (1) for a four-wheeled, pedal-powered vehicle (2), comprising a steering arm mount (5) prepared for direct or indirect rotationally fixed connection with a steering arm (3) and rotatable about an axis of rotation (4), and comprising a first tie rod (7) associated with a front axle (6) of the vehicle (2), wherein the first tie rod (7) is coupled to the steering arm mount (5) (preferably by means of a steering gear) such that tie rod ends (8a, 8b) of the first tie rod (7) are displaced in the same direction in a direction transverse to the axis of rotation (4) when the steering arm mount (5) is rotated about the axis of rotation (4), and wherein a transmission device (9) is provided which couples a second tie rod (12) associated with a rear axle (11) of the vehicle (2) to the steering arm mount (5) such that when the steering arm mount (5) is rotated about the axis of rotation (4) two tie rod ends (13a,13b) the second tie rod (12) is displaced in the opposite direction to the tie rod ends (8a, 8b) of the first tie rod (7). Furthermore, the invention relates to a vehicle (2) with this steering system (1).

Description

[0001] The invention relates to a steering system for a four-wheeled, pedal-powered vehicle / pedelec (also referred to as a 4-wheel pedelec / 4-wheel cargo pedelec), comprising a handlebar mount prepared for direct or indirect rotationally fixed connection with a handlebar and rotatable about a (first) axis of rotation, and a first tie rod (alternatively referred to as a tie rod assembly) associated with a front axle of the vehicle, wherein the first tie rod is coupled to the handlebar mount (preferably by means of a steering gear) such that, when the handlebar mount rotates about the (first) axis of rotation, the tie rod ends of the first tie rod are displaced in the same direction in a direction transverse to the (first) axis of rotation. The invention further relates to a pedal-powered vehicle with this steering system.

[0002] Vehicles of this type are already well-known. These vehicles, used for transport purposes, are already in use in urban areas today. Their advantages over conventional bicycles and e-bikes are obvious. These offer improved weather protection, greater safety, and significantly larger transport capacities, thus representing a full-fledged car replacement in urban areas. Due to their small size and therefore their suitability for micro- and mini-mobility, these vehicles are considerably more time-efficient in city traffic. Because they are designed as e-bikes, they are even permitted on cycle paths in Germany, according to the road traffic regulations. Vehicles of this type are also known to offer a cargo space for two adults with luggage. Models for one adult with up to three children or one adult with a large cargo area are also possible.For reasons of space efficiency, the rider's feet are positioned as far forward as possible, into a space between the front wheels, where sufficient room is provided for the feet and legs to pedal.

[0003] One challenge for these vehicles, however, is maneuverability. Common models typically have a disproportionately large turning circle for typical cycle paths, which significantly impairs their maneuverability. Parking or making right-angle turns from one cycle path to another often requires multiple maneuvers, during which the vehicle must be moved back and forth several times and steered anew each time.

[0004] The object of the present invention is therefore to provide a vehicle, preferably designed as a pedelec, with the smallest possible track width, whose maneuverability is increased, while at the same time keeping the manufacturing effort as low as possible.

[0005] This is solved according to the invention by providing a transmission device which couples a second tie rod (indirectly) to a rear axle of the vehicle with the steering arm mount in such a way that when the steering arm mount is rotated around the (first) axis of rotation, two tie rod ends of the second tie rod are displaced in opposite directions (i.e. in the opposite direction) to the tie rod ends of the first tie rod.

[0006] Regardless of the position of the tie rods relative to the respective axles, this means that the wheels of the rear axle are always turned in the opposite direction to the wheels of the front axle.

[0007] Thus, by using the (preferably purely mechanical) transmission device between the tie rods, the steering system is implemented as an all-wheel steering system, which significantly increases the maneuverability of the vehicle.

[0008] Further advantageous embodiments are claimed in the dependent claims and are explained in more detail below.

[0009] Accordingly, it is also advantageous if the second tie rod is coupled to an actuating element of the transmission device in such a way that this actuating element is mounted so that it can rotate around a further (second) axis of rotation, such that the tie rod ends of the second tie rod are displaced in the same direction in a direction transverse to this further (second) axis of rotation when the actuating element rotates around this second axis. This keeps the design of the transmission device as simple as possible.

[0010] If the transmission device has a traction element, such as a cable, belt drive or chain drive (both traction element drives), and / or a lever mechanism, its design is as simple as possible and allows for the lightest possible implementation of the steering system.

[0011] Furthermore, it is advantageous if the transmission device is designed and positioned between the two tie rods in such a way that, starting from a neutral position (corresponding to the steering position when driving straight ahead / 0° position) of the steering arm / steering mount, a progressive steering movement relative to the movement of the first tie rod is initiated at the second tie rod when the steering is moved in one direction / direction of rotation. This significantly improves the straight-line stability and the feeling of driving safety.

[0012] In this regard, it has proven particularly advantageous if the transmission device is designed such that (starting from the center position) in a first steering angle range of the steering arm mount (corresponding to a first displacement range of the first tie rod), the second tie rod remains in its center position, thus preventing any movement of the second tie rod / tie rod ends. This significantly improves driving stability during small steering movements. It is further advantageous if a second steering angle range of the steering arm mount (corresponding to a second displacement range of the first tie rod) follows the first steering angle range, over which the positioning / displacement of the second tie rod increases progressively (when the first tie rod moves).

[0013] Furthermore, it is advantageous if the transmission device has a yoke element rotatable about a pivot axis, which engages at a distance from the pivot axis in at least one cam track of the actuating element such that when the yoke element rotates about the pivot axis (while at least one engagement section of the yoke element slides along the at least one cam track), the actuating element rotates in the opposite direction about the other (second) axis of rotation. This results in a transmission device that is easy to manufacture yet precisely controllable.

[0014] It is preferred that the engagement sections of the yoke element (engagement sections preferably designed as projections, such as pins) are arranged at the same distance from the pivot axis and thus rotatable around a common circle around the pivot axis. It is also advantageous if, during the rotation of the yoke element, one engagement section moves along the cam track, rotating the actuating element around the other (second) axis of rotation. This simplifies the coupling between the yoke element and the actuating element.

[0015] The design of the transmission device is further simplified if the actuating element has a fork section, wherein two arms of this fork section each form a cam track and a bridge connecting the two arms (preferably centrally located between the arms) is pivotably mounted about the second axis of rotation. Preferably, the arms / cam tracks are arranged symmetrically about an axis perpendicular to and intersecting the pivot axis and the second axis of rotation when viewed from the central position of the actuating element.

[0016] It is also advantageous if the yoke element has two engagement sections and these engagement sections (especially the centers of the engagement sections / projections) are in engagement / alignment with the (end regions of the) cam tracks in the central position of the actuating element / second tie rod. This provides robust support for the central position.

[0017] In this regard, it is also advantageous if the second tie rod / tie rod assembly is implemented as a split tie rod and each end of a tie rod part is located on a cantilever of the actuating element, which cantilever is preferably arranged parallel to the preferably straight cam tracks / the preferably straight arms and carries a receptacle for the respective end of one of the tie rod parts with a lever arm to the further (second) axis of rotation.

[0018] The actuating element is designed such that rotation of the actuating element, through the rotation of the front axle's control arm mount, results in a progressive deflection of the tie rod ends on the rear axle. This progression can be further enhanced by the geometric design of the preferably symmetrically designed guide tracks (guide grooves).

[0019] It is further advantageous if the actuating element has at least one cam track and the second tie rod is guided in this cam track by means of an engagement section in such a way that rotation of the actuating element about the further (second) axis of rotation forces a displacement of the second tie rod. This also makes the transmission device as simple to manufacture as possible.

[0020] In this regard, it is also advantageous if the actuating element is disc-shaped and the at least one cam track is formed by an inner edge of a recess centrally milled into the actuating element (for example, machined, such as by contour milling), and / or the second tie rod has a coupling element with at least one roller (more preferably two rollers) bearing against a cam track. In a preferred embodiment, the coupling element is equipped with two rollers that roll in this contour milling when the coupling element is guided straight and parallel to the plane of the disc in a housing. Furthermore, the coupling element can have receptacles for the inner ends of the tie rod sections (inner tie rod ends) at its outer ends, outside the housing.

[0021] The actuating element is designed such that the described degree guide in the same housing of the bearing of the second axis of rotation causes the coupling element to move horizontally to the left or right when the actuating element rotates around the second axis of rotation, symmetrically pushing the inner ends of the tie rod sections outwards or inwards. Depending on the design of the contour / inner edge of the recess, the progressive deflection of the inner ends of the tie rod sections on the rear axle results from the rotation of the actuating element by the rotation of the control arm mount.

[0022] Furthermore, the invention relates to a pedalable vehicle / pedelec with four wheels and a steering system according to the invention, used to steer all wheels, according to at least one of the embodiments described above.

[0023] The invention will now be explained in more detail below with reference to figures, in which context various embodiments are also shown.

[0024] They show: Fig. 1 A top view of a schematically represented steering system according to a first embodiment, wherein its design as an all-wheel steering system is clearly recognizable, Fig. 2 a top view of a transmission device designed according to the invention, as it is arranged between a (first) tie rod of the front axle and a (second) tie rod of the rear axle in the steering system of the Fig. 1 is used, wherein a fork-shaped actuating element and a yoke element that can pivot against it are coupled to each other via cam tracks, Fig. 3 a top view of a transmission device designed according to the invention, as it is used in a steering system according to a second embodiment between a (first) tie rod of the front axle and a (second) tie rod of the rear axle, wherein the actuating element now has a heart-shaped recess in which two rollers connected to the second tie rod rest, Fig. 4 a side view of the steering system according to the invention according to one of the Fig. Vehicle showing 1 to 3 Fig. 5 a schematic top view of the vehicle of the Fig. 4 during a steering maneuver, as well as Fig. 6 several top views of the vehicle of the Fig. 4, illustrating the response behavior of the steering system according to the invention.

[0025] The figures are purely schematic and serve solely to illustrate the invention. The same elements are identified by the same reference numerals. It is also possible, in principle, to freely combine the various features of the different embodiments.

[0026] Taking together the Fig. 4 and Fig. Figure 5 is a simplified representation of a vehicle 2 in which the steering system 1 designed according to the invention is installed. The vehicle 2 is a pedal-powered vehicle 2, commonly referred to as a pedelec. This term refers in particular to vehicles 2 that are designed to be so narrow in width that they can use standard cycle paths. These vehicles 2, including their electric motor drive, are also designed such that they do not exceed a maximum speed of 25 km / h in electric-assisted mode.

[0027] Vehicle 2 is implemented as a four-wheeled vehicle and is thus preferably used as a so-called cargo e-bike. A preferred embodiment relates to a vehicle 2 whose track width is less than 1000 mm, more preferably less than 900 mm, and particularly preferably less than 850 mm, approximately 800 mm.

[0028] A crank with pedals for propelling vehicle 2, not shown further for clarity, is included in the diagram. Fig. 4 and Fig. The pedal compartment 10, shown hatched in Figure 5, is integrated in the usual manner. This pedal compartment 10 is located in the area of ​​a front axle 6 of the vehicle 2, specifically between the wheels 29 of the front axle 6. The size of the pedal compartment 10 is chosen such that the driver of the vehicle 2 has sufficient space for their feet and legs to operate the pedals. In the present embodiments, the vehicle 2 is implemented as a cargo vehicle, also known as a cargo e-bike. The driver is positioned as close as possible to the front axle 6, namely mostly between the wheels 29 of the front axle 6.

[0029] According to the invention, a steering system 1 is installed in the vehicle 2 which, as explained in more detail below, is designed to steer all four wheels 29 simultaneously, i.e., both the two wheels 29 of the front axle 6 and both wheels 29 of the rear axle 11. The steering system 1 is thus implemented as an all-wheel steering system 1.

[0030] Steering system 1 basically exhibits, as in Fig. Figure 1 shows a handlebar mount 5 located in the area of ​​the front axle 6 / between the wheels 29 of the front axle 6. The handlebar mount 5 is implemented, for example, as a shaft / axle shaft which is rotatably mounted relative to a vehicle-mounted component (also referred to as the central body). The handlebar mount 5 is rotatably mounted relative to a frame / housing of the vehicle 2 about a first axis of rotation 4. A receptacle 32 / bracket for a handlebar 3 of the vehicle 2 is provided at one upper end of the handlebar mount 5. The handlebar 3 is implemented in the usual way as a steering rod operated by the driver's two hands. Fig. 1. The handlebar 3 is already fixed to the handlebar mount 5. The handlebar mount 5, together with the handlebar 3, can be rotated in the usual way around the first axis of rotation 4, either clockwise or counterclockwise, as indicated by the double arrow.

[0031] A first tie rod 7 is coupled to the steering arm mount 5, preferably by means of a steering gear. The first tie rod 7 is provided with tie rod ends 8a, 8b at its ends furthest from the steering arm mount 5 / the first axis of rotation 4 and is used / further coupled to steer the wheels 29 of the front axle 6 accordingly. This first tie rod 7 can, in principle, be designed as a one-piece tie rod, i.e., running continuously between the tie rod ends 8a, 8b, or as a two-piece tie rod consisting of two tie rod sections. The tie rod ends 8a, 8b are therefore generally connected to the steering arm mount 5 in such a way that, when the steering arm mount 5 rotates about the first axis of rotation 4, they rotate in the same direction (to the left or right in the plane of the drawing). Fig. 1) be displaced in a direction perpendicular to the first axis of rotation 4.

[0032] The steering system 1 further comprises a second tie rod 12 in the area of ​​the rear axle 11, namely between the wheels 29 of the rear axle 11. This second tie rod 12 can also be implemented as a one-piece or a two-piece tie rod, as already mentioned in relation to the first tie rod 7. In any case, this second tie rod 12 also has two tie rod ends 13a, 13b, which are used / further coupled for steering the wheels 29 of the rear axle 11.

[0033] According to the invention, the two tie rods 7, 12 are coupled to each other by a transmission device 9. This transmission device 9 serves to couple the second tie rod 12, which is assigned to the rear axle 11 of the vehicle 2, to the steering arm mount 5 in such a way that, when the steering arm mount 5 rotates about the first axis of rotation 4, the two tie rod ends 13a, 13b are displaced in the opposite direction to the tie rod ends 8a, 8b of the first tie rod 7. This results in a corresponding (in the direction of rotation) opposite steering of the wheels 29 of the front axle 6 relative to the wheels 29 of the rear axle 11 during the steering process of the vehicle 2.

[0034] In the Fig. 2 and Fig. Figure 3 then illustrates two different embodiments according to the invention for a more detailed design of the transmission device 9.

[0035] In the first embodiment of the Fig. Figure 2 shows that the transmission device 9 has a traction element 16, for example a cable (such as a Bowden cable), which is shown only schematically for clarity. One end of the traction element 16 is movably coupled to the handlebar mount 5, and the other end is coupled to a yoke element 19 located in the area of ​​the rear axle 11. The traction element 16 thus bridges most of the distance between the front axle 6 and the rear axle 11. In principle, the traction element 16 can also be designed in other ways, for example, as indicated by reference numeral 17, by replacing it with a lever mechanism. The traction element 16 can also be designed as part (e.g., as a belt or chain) of a traction drive. It is also possible to use combinations of traction elements 16 / traction drive and lever mechanisms 17.

[0036] The yoke element 19 is, in turn, rotatably mounted about a pivot axis 18 in a vehicle-mounted transmission element / receiving element 34 of the rear axle 11. As explained in more detail below, the yoke element 19 engages with an actuating element 14 of the transmission device 9, the actuating element 14 being rotatably mounted about a further / second pivot axis 15.

[0037] It should first be noted that the actuating element 14 is in turn coupled to the second tie rod 12. The second tie rod 12 is ultimately coupled to the actuating element 14 in such a way that the tie rod ends 13a, 13b of the second tie rod 12 are displaced in the same direction in a direction transverse to this second axis of rotation 15 when the actuating element 14 is rotated about the second axis of rotation 15.

[0038] Upon closer examination of the Fig. Figure 2 shows that the essentially beam-shaped yoke element 19 has two engagement sections 21a, 21b, each spaced apart from the pivot axis 18, engaging in a cam track 20a, 20b of the actuating element 14 such that when the yoke element 19 rotates about the pivot axis 18, the actuating element 14 rotates in the opposite direction about the second axis of rotation 15. The engagement sections 21a, 21b are implemented as pins / pin-shaped projections, with their outer surfaces designed to bear against the edges / sides of the cam tracks 20a, 20b.

[0039] The cam tracks 20a, 20b are formed in a fork section 22 of the actuating element 14, specifically in two parallel fork arms 23a, 23b. In the example shown, the cam tracks 20a, 20b also run parallel to each other and are straight in this configuration. However, it is also possible in principle to choose other shapes for the cam tracks 20a, 20b. The spaced-apart arms 23a, 23b are connected at one end by a bridge 24, which is mounted centrally (between the arms 23a, 23b) and rotatably mounted about the second axis of rotation 15.

[0040] In Fig. Figure 2 shows the central position of the actuating element 14 and the yoke element 19, in which the second tie rod 12 is also in its central position and assumes a steering angle of 0° / its neutral position. It can be seen that in this central position, the yoke element 19 is aligned such that a connecting line linking the two engagement sections 21a, 21b is perpendicular to a longitudinal axis 33 of the vehicle. The arms 23a, 23b are aligned parallel to the longitudinal axis 33 of the vehicle in this central position. The yoke element 19 is arranged to overlap, at least partially, the fork section 22 / the cam tracks 20a, 20b. In particular, the two engagement sections 21a, 21b are engaged with the cam tracks 20a, 20b in the central position of the actuating element 14.

[0041] It becomes clear that when the yoke element 19 rotates, which is caused by the rotation of the handlebar mount 5 during operation, it rotates about the pivot axis 18 to the left or right in the plane of the drawing. Fig. 2 rotates. During this process, one engagement section 21a, 21b moves further into its associated cam track 20a, 20b, while the other engagement section 21a, 21b disengages from its associated cam track 20a, 20b. Simultaneously, the actuating element 14 is pivoted about the second axis of rotation 15 by the rotation of the engaging engagement section 21a, 21b, which in turn causes the tie rod ends 13a, 13b of the second tie rod 12 to shift.

[0042] The actuating element 14, which is formed entirely in one piece, has, in addition to the fork area 22 formed in one piece, a cantilever 30 which connects the bridge 24 with corresponding receptacles of the tie rod parts 31a, 31b of the second tie rod 12.

[0043] It is thus evident that the transmission device 9 designed according to the invention is configured and installed between the two tie rods 7, 12 such that, starting from a central position of the steering arm mount 5, a progressive steering movement relative to the movement of the first tie rod 7 is initiated at the second tie rod 12 with increasing steering angle / steering input. This steering behavior is also shown in the partial illustrations of the Fig. 6 is evident.

[0044] In an upper partial representation of the Fig. It can be seen from the wheels 29 of the two axles 6, 11 that the transmission device is designed such that, starting from the center position of the steering arm mount 5 (corresponding to a 0° position / neutral position when the vehicle 2 is traveling straight ahead), the second tie rod 12 remains in its center position within a first steering angle range of the steering arm mount 5, which corresponds to a first displacement range of the first tie rod 7. For example, the transmission device 9 is designed such that this first steering angle range (starting from the center position to the left and right, respectively) results in a wheel steering angle at the wheels 29 of the front axle 6 of between 0° and a maximum of 7°, more preferably between 0° and 6°, and particularly preferably between 0° and 5°.

[0045] With the middle partial representation and the lower partial representation of the Fig. Figure 6 further shows that a second steering angle range of the steering arm mount 5 follows the first steering angle range, and that across this second steering angle range, the positioning movement / displacement of the second tie rod 12 increases progressively with increasing steering angle input at the steering arm mount 5 / the first tie rod 7. This is exemplified by the middle and lower sections of the illustration. Fig. Figure 6 shows two states in this second steering angle range. The middle section shows that with a front axle steering angle of 15°, the rear axle wheels 29 have a steering angle of approximately 7°. The lower section shows that with a front axle steering angle of 25°, the rear axle wheels 29 also have a steering angle of approximately 25°. These steering angle values ​​shown are for illustrative purposes only and may vary in other embodiments.

[0046] It is in Fig. 2. It is also evident that, depending on the dimensions of the parameters A (distance between pivot axis 18 and second pivot axis 15), L (length of the cam tracks 20a, 20b), a (distance of the engagement sections 21a, 21b to the pivot axis 18), and e (distance of the second pivot axis 15 to the second tie rod 12), the progressive deflection of the tie rod ends 13a, 13b on the rear axle 11 results. This progression is also set by the geometric design of the symmetrical cam tracks 20a, 20b (also referred to as guide grooves).

[0047] With Fig. Figure 3 shows an alternative embodiment of the transmission device 9. It should be noted that the basic structure and basic function of this steering system 1, designed according to the second embodiment, correspond to the structure and function of the first embodiment; therefore, only the essential differences between these embodiments are described below.

[0048] In particular, it can be seen that a yoke element 19 is now omitted and the actuating element 14 is directly controlled / moved by the traction element 16. The actuating element 14 is in turn rotatably mounted about the second pivot axis 15.

[0049] It is particularly evident that the essentially disc-shaped actuating element 14 has two cam tracks 20a, 20b, which are formed by areas of an inner edge 25 of a recess 26 centrally provided in the actuating element 14. In the example shown, the recess 26 forms a heart-shaped contour / inner edge 25 as a whole.

[0050] On the opposite sides of the inner edge 25, the second tie rod 12 is supported by rollers 28. Specifically, each tie rod section 31a, 31b is supported on the inner edge 25 by its own roller 28. The rollers 28 are positioned on the inner edge 25 such that they follow the path of the respective track 20a, 20b.

[0051] Thus, the respective section of the second tie rod 12 is guided in the respective cam track 20a, 20b by means of the engagement section 21a, 21b designed as a roller 28, such that rotation of the actuating element 14 about the second axis of rotation 15 forces a displacement of the second tie rod 12. In this embodiment, this displacement movement of the second tie rod 12 also occurs progressively relative to the steering angle at the steering arm mount 5.

[0052] Alternatively, it is also possible in principle to provide a coupling element 27, which in turn accommodates the rollers 28 and at the same time forms a connection to the tie rod parts 31a, 31b, as shown in Fig. 3 also implemented.

[0053] In other words, the steering system 1 according to the invention makes it possible to achieve turning radii of less than 2 m. With minimal to slight steering wheel movements, such as those that occur when driving straight ahead (for direction correction) or in gentle curves, only the front axle 6 steers, while the rear axle 11 remains in the straight-ahead position. The resulting driving feel conveys calmness and stability. When cornering with larger steering wheel movements, the front axle 6 steers further, and the rear axle 11 also begins to steer slightly, thus assisting the cornering maneuver. The coordination of the front axle 6 and the rear axle 11 ensures safety despite the narrow vehicle width and track width. Finally, with a sharp steering input, a very tight turning circle is achieved through further steering input of the front axle 6 and a further, progressive steering input of the rear axle 11.Turning, U-turns, and parking in very tight driving situations are thus implemented in the best possible way with a 4-wheel pedelec / cargo pedelec, which is also narrow enough for typical cycle paths.

[0054] The objectives regarding driving comfort, load-bearing capacity and the requirements for the lowest possible rolling resistance also lead to the preference for (relatively narrow) wheels 29 with diameters between 500 mm and 600 mm for the vehicle 2 in question.

[0055] Thus, the transmission device 9 is installed and designed in such a way that it couples the second tie rod 12 to the rear axle 11 with the steering arm mount 5 in such a way that when the steering arm mount 5 is rotated about the axis of rotation 4, two tie rod ends 13a, 13b of the second tie rod 12 are displaced in the opposite direction to the tie rod ends 8a, 8b of the first tie rod 7 with progressive displacement. Reference symbol list 1 Steering system 2 vehicles 3 handlebars 4 first axis of rotation 5 handlebar mount 6 Front axle 7 first tie rod 8a first tie rod end of the first tie rod 8b second tie rod end of the first tie rod 9 Transmission device 10 Pedal compartment 11 Rear axle 12 second tie rod 13a first tie rod end of the second tie rod 13b second tie rod end of the second tie rod 14 Actuator 15 more / second axis of rotation 16 traction elements 17 lever gears 18 Swivel axis 19 yoke element 20a first scenery track 20b second scenery track 21a first intervention section 21b second intervention phase 22a first scenery track 22b second scenery track 23a first arm 23b second arm 24 Bridge 25 inner edge 26 Exclusion 27 coupling element 28 rolls 29-inch wheel 30 booms 31a first tie rod part 31b second tie rod part 32 recording 33 Vehicle longitudinal axis 34 Recording element

Claims

[1] Steering system (1) for a four-wheeled, pedal-powered vehicle (2), comprising a steering arm mount (5) prepared for direct or indirect rotationally fixed connection with a steering arm (3) and rotatable about an axis of rotation (4), and comprising a first tie rod (7) to be associated with a front axle (6) of the vehicle (2), wherein the first tie rod (7) is coupled to the steering arm mount (5) (preferably by means of a steering gear) such that tie rod ends (8a, 8b) of the first tie rod (7) are displaced in the same direction in a direction transverse to the axis of rotation (4) when the steering arm mount (5) is rotated about the axis of rotation (4), characterized by, that a transmission device (9) is provided which couples a second tie rod (12) to a rear axle (11) of the vehicle (2) with the steering arm mount (5) in such a way that when the steering arm mount (5) is rotated about the axis of rotation (4) two tie rod ends (13a, 13b) of the second tie rod (12) are displaced in the opposite direction to the tie rod ends (8a, 8b) of the first tie rod (7). [2] Steering system (1) according to claim 1, characterized by, that the second tie rod (12) is coupled to an actuating element (14) of the transmission device (9) in such a way and this actuating element (14) is in turn mounted so as to be rotatable about a further axis of rotation (15) that the tie rod ends (13a, 13b) of the second tie rod (12) are displaced in the same direction in a direction transverse to this further axis of rotation (15) and / or a yoke element (19) coupled to the actuating element (14) when the actuating element (14) is rotated about the further axis of rotation (15) and / or a pivoting element (18) is displaced about a pivot axis (18). [3] Steering system (1) according to claim 1 or 2, characterized by , that the transmission device (9) has a traction element (16) and / or a lever mechanism (17). [4] Steering system (1) according to any one of claims 1 to 3, characterized by, that the transmission device (9) is designed and positioned between the two tie rods (7, 12) in such a way that, starting from a central position of the steering arm mount (5), a progressive positioning movement relative to the movement of the first tie rod (7) is initiated on the second tie rod (12). [5] Steering system (1) according to any one of claims 1 to 4, characterized by , that the transmission device (9) has a yoke element (19) rotatable about a pivot axis (18) which, spaced apart from the pivot axis (18), engages in at least one cam track (20a, 20b) of the actuating element (14) such that when the yoke element (19) is rotated about the pivot axis (18), the actuating element (14) is rotated in the opposite direction about the further axis of rotation (15). [6] Steering system (1) according to claim 5, characterized by, that the actuating element (14) has a fork section (22), wherein two arms (23a, 23b) of this fork section (22) each form a cam track (20a, 20b) and a bridge (24) connecting the two arms (23a, 23b) is pivotably mounted about the further axis of rotation (15). [7] Steering system (1) according to claim 5 or 6, characterized by , that the yoke element (19) has two engagement sections (21a, 21b) and that these engagement sections (21a, 21b) are in engagement with the cam tracks (20a, 20b) in the central position of the actuating element (14). [8] Steering system (1) according to any one of claims 1 to 4, characterized by, that the actuating element (14) has at least one cam track (20a, 20b) and the second tie rod (12) is guided in the at least one cam track (20a, 20b) by means of an engagement section (21a, 21b) such that rotation of the actuating element (14) about the further (second) axis of rotation (15) forces a displacement of the second tie rod (12). [9] Steering system (1) according to claim 8, characterized by , that the actuating element (14) is disc-shaped and the at least one cam track (20a, 20b) is formed by an inner edge (25) of a recess (26) centrally provided in the actuating element (14), and / or the second tie rod (12) has a coupling element (27) with at least one roller (28) bearing against a cam track (20a, 20b). [10] Pedalable vehicle (2) with four wheels (29) and a steering system (1) used to steer all wheels (29) according to at least one of the preceding claims.

Images