Steering system for a muscle-powered vehicle and muscle-powered vehicle

Abstract

A steering system (4) for a human-powered vehicle (2) is described, wherein the steering system (4) is a steer-by-wire steering system (4). Furthermore, a human-powered vehicle (2) with such a steering system (4) is described.

Description

[0001] A steering system for a muscle-powered vehicle and a muscle-powered vehicle with such a steering system are described.

[0002] Muscle-powered vehicles, such as bicycles, have handlebars for steering. A rider can use the handlebars to initiate a change of direction. The handlebars are connected to a steered wheel of the bicycle by force and torque, and the wheel is steered according to the intended change of direction. For example, DE 10 2007 014 678 A1 describes such handlebars for a bicycle, in which the handlebars are connected to a front wheel of the bicycle via a handlebar tube by force and torque. A specific handlebar angle corresponds to an identical tracking angle of the front wheel.

[0003] The objective is to provide a steering system for a muscle-powered vehicle that has an extended range of functions. This objective is achieved by the invention with the features of the independent claims. Advantageous further developments are described in the dependent claims.

[0004] The first aspect concerns a steering system for a muscle-powered vehicle. This vehicle could be a bicycle, an e-bike, a pedelec, or a cargo bike. The steering system is a steer-by-wire system. With such a system, there is no mechanical force- or torque-transmitting connection between the handlebars and the steered wheel. Instead, information about the user's steering input is transmitted electrically from the handlebars to the wheel.

[0005] Such a steer-by-wire steering system can enable new functionalities and an expanded range of functions when driving the vehicle, as well as alternative or additional vehicle designs. For example, a continuous head tube or handlebar tube from the handlebars to the steered wheel is not necessary.

[0006] This can offer a wide range of possibilities for vehicle design. A steering input from the rider by a first angle, such as a steering angle, can cause the steered wheel to pivot by a second angle, such as a toe angle. The first and second angles can be the same or different. This allows for a change in the ratio between the user's steering movement and the pivoting of the steered wheel. This can, for example, increase the functionality of the steering system compared to conventional methods with a fixed force and torque transmission between the handlebars and the steered wheel via a mechanical connection, such as a head tube.

[0007] Such a steering system can, for example, increase the vehicle's ride comfort and safety. For instance, it can prevent the transmission of a force impulse from the steered wheel to the handlebars, such as when a lateral impact occurs while driving on uneven terrain. This can improve ride comfort. Furthermore, it can prevent the handlebars from jerking due to such a lateral impact, for example, on uneven terrain or at high speeds, and consequently, prevent the steered wheel from jerking. This enhances ride safety. Unlike conventional steering systems, the system described here allows the rider to maintain control of the vehicle even in the situations described.

[0008] Such advantages do not arise, for example, with conventional systems that use a fixed mechanical torque and force transmission between the handlebars and the steered wheel via a head tube. Many conventional systems therefore offer reduced functionality, lower riding safety, and less riding comfort.

[0009] According to a further embodiment, the steering system can be characterized in that the vehicle can have the steering mechanism and a first steered wheel, such as the wheel mentioned previously. The vehicle can have additional wheels. The first wheel can, for example, be located on a front axle of the vehicle. The first steered wheel can be a front wheel of the vehicle. The designation as the first steered wheel can serve only for nomenclature purposes. For example, the presence of a first steered wheel can be independent of whether, for example, a second steered wheel is present. The designation "first steered wheel" or "first wheel" serves, for example, only for differentiation.

[0010] The steering system may include a means for determining the steering angle of the handlebars about a steering axis. This means for determining the steering angle may be a sensor. The sensor may be mounted on the vehicle frame. The means for determining the steering angle may, for example, determine the steering angle periodically. Alternatively or additionally, the means for determining the steering angle may determine it in response to an event.

[0011] Furthermore, the steering system can include a first actuator for pivoting the first steered wheel about a first pivot axis. The first actuator can be an electric motor. The first actuator can have a self-locking gearbox. An actuator with a self-locking gearbox can have an output shaft that is locked and non-rotatable when the actuator is de-energized. The designation "first actuator" may simply be for nomenclature purposes. For example, the presence of a first actuator may be independent of whether a second actuator is present. The designation "first actuator" serves, for instance, only for differentiation.

[0012] The first actuator can be configured to pivot the first steered wheel depending on a specific handlebar angle. For example, a parameterizable function can describe the relationship between the handlebar angle and the pivoting of the first steered wheel. Thus, with a first handlebar angle, the first steered wheel can be pivoted by a first tracking angle, and with a second handlebar angle, which can differ from the first, the first steered wheel can be pivoted by a second tracking angle, which can also differ from the first. The functional relationship between handlebar angle and tracking angle can be linear; alternatively, another function can describe the relationship. A steering characteristic of the steering system can be defined by this function.

[0013] The means for determining the steering angle and the first actuator are, for example, communicatively connected via a data link. This connection can be direct or indirect, for instance, via a control unit of the steering system. The data link can be wired and, alternatively or additionally, wireless.

[0014] The steering system can have an energy storage device or at least be connected to one. Energy stored in the energy storage device can be used to operate the first actuator.

[0015] The handlebars and the first steered wheel can be mechanically decoupled. For example, there might be no mechanical connection between the handlebars and the first steered wheel that could mechanically transmit steering torque from the handlebars to the first steered wheel. If, for instance, the first actuator exerts neither torque nor force to pivot or hold the first steered wheel about its first pivot axis, the handlebars can be pivoted by a steering angle, and independently, the first steered wheel can be pivoted by a tracking angle. For example, the handlebars can be pivoted counterclockwise, while the first steered wheel pivots clockwise.

[0016] According to a further embodiment, the steering system can be characterized in that the vehicle can have a second steered wheel. The second steered wheel can, for example, be arranged on a rear axle of the vehicle. In this way, the vehicle can have combined front and rear axle steering. Alternatively or additionally, the second steered wheel can be arranged on the front axle. For example, the vehicle has two front wheels, such as a cargo bike.

[0017] The steering system may have a second actuator. The second actuator may be an electric motor actuator. The second actuator may have a self-locking gearbox.

[0018] The means for determining the steering angle and the second actuator can be communicatively connected via a data link. For example, the means for determining the steering angle and the second actuator can be communicatively connected directly or indirectly, for example via the control unit.

[0019] The second actuator can be configured to pivot the second steered wheel around a second pivot axis depending on the specified handlebar angle. The first and second pivot axes can be different. A parameterizable function can describe the relationship between the handlebar angle and the tracking angle of the second steered wheel.

[0020] The handlebars and the second steered wheel can be mechanically decoupled. For example, there might be no mechanical connection between the handlebars and the second steered wheel that could mechanically transmit steering torque from the handlebars to the second steered wheel. If the second actuator exerts neither torque nor force to pivot or hold the second steered wheel about its second pivot axis, the handlebars can be pivoted by a steering angle, and independently, the second steered wheel can be pivoted by a tracking angle. For example, the handlebars can be pivoted counterclockwise, while the second steered wheel pivots clockwise.

[0021] With such a combined front and rear axle steering system, active front axle steering and active rear axle steering can be provided simultaneously. For example, the toe angle of the first steered wheel can be set to be the same or opposite to the toe angle of the second steered wheel. The function that defines the relationship between the steering angle and the toe angle of the first steered wheel can be the same or different from the function that describes the relationship between the steering angle and the toe angle of the second steered wheel.

[0022] Alternatively or additionally, a multi-track vehicle can be equipped with such a steering system. For example, two front wheels and, alternatively or additionally, two rear wheels of the vehicle can be pivoted. This allows the vehicle to achieve further driving functionalities with the steering system.

[0023] According to a further embodiment, the steering system can be characterized in that it may include a third actuator. The third actuator may be an electric motor actuator. The third actuator may have a self-locking gearbox. The third actuator may be configured to generate a torque at the steering linkage around the steering axis. The third actuator may be arranged on the frame.

[0024] The means for determining the steering angle and the third actuator can be communicatively linked via a data connection. This link can be direct or indirect, for example, via the control unit. The third actuator can be configured to generate torque at the steering wheel depending on the determined steering angle. For example, a parameterizable function can describe the relationship between the steering angle and the torque applied by the third actuator. This function can define a feedback characteristic of the steering system.

[0025] Such a steering system provides the driver with haptic feedback on steering movements. This can emulate the familiar behavior of a vehicle's steering system, similar to what drivers of conventional steering systems without steer-by-wire might experience. This makes it easier for the driver to execute normal steering maneuvers, as they receive feedback on their input. This, in turn, can increase safety and driving comfort.

[0026] According to a further embodiment, the steering system can be characterized in that it may include a spring. The spring may have a spring rate or spring constant. The spring may generate a spring force between the vehicle frame and the steering wheel. The spring may be configured to generate a torque at the steering wheel about the steering axis. A parameterizable function may describe a relationship between the steering wheel angle and the spring force. The feedback characteristics of the steering system may be defined by this function.

[0027] The spring can be used as an alternative or in addition to the third actuator. Both the third actuator and the spring can be configured to generate torque at the handlebar around the steering axis. For example, the spring and the third actuator can generate torque at the handlebar independently. The spring characteristics can be adjusted, for example, by a fourth actuator. This allows the fourth actuator to adjust the spring rate and, alternatively or additionally, the spring preload. This can, for example, modify the haptic feedback for the rider.

[0028] According to a further embodiment, the steering system can be characterized by the inclusion of a damper. The damper can be present, for example, in addition to the spring and alternatively or additionally to the third actuator. The damper can be configured to generate damping at the handlebar when the handlebar pivots about the steering axis. The damper can delay and dampen the pivoting of the handlebar.

[0029] A fifth actuator can, for example, be configured to adjust the damping characteristic of the damper. This allows, for instance, the damping to be set as part of the damping characteristic when generating the damping. A parameterizable function can describe the relationship between the temporal change of the steering angle and the damping. The feedback characteristic of the steering system can be defined by this function.

[0030] According to a further embodiment, the steering system can be characterized in that it can be redundant. The steering system can be at least partially redundant. The steering system can be fully redundant. For example, at least one of the means for determining the steering angle, the first actuator, the second actuator, the third actuator, the spring, the damper, or the data connection can be redundant. For example, the data connection can be redundant by being duplicated. For example, the data connection can be both wireless and wired, for instance, between the means for determining the steering angle and the first actuator. Alternatively or additionally, besides the first actuator for pivoting the first steered wheel, a further actuator for pivoting the first steered wheel can be provided.If the first actuator fails, this additional actuator can perform the pivoting of the first steered wheel. Alternatively or additionally, a redundant power supply for the aforementioned devices, such as the actuators or the steering angle sensor, can be provided. Redundant signal processing, for example, through a second, parallel control unit to the existing one, can also be implemented.

[0031] For example, a redundant design of the steering system, or at least a partially redundant design, may be necessary to achieve certain safety standards. For instance, at least for the pivoting of the first steered wheel, the means for determining the steering angle, as well as the first actuator and the data connection between the steering angle determiner and the first actuator, may be redundant. In contrast, the third actuator, the spring, and the damper for haptic feedback to the rider may not be redundant.

[0032] According to a further embodiment, the steering system can be characterized in that it includes a means for determining a vehicle state. The vehicle state can, for example, be the vehicle's load status on a luggage rack. Alternatively or additionally, the steering system can include a means for determining an environmental parameter of the vehicle. An environmental parameter can, for example, be the ambient temperature. Alternatively or additionally, the steering system can include a means for determining a vehicle driving state. A driving state can be an acceleration state and, alternatively or additionally, a vehicle speed state.

[0033] The steering system can be parameterized depending on the vehicle's condition. For example, the steering characteristics and, alternatively or additionally, the feedback characteristics can be parameterized, depending on the vehicle's condition. The toe angle, for instance, can be adjusted depending on the load. A smaller toe angle can be used with a heavier load than with a lighter load and the same steering angle. This can improve driving safety and comfort.

[0034] Alternatively or additionally, the toe angle can be dependent on the ambient temperature. For example, if the ambient temperature is particularly low and a slippery surface is expected, the toe angle can be smaller for the same handlebar angle than at higher temperatures.

[0035] Alternatively or additionally, the surrounding area can contain information about the riding surface. The spring rate of the spring used to generate torque at the handlebars can be adjusted depending on the riding surface. For example, a lower spring rate can be used on smooth surfaces and a higher spring rate on uneven surfaces. This allows for optimal feedback to be tailored to the riding surface. Thus, on smooth surfaces, the rider receives precise feedback on the pivoting movements of the first wheel, whereas on uneven surfaces, certain lateral impacts on the first wheel are not transmitted as strongly to the handlebars.

[0036] Alternatively or additionally, the pivoting of the first steered wheel can be controlled by the first actuator depending on the vehicle speed. At slow speeds, a larger tracking angle can be achieved with the same handlebar angle than at higher speeds. This allows for high maneuverability at low speeds, while at higher speeds, greater stability can be achieved.

[0037] With such a steering system, the steering characteristics and, alternatively or additionally, the feedback characteristics can be parameterized, for example automatically and depending on at least one of the vehicle's condition, at least one environmental parameter, and the driving situation.

[0038] According to a further embodiment, the steering system can be characterized in that it can have a user interface for capturing user input. The user interface can, for example, include a control element such as buttons, a display on the handlebars, and alternatively or additionally, a signal interface for transmitting signals to an application on the rider's mobile phone, smartwatch, smart ring, or other wearable device. The rider's user input can include parameters for the steering characteristics and, alternatively or additionally, for the feedback characteristics. The steering system can be parameterizable depending on the user input. For example, the steering characteristics and, alternatively or additionally, the feedback characteristics can be parameterized depending on the user input.

[0039] Alternatively or additionally, user-specific profiles can be stored and recalled in the control unit. The user can specify, for example, via the user interface, that a user-specific profile with a particular steering characteristic and, alternatively or additionally, with a particular feedback characteristic should be used. Alternatively or additionally, various driving programs, such as a city driving program, a comfort driving program, a downhill driving program, an off-road driving program, or a high-speed driving program, can be stored in the control unit. These can be recalled via user input. Steering and, alternatively or additionally, feedback characteristics can be parameterized accordingly.

[0040] Alternatively or additionally, the user can also evaluate the steering characteristics and, alternatively or additionally, the feedback characteristics via the user interface and user input. For example, the user can assign a grade to the steering system's parameterization during or after driving. This allows the driver to qualitatively assess the steering and, alternatively or additionally, the feedback characteristics. Such information can be used to learn driving programs or user profiles, for example, through machine learning. The user can provide feedback, such as whether the steering characteristics and, alternatively or additionally, the feedback characteristics were parameterized well or poorly for them personally, and this information can be used for learning driving programs and user profiles.

[0041] A second aspect concerns a muscle-powered vehicle with a steering system according to an embodiment of the first aspect. The vehicle can be a bicycle, an e-bike, a pedelec, or a cargo bike. The vehicle can have at least one signal interface to transmit determined values, such as the specific handlebar angle, the tracking angle of a wheel, and alternatively or additionally, information on steering and feedback characteristics. For example, this information can be transmitted to another data processing unit, such as a server, a personal computer, or a central computer of the bicycle, where it can be stored, further processed, and alternatively or additionally visualized. The server and the personal computer can be located externally to the vehicle.

[0042] Alternatively or additionally, the values ​​can be output to the rider via the user interface and visualized for them, for example, via the display on the handlebars, the smartwatch, the smart ring, or the mobile app. Further features, versions, and advantages of each can be found in the description of the first aspect. Conversely, the features, versions, and advantages of the second aspect also represent features, versions, and advantages of the first aspect. Fig. Figure 1 schematically shows a muscle-powered vehicle with a steering system.

[0043] Fig. Figure 1 schematically shows a muscle-powered vehicle 2 with a steering system 4. According to the embodiment, the muscle-powered vehicle 2 is a bicycle. The steering system 4 is a steer-by-wire steering system.

[0044] Vehicle 2 has a handlebar 6. The driver of vehicle 2 uses the handlebar 6 to indicate a desired direction of travel. To do this, the driver pivots the handlebar 6 by a specific angle. Vehicle 2 also has a first steered wheel 8. The first steered wheel 8 is a front wheel of vehicle 2. Vehicle 2 also has a second steered wheel 9. The second steered wheel 9 is a rear wheel of vehicle 2. The second steered wheel 9 is a driven wheel of vehicle 2. Vehicle 2 is a single-track vehicle. The driver propels the wheel 9 by applying muscle power to pedals (not shown) and a crank axle (not shown) of vehicle 2.

[0045] The steering system 4 includes a means 10 for determining the steering angle of the handlebar 6 about a steering axis. The means 10 is a sensor arranged on a frame of the vehicle 2. The sensor is positioned on the frame such that it can detect the steering angle of the handlebar 6. The steering angle is detected periodically, with a signal being generated containing time-equidistant values ​​of the steering angle. In an alternative embodiment, the steering angle is determined by the sensor in an event-driven manner, specifically whenever the steering angle changes by a certain amount.

[0046] The steering system 4 has a first actuator 12. The first actuator 12 is an electromechanical actuator 12 and is designed as an electric motor. An energy storage device of the vehicle 2, which supplies the first actuator 12 and other components of the vehicle 2 with electrical energy, is not shown in detail. The first actuator 12 is configured to pivot the first steered wheel 8 about a first pivot axis. The pivoting by the first actuator 12 is performed depending on the specified steering angle. At a first specified steering angle, the first steered wheel 8 pivots by a first tracking angle. At a second steering angle, which differs from the first steering angle, the first steered wheel 8 pivots by a second tracking angle, which also differs from the first tracking angle. A parameterizable function represents the dependence of the tracking angle of the first steered wheel 8 on the steering angle.The parameters of this function describe how much the toe angle of the first steered wheel 8 changes with a changing steering angle. The function is linear, and one parameter describes the slope of this linear function. The parameter also defines a steering characteristic of the vehicle 2 and the steering system 4.

[0047] The steering angle measuring device 10 and the first actuator 12 are communicatively connected via the data link. The steering system 4 has a control unit 26, through which the measuring device 10 and the first actuator 12 are communicatively connected. The control unit 26 is further configured to determine a toe angle as a function of the determined steering angle, which is sent as a signal from the measuring device 10 to the control unit 26. The determined toe angle is sent to the first actuator 12. The determination of the toe angle as a function of the steering angle is carried out using the function described above.

[0048] The handlebar 6 and the first steered wheel 8 are mechanically decoupled. The vehicle 2 has no steering tube that would allow a mechanical torque or force transmission between the handlebar 6 and the first steered wheel 8. Different steering characteristics can be implemented by varying the parameters of the function that defines the mapping of the handlebar angle to the track angle. Thus, the steering system 4 offers many different steering characteristics, unlike conventional steering systems with a single steering tube, which only provides one steering characteristic: a linear and 1:1 mapping between the handlebar angle and the track angle.

[0049] The steering system 4 also includes a second actuator 14. The second actuator 14 is an electromechanical actuator and is designed as an electric motor. The means 10 for determining the steering angle and the second actuator 14 are communicatively connected via a data link. Thus, the means 10 and the second actuator 14 are also connected via the control unit 26. The second actuator 14 is configured to pivot the second steered wheel 9 about a second pivot axis. This implements rear-axle steering. The second actuator 14 is configured to pivot depending on the determined steering angle. Another function, which maps the steering angle to the track angle of the second steered wheel, is stored in the control unit 26 and is also defined via parameters. The steering linkage 6 and the second steered wheel 9 are mechanically decoupled.This results in the same advantages as the mechanical decoupling of the first steered wheel 8 and the handlebar 6.

[0050] Furthermore, the steering system 4 has a third actuator 16. The third actuator 16 is an electromechanical actuator and is designed as an electric motor. The third actuator 16 is communicatively connected to the control unit 26. The third actuator 16 is configured to generate a torque at the handlebar 6 around the steering axis. The third actuator 16 is positioned between the frame of the vehicle 2 and the handlebar 6 to generate a torque between the frame and the handlebar 6. Another function stored on the control unit 26 maps the handlebar angle to the generated torque. This function is also parameterizable. This creates haptic feedback for the driver by generating a counter-torque from the third actuator 16 when the driver makes a steering movement. Thus, behavior comparable to a conventional steering system and vehicle is emulated.Since the function is parameterizable, the feedback characteristics can be configured via various parameters. Depending on which parameters are chosen for the function, different feedback can be generated.

[0051] The steering system 4 further comprises a spring 18. This spring 18 is arranged between the frame and the handlebar 6 and is configured to generate a torque at the handlebar 6 about the steering axis. When the handlebar 6 is pivoted about the steering axis, the spring 18 generates a torque to return the handlebar 6 to a neutral position. Both the third actuator 16 and the spring 18 generate a torque at the handlebar 6 independently of each other. A fourth actuator (not shown) is configured to modify the spring characteristic of the spring 18. Specifically, the spring rate and spring preload of the spring 18 are changed depending on the handlebar angle. By changing the spring characteristic, the feedback characteristic of the steering system 4 is modified.

[0052] The steering system 4 further comprises a damper 20. This damper 20 is arranged between the frame and the handlebar 6 and is designed to generate damping at the handlebar 6 when the handlebar 6 pivots about the steering axis. Thus, the pivoting of the handlebar 6 is delayed by the damper 20. The damper 20 dampens the movement of the handlebar 6. The third actuator 16 is designed independently of the damper 20. A fifth actuator (not shown) is configured to change a damping characteristic and thus the damping of the damper 20, for example, depending on the handlebar angle. In one embodiment, either the fourth actuator is provided to adjust the spring characteristic of the spring 18 or the fifth actuator to adjust the damping characteristic of the damper 20. In another embodiment, neither the fourth nor the fifth actuator is provided.

[0053] The steering system 4 further comprises a means 22 for determining a state of the vehicle 2. In an alternative embodiment, the steering system 4 comprises a means for determining an environmental parameter. In another alternative embodiment, the steering system 4 comprises a means for determining a driving state of the vehicle 2. In one embodiment, the steering system 4 comprises a means 22 for determining the state of the vehicle, for determining the environmental parameter, and for determining the driving state.

[0054] The steering system 4 is parameterizable depending on the state. The steering characteristics and the feedback characteristics are parameterizable depending on the state. In this embodiment, the state of the vehicle 2 is a loaded state. The vehicle 2 also has a luggage rack (not shown) which can be loaded. Depending on the load state, the steering characteristics and the feedback characteristics are parameterized. This results in particularly comfortable and safe driving of the vehicle 2 with the steering system 4. The means 22 is communicatively connected to the control unit 26.

[0055] Furthermore, the steering system features a user interface 24 for capturing user input. The user interface 24 is a display located on the frame of the vehicle 2. The steering system 4 can be parameterized depending on the user input. The user enters, for example, that they wish to use an off-road function via the display. The steering characteristics and feedback characteristics are then parameterized accordingly. This allows the user to actively select a wide variety of functionalities offered by the steering system 4.

[0056] The steering system 4 is furthermore redundantly designed. In the illustrated embodiment, the data connection between the control unit 26 and the first actuator 12 is duplicated and thus redundant. This is schematically represented by two solid lines, where the first line represents a first wired connection and the second line represents a second wired connection. In further embodiments, additional data connections between other components of the steering system 4 and, alternatively or additionally, a combination of wired and wireless data connections may be present.

[0057] With such a steering system 4 for such a vehicle 2, the functionality of the steering system 4 can be expanded, driving comfort improved, and safety increased. For example, when driving over uneven terrain, an impact against a wheel 8, 9 is not directly transmitted to the handlebars 6, but rather the third actuator 16, the spring 18, and the damper 20 provide appropriate feedback. In addition to the third actuator 16, the spring 18, and the damper 20, a steering system of an embodiment not shown also has at least one further actuator, one further spring, and one further damper for the second steered wheel 9. This also increases safety, as the driver is less likely to unintentionally jerk the handlebars 6.

[0058] For different surfaces, the driver can, for example, select different driving profiles and thus parameterize the steering characteristics and the feedback characteristics. These characteristics can also be parameterized differently depending on the state of the vehicle 2. This increases the range of functions. In an embodiment not shown here, the steering characteristics are also parameterized depending on the speed of the vehicle 2. If the vehicle is moving at a low speed, a larger toe angle of the front wheel is set for the same steering angle than at a higher speed of the vehicle 2. Reference sign 2 vehicles 4 Steering system 6 handlebars 8, 9 steered wheel 10 methods for determining the handlebar angle 12, 14, 16 Actuator 18 springs 20 dampers 22 Means of determining the condition of a vehicle 24 User interface 26 Control unit QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2007 014 678 A1

[0002]

Claims

[1] Steering system (4) for a muscle-powered vehicle (2), wherein the steering system (4) is a steer-by-wire steering system (4). [2] Steering system (4) according to claim 1, characterized by , that the vehicle (2) has a handlebar (6) and a first steered wheel (8), wherein the steering system (4) has a means (10) for determining a steering angle of the handlebar (6) about a steering axis and a first actuator (12) for pivoting the first steered wheel (8) about a first pivot axis depending on the determined steering angle, wherein the means (10) for determining the steering angle and the first actuator (12) are communicatively connected via a data link, and wherein the handlebar (6) and the first steered wheel (8) are mechanically decoupled. [3] Steering system (4) according to claim 2, characterized by, that the vehicle (2) has a second steered wheel (9), wherein the steering system (4) has a second actuator (14), wherein the means (10) for determining the steering angle and the second actuator (14) are communicatively connected via a data link, and wherein the second actuator (14) is configured to pivot the second steered wheel (9) about a second pivot axis depending on the determined steering angle, and wherein the steering (6) and the second steered wheel (9) are mechanically decoupled. [4] Steering system (4) according to one of claims 2 or 3, characterized by , that the steering system (4) has a third actuator (16) which is designed to generate a torque on the steering arm (6) about the steering axis. [5] Steering system (4) according to any one of claims 2 to 4, characterized by , that the steering system (4) has a spring (18) which is designed to generate a torque at the steering arm (6) about the steering axis. [6] Steering system (4) according to any one of claims 2 to 5, characterized by , that the steering system (4) has a damper (20) which is designed to generate damping at the handlebar (6) when the handlebar (6) pivots about the steering axis. [7] Steering system (4) according to any one of the preceding claims, characterized by , that the steering system (4) is designed redundantly. [8] Steering system (4) according to any one of the preceding claims, characterized by , that the steering system (4) has a means (22) for determining a state of the vehicle (2), and that the steering system (4) is parameterizable depending on the state. [9] Steering system (4) according to any of the preceding claims, characterized by , that the steering system (4) has a user interface (24) for capturing user input, and that the steering system (4) can be parameterized depending on the user input. [10] Muscle-powered vehicle (2) with a steering system (4) according to any of the preceding claims.

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