FR3055293A1 - TWO-FLYWHEEL VEHICLE COUPLES VIA DIRECTION BOXES AND A DRIVING BOARD TRAVERSE - Google Patents

Abstract

A vehicle (VA) comprises: - a first steering wheel (V1) secured to a first steering column (CD1) coupled to a first steering box (BD1), - a second steering wheel secured to a second steering column coupled to a second steering column steering unit, and coupling means comprising a coupling rack mounted in translation in a dashboard crossbar (TP) and comprising first and second ends provided with first notches meshing second notches coupled in rotation to the first (CD1 ) and second steering columns via respectively the first (BD1) and second steering boxes which are further coupled to the dashboard crossbar (TP).

Description

Holder (s): PEUGEOT CITROEN AUTOMOBILES SA Société anonyme.

Extension request (s)

Agent (s): PEUGEOT CITROEN AUTOMOBILES SA Public limited company.

VEHICLE WITH TWO COUPLED STEERING WHEELS VIA THE DASHBOARD.

STEERING BOXES AND A CROSSING

FR 3 055 293 - A1 (5 /) A vehicle (VA) includes:

- a first steering wheel (V1) secured to a first steering column (CD1) coupled to a first steering box (BD1),

a second steering wheel secured to a second steering column coupled to a second steering box, and

- coupling means comprising a coupling rack mounted in translation in a dashboard cross member (TP) and comprising first and second ends provided with first notches meshing second notches coupled in rotation to the first (CD1) and second columns of steering via respectively the first (BD1) and second steering boxes which are also coupled to the dashboard crossmember (TP).

i

VEHICLE WITH TWO WHEELS COUPLED VIA STEERING BOXES AND A DASHBOARD TRANSMISSION

The invention relates to vehicles with two steering wheels, possibly of the automotive type and possibly partially autonomous, and more precisely the control of such vehicles.

It should be noted that the term “partially autonomous vehicle” is understood here to mean a vehicle capable of being driven manually during phases of manual driving and automatically during phases of autonomous driving.

Certain vehicles, for example dedicated to driving education (driving school) or to specific functions (such as street cleaning), include a passenger compartment fitted with two i5 steering wheels coupled in rotation by coupling means. More specifically, such vehicles include a first steering wheel secured to a first steering column coupled to a first steering box, ensuring an offset of the rotational movement of the first steering column in the vertical direction (of the vehicle) and coupled to a coupled steering bar

0 indirectly to steered wheels, a second steering wheel secured to a second steering column coupled to a second steering box ensuring an offset of the rotational movement of the second steering column in the vertical direction (identical to that provided by the first box steering), and coupling means ensuring an indirect coupling of the first and second steering wheels so that an action on one of them induces exactly and simultaneously the same action on the other and therefore on the steered wheels.

These coupling means can, for example, comprise two pinions fixedly secured respectively to the first and second steering columns and coupled together by a chain. As a variant, they may comprise a bar, the two opposite ends of which are provided with a first toothed gear cone, and two second toothed gear cones fixedly secured at the ends of the first and second steering columns and respectively meshing the first two. notched gear cones. In another variant, they may comprise a bar, the two opposite ends of which are provided with a first toothed gear cone, and two second toothed gear cones coupled in rotation to the first and second steering boxes respectively.

Such coupling means generally do not allow changes in inclination and / or depth of the steering wheels and of the associated steering columns independently of each other. In addition, they prove to be relatively fragile and / or wear out fairly quickly and / or generate noise and / or prove to be difficult (or even impossible) to be housed in a dashboard or an engine compartment and / or prove insufficiently stable and therefore introduce a relatively large clearance.

The invention therefore aims in particular to improve the situation.

In particular, it offers a vehicle comprising:

- a dashboard cross member,

- a first steering wheel secured to a first steering column coupled to a first steering box coupled to a coupled steering bar

2o indirectly on steered wheels,

a second steering wheel secured to a second steering column coupled to a second steering box, and

- coupling means indirectly coupling between them the first and second flywheels so that an action on one of them induces exactly and simultaneously the same action on the other.

This vehicle is characterized by the fact:

- That its coupling means comprise a coupling rack mounted in translation in the dashboard cross member and comprising first and second ends provided with first meshing notches

0 of the second notches rotatably coupled to the first and second steering columns via the first and second steering boxes respectively, and

- that its first and second steering boxes are coupled to the dashboard crossmember.

Thanks to the rigid support of the coupling rack by the dashboard cross member and to the coupling of the first and second steering boxes to the latter, not only is there no need to provide additional support means, but also there is very stable, with minimal play, while being able to modify the inclinations of the steering wheels and associated steering columns independently of each other.

The vehicle according to the invention may include other characteristics which can be taken separately or in combination, and in particular:

- Its coupling means may comprise a hollow tube fixedly attached to the dashboard cross member and housing in translation at least one central part of the coupling rack located between its first and second ends. In this case, its first and second steering boxes can be rotatably mounted on the hollow tube so as to allow changes in inclination of the first and second steering columns independent of each other;

> its coupling means may comprise first and second axes each comprising a first part, provided with second notches meshing with first notches from one of the first and second ends, and a second part, on the one hand, installed parallel to the '' one of the first and second steering columns and provided with third notches, housed in one of the first and second steering boxes and coupled to a coupling element of the latter, and, on the other hand, coupled to the first part via a specific ball joint to allow conservation of the parallelism between its second part and the first or second associated steering column in the event of a change of inclination of the latter;

• each ball joint connection can be adapted to allow a displacement of the first associated part with respect to the coupling rack without modification of their meshing, in the event of displacement of the first or second associated steering column;

• the coupling elements can be first pinions fixedly fixed and respectively at the ends of the first and second steering columns;

• the third notches can be part of second pinions fixedly secured respectively to the second parts of the first and second axes and coupled in rotation to the coupling elements;

• the second notches can be pinion teeth defined on the first parts of the first and second axes;

> each of the first and second steering boxes can comprise a first casing secured to one of the first and second steering columns and rotatably mounted on the hollow tube, and a second casing fixedly secured to the first casing;

- it can also include a driving assistance device capable of driving it independently without the intervention of a passenger and of warning the latter when he must regain control by acting at least on the first or second steering wheel;

- It can be of the automobile type.

Other characteristics and advantages of the invention will appear on examining the detailed description below, and the attached drawings (obtained

0 for one of them in CAD / CAD ("Computer Aided Design / Computer Aided Drawing"), hence the gray levels), on which:

- Figure 1 schematically and functionally illustrates an example of a vehicle according to the invention,

- Figure 2 schematically illustrates, in a perspective view from the front side, part of an exemplary embodiment of the coupling means of a vehicle according to the invention, after their coupling to a dashboard cross member (very partially shown) and to first and second steering boxes (not shown), and before the rotational coupling of the pinions,

FIG. 3 schematically illustrates, in a perspective view from the front side, the coupling means of FIG. 2 after their coupling to the dashboard crossmember and to the first and second steering boxes,

FIG. 4 schematically illustrates, in a top view, part of the coupling means of FIG. 2, in the absence of the first casing of the second steering box, and

- Figure 5 schematically illustrates, in a perspective view from the front side and partially in transparency, another part of the coupling means of Figure 2 housed in the second housing of the first steering box.

The object of the invention is in particular to propose a vehicle VA with steering wheels and two flywheels V1 and V2 coupled together indirectly so that an action on one of them induces exactly and simultaneously the same action on the other and therefore on the steering wheels.

In what follows, it is considered, by way of nonlimiting example, that the vehicle VA is of the automobile type. This is for example a car. However, the invention is not limited to this type of vehicle. It concerns in fact any type of vehicle comprising at least two seats placed one next to the other and allowing the passengers whom they welcome to drive it. Consequently, it relates in particular to land vehicles such as, for example, cars, coaches (or buses), trucks, road vehicles,

0 agricultural vehicles, and construction machinery.

Furthermore, it is considered in what follows, by way of nonlimiting example, that the vehicle VA is dual control. This is for example a driving school car. But the invention is not limited to this type of VA vehicle. It relates in fact to any type of vehicle comprising two steering wheels indirectly coupled to one another so that an action on one of them induces exactly and simultaneously the same action on the other and therefore on the steered wheels.

In FIGS. 1 to 5, the direction X is the longitudinal direction of the vehicle VA, which is substantially parallel to the lateral sides

0 comprising the side doors, the direction Y is the transverse direction of the vehicle VA, which is perpendicular to the direction X, and the direction Z is the vertical direction of the vehicle VA, which is perpendicular to the longitudinal directions X and transverse directions Y.

β

There is diagrammatically illustrated in FIG. 1 a non-limiting example of a vehicle VA according to the invention, here of the automobile type, and comprising a powertrain, first V1 and second V2 steering wheels associated respectively with first S1 and second S2 seats, and first PF1 and second PF2 brake pedals and first PA1 and second PA2 accelerator pedals because it is dual control.

In the nonlimiting example illustrated, the powertrain is conventional, and therefore only includes an MT heat engine to drive its steered wheels. However, the powertrain could be of the hybrid type and therefore could comprise at least one heat engine and at least one power machine (electric or hydraulic or even with compressed air), associated with energy storage means, or all electric type.

In addition to its heat engine MT, the powertrain also includes and in particular a clutch EM, a gearbox BV, and a supervisory computer CS.

The operation of the powertrain is controlled by the CS supervision computer.

The first seat S1 is intended to receive a first passenger

0 suitable for acting on the first steering wheel V1 and on the first accelerator pedals PA1 and brake PF1.

The second seat S2 is installed next to the first seat S1 and intended to receive a second passenger capable of acting on the second steering wheel V2 and, here, on the second accelerator pedals PA2 and brake PF2.

The first V1 steering wheel controls the direction of travel of the vehicle

GO. To this end, the first steering wheel V1 is secured to a first steering column CD1 which is coupled to a first steering box BD1 ensuring an offset of the rotational movement of the first steering column CD1 in the vertical direction Z of the vehicle and coupled at a bar of

0 BAD steering, also indirectly coupled to steered wheels (here the front wheels).

The second steering wheel V2 controls the direction of movement of the vehicle VA in the same way and at the same time as the first steering wheel V1. In other words, the first flying V1 and second V2 act identically on the direction of travel. To this end, the second steering wheel V2 is secured to a second steering column CD2 which is coupled to a second steering box BD2 ensuring an offset of the rotational movement of the second steering column CD2 in the vertical direction Z (identical to that provided by BD1) and coupled to the latter (BD1) via coupling means MC described below.

The second accelerator pedal PA2 is able to act in the same way and at the same time as the first accelerator pedal PA1. In other words, the first PA1 and second PA2 accelerator pedals act identically on acceleration.

The second brake pedal PF2 is capable of acting in the same way and at the same time as the first brake pedal PF1. In other words, the first PF1 and second PF2 brake pedals act identically on braking.

The coupling means MC are arranged so as to indirectly couple the first flying V1 and second V2 so that an action on one of them induces exactly and simultaneously the same action on the other and therefore on the steered wheels.

0 These coupling means MC comprise at least one coupling rack CC, comprising first E1 and second E2 opposite ends and each provided with first notches (or teeth or teeth) C1, and second notches (or teeth or teeth) C2, as illustrated in figures 2 and 4.

As illustrated in FIG. 1, the coupling rack CC is advantageously mounted in translation (in the transverse direction Y of the vehicle VA) in a cross member TP of an instrument panel PB which is installed in the front part of the passenger compartment H , just before the engine compartment. These first notches C1 mesh with the second notches C2 which are

0 coupled in rotation to the first CD1 and second CD2 steering columns via respectively the first BD1 and second BD2 steering boxes.

The fact that the CC coupling rack is mounted in translation in the dashboard crosspiece TP, advantageously allows it to be supported without the need for additional support means. This gives great stability, with minimal play, and rigidity to the coupling means MC. In addition, this avoids unnecessarily cluttering an area of the PB dashboard or the engine compartment.

In addition, the use of a DC coupling rack makes it possible to reduce the noise generated and wear, which makes the coupling means MC less fragile. The different constituents can also be dimensioned to withstand the efforts.

The first BD1 and second BD2 steering boxes are coupled to the dashboard cross member TP, as illustrated in FIGS. 1 and 3.

It will be noted, as illustrated without limitation in FIGS. 1 and 2, that the coupling means MC can also comprise a hollow tube TC fixedly fixed to the dashboard cross member TP and housing in translation at least one central part PC of the rack coupling

CC, located between its first E1 and second E2 ends. This joining can, for example, be done by screwing or welding.

For example, the central part PC of the coupling rack CC can be circular cylindrical, so as to be housed in a hollow tube TC also circular cylindrical or else comprising an internal housing

0 circular cylindrical.

In this case, and as illustrated in FIGS. 1 and 3, the first BD1 and second BD2 steering boxes are preferably mounted in rotation on the hollow tube TC in order to allow changes in inclination of the first CD1 and second CD2 columns of which are independent of each other. In other words, thanks to this possibility of rotation of the first BD1 and second BD2 steering boxes around the hollow tube TC, a change in inclination of the first steering column CD1 is done without this inducing a change of tilt of the second steering column CD2, and vice versa.

0 It will be noted that in order to facilitate the accommodation of different parts in the first BD1 and second BD2 steering boxes and the coupling of the latter (BD1, BD2) to the dashboard cross member TP, it is advantageous that each of between them (BD1, BD2) includes first CB1 and second

CB2 housings. Each first casing CB1 is then secured to one of the first CD1 and second CD2 steering columns and mounted in rotation on the hollow tube TC (for example by means of sleeves (at least partially circular cylindrical)), and each second casing CB2 is fixedly secured to the first associated casing CB1.

These first CB1 and second CB2 casings can, for example, be made of metal (in particular steel or aluminum). However, they could also be made by molding a resistant and rigid plastic or synthetic material in order to ensure mechanical strength.

îo As is better seen in FIG. 2, the coupling means

MC can also include first A1 and second A2 axes each comprising a first part PA1 and a second part PA2 coupled together by a ball joint LR, in order to facilitate the above-mentioned changes in inclination, in particular.

Each first part PA1 is provided with second notches (or teeth or teeth) C2 which mesh with the first notches C1 of one of the first E1 and second E2 ends of the coupling rack CC. In other words, the first part PA1 of the first axis A1 comprises second notches C2 meshing with first notches C1 of the first end E1 of the

0 coupling rack CC, and the first part PA1 of the second axis A2 comprises second notches C2 meshing with first notches C1 of the second end E2 of the coupling rack CC.

For example, these second notches C2 of each first part PA1 are pinion teeth situated on the latter (PA1) and which mesh with teeth defining the first notches C1 of the first E1 or second E2 end of the coupling rack CC.

Each second part PA2 is installed parallel to one of the first CD1 and second CD2 steering columns, and therefore in an XZ plane, and is provided with third notches (or teeth or teeth) C3 which are housed

0 in one of the first BD1 and second BD2 steering boxes and coupled to a coupling element P1 of the latter (BD1, BD2). In other words, the second part PA2 of the first axis A1 is installed parallel to the first steering column CD1 and is provided with third notches C3 housed ίο in the first steering box BD1 and coupled to a coupling element P1 of this last (BD1), and the second part PA2 of the second axis A2 is installed parallel to the second steering column CD2 and is provided with third notches C3 housed in the second steering box BD2 and coupled to a coupling element P1 of the latter (BD2).

Each ball joint connection LR, coupling a first part PA1 to a second part PA2, is capable of allowing a conservation of the parallelism between this second part PA2 and the first CD1 or second CD2 associated steering column in the event of a change of inclination of the latter. îo (CD1, CD2).

In other words, when the first passenger will modify the inclination of the first steering wheel V1 (and therefore of the first associated steering column CD1), this will induce the same modification of inclination of the first steering unit BD1 and therefore of the second part PA2 of the first axis A1, i5 without this inducing any modification of the transverse position of the coupling rack CC due to the presence of the ball joint LR and the rotational mounting of the first steering box BD1 on the hollow tube TC. Consequently, the inclination of the second steering column CD2, and therefore of the second steering wheel V2, remains unchanged.

0 Similarly, when the second passenger will modify the inclination of the second steering wheel V2 (and therefore of the second associated steering column CD2), this will induce the same modification of inclination of the second steering unit BD2 and therefore of the second PA2 part of the second axis A2, without this inducing any modification of the transverse position of the coupling rack CC due to the presence of the ball joint LR and the rotational mounting of the second steering box BD2 on the hollow tube TC. Consequently, the inclination of the first steering column CD1, and therefore of the first steering wheel V1, remains unchanged.

The ball joint LR can, for example, be of the joint type

0 constant velocity or universal joint. It keeps the distance between the second notches C2 and the third notches C3 unchanged and allows the first PA1 and second PA2 parts of the first A1 and second A2 axes to be tilted at respective angles.

It will be noted that each ball joint LR may also be capable of allowing a displacement of the first associated part PA1 with respect to the coupling rack CC without modification of their meshing, in the event of displacement of the first CD1 or second CD2 associated steering column .

In other words, when the first passenger will modify the position (or the depression) in the longitudinal direction X of the first steering wheel V1 (and therefore of the first associated steering column CD1), this will induce the same modification of position (or sinking) longitudinal (e) of the first steering unit BD1 and therefore of the second part PA2 of the first axis A1, but also a translation of the first part PA1 of the first axis A1 relative to the first end E1 of the CC coupling rack, without this inducing any modification of the transverse position of the latter (CC). Consequently, the longitudinal position (or is the depression) of the second steering column CD2, and therefore of the second steering wheel V2, remains unchanged.

The longitudinal (or depth) adjustment of each steering column CD1, CD2 results, for example, from the fact that the latter comprise concentric tubes coupled via male and female splines.

Similarly, when the second passenger will modify the position (or the depression) in the longitudinal direction X of the second steering wheel V2 (and therefore of the second associated steering column CD2), this will induce the same modification of position (or d longitudinal) of the second steering unit BD2 and therefore of the second part PA2 of the second axis A2, but also a translation of the first part PA1 of the second axis A2 relative to the second end E2 of the coupling rack CC, without this inducing any modification of the transverse position of the latter (CC). Consequently, the longitudinal position (or depression) of the first steering column CD1, and therefore of the first steering wheel V1, remains unchanged.

With such an arrangement, when the first passenger turns the first steering wheel V1, this causes the first steering column CD1 and therefore the coupling element P1 forming part of the first steering box BD1 and the steering wheels to rotate. . This coupling element P1 induces the rotational drive of the first axis A1 because it is coupled to the third notches C3 of the latter (A1). The rotation of the first axis A1 induces the translation of the coupling rack CC in the transverse direction Y, owing to the fact that its second notches C2 mesh the first notches C1 of the latter (CC). The translation of the coupling rack CC induces the rotation of the second axis A2 because its first notches C1 engage the second notches C2 of the latter (A2). îo The rotation of the second axis A2 induces the rotation drive of another coupling element P1 forming part of the second steering box BD2 because its third notches C3 are coupled to this other coupling element P1. The driving in rotation of this other coupling element P1 causes the second steering column CD2 is to be driven in rotation and therefore the second steering wheel V2.

Likewise, when the second passenger turns the second steering wheel V2, this causes the second steering column CD2 and therefore the coupling element P1 forming part of the second steering box BD2 to rotate. This coupling element P1 induces the rotational drive

0 of the second axis A2 because it is coupled to the third notches C3 of the latter (A2). The rotation of the second axis A2 induces the translation of the coupling rack CC in the transverse direction Y, owing to the fact that its second notches C2 mesh the first notches C1 of the latter (CC). The translation of the coupling rack CC induces the rotation of the first axis A1 because its first notches C1 mesh with the second notches C2 of the latter (A1). The rotation of the first axis A1 induces the rotational drive of another coupling element P1 forming part of the first steering box BD1 because its third notches C3 are coupled to this other coupling element P1. Rotational drive of

0 this other coupling element P1 causes the steering wheels and the first steering column CD1 and therefore the first steering wheel V1 to rotate.

It will be noted, as illustrated without limitation in FIGS. 2 and 5, that the coupling elements P1 can be first gears which are fixedly secured and respectively at the ends of the first CD1 and second CD2 steering columns.

It will also be noted, as illustrated without limitation in FIGS. 2 to 5, that the third notches C3 may be part of second pinions P2 which are fixedly secured respectively to the second parts PA2 of the first A1 and second A2 axes and coupled in rotation to the coupling elements P1 (here the first pinions). As a variant, they could be defined in the second parts PA2 of the first A1 and the second A2 axes.

The coupling between the first P1 and second P2 pinions can be done in at least two ways.

In a first way, the third notches C3 of the second pinions P2 can mesh with the first pinions P1.

In a second way, illustrated without limitation in FIG. 5, the coupling means MC can comprise two toothed belts COC which each couple in rotation one of the second pinions P2 to one of the first pinions P1. In this case, and as illustrated without limitation in FIG. 5, the control means MC can also include

0 and other of the first P1 and second P2 pinions two TEC tensioners intended to press each COC belt against the first P1 and second P2 associated pinions.

The second pinions P2 (which include the third notches C3) are housed, like the first pinions P1, respectively in the first

BD1 and second BD2 steering boxes, so as to follow the movements of the latter (BD1, BD2) in the XZ plane.

It will also be noted that due to the mounting in translation of the coupling rack CC in the dashboard crosspiece TP (generally placed above the first CD1 and second CD2

0 steering columns), there is a vertical offset (along Z) between the latter (CD1, CD2) and respectively the first A1 and second A2 axes. This vertical offset is advantageously caught up by the first P1 and second P2 pinions and the possible COC belt.

It will also be noted that the second notches C2 can be defined on the first parts PA1 of the first A1 and second A2 axes. Alternatively, they could be part of pinions fixedly secured to the first parts PA1 of the first A1 and second A2 axes respectively.

It will also be noted, as illustrated without limitation in FIG. 1, that the vehicle VA can also include a driving assistance device DA suitable for driving it independently without the intervention of a passenger and to warn the latter when he must regain control by acting at least on the first V1 or second V2 steering wheel. In this case, the VA vehicle is partially autonomous and therefore can be controlled both by its driver and by the passenger who sits next to the latter and who possibly provides training.

When the vehicle VA is partially autonomous, its gearbox BV is of automatic type (or the like) in order to be able to be controlled automatically by the supervisory computer CS, in particular as a function of commands determined by the driving assistance device.

DA.

The warning requesting the resumption of control by one of the first

0 and second passengers is preferably done by means of an audible message which is broadcast by at least one loudspeaker of the VA vehicle, and which can be supplemented by a text message displayed on at least one screen of the VA vehicle in visibility of first and second passengers.

Thus, in the event of a warning made by the driving assistance device DA (to request a passenger to regain control of the vehicle VA), the second passenger can take control of the vehicle VA if the first passenger does not does not, and conversely the first passenger can take control of the VA vehicle if the second passenger does not.

In the example illustrated without limitation in FIG. 1, the device

0 driving assistance DA is part of the CS supervision computer. But it is not compulsory. Indeed, it could itself be arranged in the form of a dedicated computer comprising a possible dedicated program and coupled to the supervisory computer CS, or else be part of another computer on board the vehicle VA. Consequently, a DA driving assistance device can be produced in the form of software modules (or computer modules (or “software >>”), or electronic circuits (or “hardware”), or else a combination of electronic circuits and software modules.

Claims (9)

1. Vehicle (VA) comprising i) a dashboard crosspiece (TP), ii) a first steering wheel (V1) secured to a first steering column (CD1) coupled to a first steering box (BD1) coupled to a steering bar (BAD) indirectly coupled to steered wheels, iii) a second steering wheel (V2) secured to a second steering column (CD2) coupled to a second steering box (BD2), and iv) coupling means ( MC) indirectly coupling said first (V1) and second (V2) flywheels so that an action on one of them induces exactly and simultaneously the same action on the other, characterized in that said means of coupling (MC) comprise a coupling rack (CC) mounted in translation in said dashboard crosspiece (TP) and comprising first (E1) and second (E2) ends provided with first notches (C1) meshing with second notches ( C2) coupled in rotation to said first (CD1) and second (CD2) steering columns respectively via said first (BD1) and second (BD2) steering boxes, and in that said first (BD1) and second (BD2) steering boxes are coupled to said dashboard crossmember (TP). 2. Vehicle according to claim 1, characterized in that said coupling means (MC) comprise a hollow tube (TC) fixedly secured to said dashboard crosspiece (TP) and housing in translation at least one central part (PC) of said coupling rack (CC) located between its first (E1) and second (E2) ends, and in that said first (BD1) and second (BQ2) steering boxes are rotatably mounted on said hollow tube (TC) so as to allow changes in inclination of said first (CD1) and second (CD2) columns independent of each other. 3. Vehicle according to claim 2, characterized in that said coupling means (MC) comprise first (A1) and second (A2) axes each comprising a first part (PA1), provided with second notches (C2) meshing with first notches (C1) of one of said first (E1) and second (E2) ends, and a second part (PA2), installed parallel to one of said first (CD1) and second (CD2) steering columns and provided with third notches (C3), housed in one of said first (BD1) and second (BD2) steering boxes and coupled to a 5 coupling (P1) of the latter (BD1, BD2), and coupled to said first part (PA1) via a ball joint (LR) suitable for allowing conservation of said parallelism between its second part (PA2) and said first (CD1) or second (CD2) associated steering column in the event of a change of inclination of the latter (CD1, CD2). îo 4. Vehicle according to claim 3, characterized in that each ball joint connection (LR) is adapted to allow a displacement of said first part (PA1) associated with respect to said coupling rack (CC) without modification of their meshing, in case of displacement of said first (CD1) or second (CD2) associated steering column. 15 5. Vehicle according to one of claims 3 and 4, characterized in that said coupling elements (P1) are first pinions fixedly secured and respectively at the ends of said first (CD1) and second (CD2) steering columns. 6. Vehicle according to one of claims 3 to 5, characterized in that 2 0 said third notches (C3) are part of second pinions (P2) fixedly secured respectively to said second parts (PA2) of said first (A1) and second (A2) axes and coupled in rotation to said coupling elements (P1). 7. Vehicle according to one of claims 3 to 6, characterized in that Said second notches (C2) are pinion teeth defined on said first parts (PA1) of said first (A1) and second (A2) axes. 8. Vehicle according to one of claims 2 to 7, characterized in that each of said first (BD1) and second (BD2) steering boxes comprises a first casing (CB1) secured to one of said first (CD1) and second 3 0 (CD2) steering columns and rotatably mounted on said hollow tube (TC), and a second housing (CB2) fixedly secured to said first housing (CB1). 9. Vehicle according to one of claims 1 to 8, characterized in that it further comprises a driving assistance device (DA) adapted to drive it independently without the intervention of a passenger and to warn this the latter when it must regain control by acting at least on the first (V1) or second (V2) steering wheel. 10. Vehicle according to one of claims 1 to 9, characterized in that it 5 is of the automobile type. 1/3