FR3055294A1 - DEVICE FOR ROTATING TWO STEERING WHEELS IN A VEHICLE THROUGH BOLT LINKS AND STEERING HOUSINGS - Google Patents

Abstract

A coupling device (DC) equips a vehicle comprising a first wheel secured to a first steering column coupled to a first steering box and a second steering wheel secured to a second steering column (CD2) coupled to a second steering box ( BD2). This device (DC) comprises: - a coupling rack (CC) installed transversely and comprising ends provided with first notches (C1), and - axes (A2) comprising a first part (PA1) provided with second notches (C2) ) meshes with first notches (C1), and a second portion (PA2), installed parallel to a first or second (CD2) steering column and provided with third notches (C3), housed in a first or second (BD2) housing direction and coupled to a coupling element of the latter (BD2), and coupled to the first part (PA1) via a ball joint (LR).

Description

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

Extension request (s)

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

DEVICE FOR ROTATING COUPLING OF TWO STEERING WHEELS OF A VEHICLE VIA BALL JOINTS AND STEERING BOXES.

FR 3 055 294 - A1 (6 /) A coupling device (DC) equips a vehicle comprising a first steering wheel secured to a first steering column coupled to a first steering box and a second steering wheel secured to a second steering column ( CD2) coupled to a second steering box (BD2). This device (DC) includes:

- a coupling rack (CC) installed transversely and comprising ends provided with first notches (C1), and

- axes (A2) comprising a first part (PA1), provided with second notches (C2) meshing with first notches (C1), and a second part (PA2), installed parallel to a first or second (CD2) steering column and provided with third notches (C3), housed in a first or second (BD2) steering box and coupled to a coupling element of the latter (BD2), and coupled to the first part (PA1) via a ball joint connection (LR ).

i

DEVICE FOR ROTATING COUPLING OF TWO STEERING WHEELS OF A VEHICLE VIA BALL JOINTS AND STEERING BOXES

The invention relates to vehicles with two steering wheels, possibly of the automotive type and possibly partially autonomous, and more precisely the devices ensuring the rotation coupling of these steering wheels.

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

Certain vehicles, for example dedicated to driving education (driving school) or to specific functions (such as the i5 street cleaning), include a passenger compartment fitted with two steering wheels coupled in rotation by a coupling device. 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 according to the

0 vertical direction (of the vehicle) and coupled to a steering rod indirectly coupled to the 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 column steering in the vertical direction (identical to that provided by the first steering box), and a coupling device ensuring 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 steering wheels.

This coupling device can, for example, comprise two

0 pinions fixedly secured to the first and second steering columns respectively and coupled together by a chain. As a variant, it 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 attached to the ends of the first and second steering columns and respectively meshing the first two. notched gear cones. In another variant, it 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 respectively to the first and second steering boxes.

This type of coupling device generally does not allow changes in depth and / or inclination of the steering wheels and of the associated steering columns independently of each other. In addition, it is relatively fragile and / or wears out fairly quickly and / or generates noise and / or is difficult (if not impossible) to accommodate in a dashboard or an engine compartment and / or turns out to be insufficiently stable and therefore introduces a relatively large clearance.

The invention therefore aims in particular to improve the situation.

It notably proposes for this purpose a coupling device, on the one hand, intended to couple first and second steering wheels of a vehicle with steered wheels, the first steering wheel being secured to a first steering column coupled to a first steering box coupled to a steering rod indirectly coupled to the steering wheels, the second steering wheel being secured to a second steering column coupled to a second steering gear, and, on the other hand, comprising coupling means suitable for indirectly coupling the first and second flywheels so that an action on one of them induces exactly and simultaneously the same action on the other.

This coupling device is characterized by the fact that its coupling means include:

a coupling rack installed in a transverse direction of the vehicle and comprising first and second ends provided with first notches, and

- first and second axes each comprising a first part, provided with second notches meshing with first notches of one of the first and second ends of the coupling rack, and a second part, installed parallel to 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 coupled to the first part via a ball joint suitable for allowing 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.

Thanks to the use of these ball joint axes and meshing two opposite ends of a coupling rack, it is now possible to modify the inclinations of the steering wheels and of the associated steering columns independently of each other.

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

- Each ball joint connection can also 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;

0 - 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 pinions can mesh the first pinions. Alternatively, the coupling means may comprise two toothed belts each coupling in rotation one of the second pinions to one of the first pinions;

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

- The coupling rack can be adapted to be mounted in translation in a cross of the vehicle dashboard;

> the coupling means may comprise a hollow tube fixedly attached to the dashboard crossmember and housing in translation a central part of the coupling rack located between its first and second ends.

The invention also provides a vehicle, possibly of automobile type, and comprising a first steering wheel secured to a first steering column coupled to a first steering box coupled to a steering bar indirectly coupled to steered wheels, a second steering wheel secured a second steering column coupled to a second steering box, and a coupling device of the type presented above.

For example, such a vehicle may 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.

Other characteristics and advantages of the invention will appear on examining the detailed description below, and the attached drawings (obtained for one of them in CAD / CAD ("Design Assisted by

0 Computer / Computer Aided Drawing "), hence the gray levels), on which:

FIG. 1 schematically and functionally illustrates an example of a vehicle equipped with an exemplary embodiment of a coupling device according to the invention,

- Figure 2 schematically illustrates, in a perspective view from the front side, part of an exemplary embodiment of a vehicle coupling device, after its 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,

0 - FIG. 3 schematically illustrates, in a top view, part of the coupling device of FIG. 2, and

- Figure 4 schematically illustrates, in a perspective view from the front side and partially in transparency, another part of the coupling device of Figure 2 housed in the first steering box.

The object of the invention is in particular to propose a DC coupling device intended to indirectly couple in rotation the first V1 and second V2 steering wheels of a VA vehicle with steered 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.

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. But 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, agricultural vehicles, and construction machines.

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 indeed concerns any type of vehicle comprising two

0 flywheels indirectly coupled to each other so that an action on one of them induces exactly the same action on the other and therefore on the steering wheels.

In FIGS. 1 to 4, the direction X is the longitudinal direction of the vehicle VA, which is substantially parallel to the lateral sides 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 X and transverse Y directions.

There is schematically illustrated in Figure 1 a non-limiting example

0 of VA vehicle, here of automobile type, and comprising a powertrain, first V1 and second V2 steering wheels associated respectively with first S1 and second S2 seats and with a DC coupling device according to the invention, and first PF1 and second PF2 β pedals

brake and the 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 include 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 else all-electric type.

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

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

The first seat S1 is intended to receive a first passenger capable of acting on the first steering wheel V1 and on the first accelerator pedals PA1 and of the 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,

0 on the second PA2 accelerator and PF2 brake pedals.

The first steering wheel V1 controls the direction of travel of the vehicle VA. 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 to a steering bar BAD, also indirectly coupled to the 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

0 in other words the first V1 and second V2 steering wheels 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 the DC coupling device 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. It will be noted, as illustrated without limitation in FIG. 1, that the first PF1 and second PF2 brake pedals can be coupled to one another via a LF bar, so that an action on one of they induce exactly and simultaneously the same action on the other. 15 A DC coupling device according to the invention comprises at least MC coupling means which comprise a DC coupling rack, first A1 and second A2 axes, and coupling elements P1.

As illustrated in FIG. 1, the coupling rack CC is installed (in translation) in the transverse direction Y of the vehicle VA.

0 As appears better in FIG. 2, this coupling rack CC comprises first E1 and second E2 opposite ends each provided with first notches (or teeth or teeth) C1.

It will be noted, as illustrated without limitation in FIGS. 1 and 2, that it is advantageous for the coupling rack CC to be mounted in translation in a cross member TP of a dashboard PB which is installed in the front part of the cockpit H, just before the engine compartment.

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. That

0 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.

As illustrated in FIGS. 2 and 3, the first A1 and second A2 axes each comprise first PA1 and second PA2 parts coupled together via a ball joint LR.

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 DC coupling rack. 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 coupling rack CC, and the first part PA1 of the second axis A2 comprises second notches C2 meshing with the 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 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

0 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 in the first steering box BD1 and coupled to a coupling element P1 of the latter (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 LR, coupling a first part PA1 to a second part PA2, is capable of allowing the parallelism between this second part PA2 and the first CD1 or second CD2 column to be preserved

0 associated direction in case of change of inclination of the latter (CD1, CD2).

In other words, when the first passenger changes the inclination of the first V1 steering wheel (and therefore of the first steering column

Associated CD1), this will induce the same inclination modification of the first steering unit BD1 and therefore of the second part PA2 of the first axis A1, without this inducing any modification of the transverse position of the coupling rack CC. Consequently, the inclination of the second steering column CD2, and therefore of the second steering wheel V2, remains unchanged.

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 part PA2 of the second axis A2, without this inducing any modification of the transverse position of the coupling rack CC. Consequently, the inclination of the first steering column CD1, and therefore of the first steering wheel V1, remains unchanged.

The LR ball joint can, for example, be of the constant velocity joint or universal joint type. It makes it possible to keep the distance between the second notches C2 and the third notches C3 unchanged and to tilt the first PA1 and second PA2 parts of the first A1 and second A2 axes 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 relative to the

0 DC coupling rack 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 rack of

0 CC coupling, without this modifying the transverse position of the latter (CC). Consequently, the longitudinal position (or depression) of the second steering column CD2, and therefore of the second steering wheel V2, remains unchanged.

ίο

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 depression 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 rack of CC coupling, without this inducing a 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.

It will be understood that 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

0 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). The rotation of the second axis A2 induces the rotational 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.

0 The rotation drive of this other coupling element P1 causes the second steering column CD2 and therefore the second steering wheel V2 to rotate.

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 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. The driving in rotation of this other coupling element P1 causes the driving of the steering wheels and of the first steering column CD1 and therefore of the first steering wheel V1.

The use of a DC coupling rack coupled to notched axes A1 and A2 makes it possible to reduce the noise generated and the wear, which makes the coupling means MC less fragile. The different constituents

0 can also be dimensioned to withstand the efforts.

It will be noted, as illustrated without limitation in FIGS. 2 and 4, 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 4, that the third notches C3 may be part of second pinions P2 which are fixedly secured to the second parts PA2 of the first A1 and second A2 axes respectively and coupled in rotation to the elements P1 coupling (here first sprockets). Alternatively, they

0 could be defined in the second parts PA2 of the first A1 and 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. 4, the coupling means MC can comprise two toothed belts

COCs which each rotate one of the second pinions P2 to one of the first pinions P1. In this case, and as illustrated without limitation in FIG. 4, the control means MC can also comprise on either side of the first P1 and second P2 pinions two TEC tensioners intended to press each belt COC against the first P1 and second P2 îo 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 displacements of the latter (BD1, BD2) in the plane XZ.

is It should also be noted that when the CC coupling rack is mounted in translation in the dashboard cross member TP (generally placed above the first CD1 and second CD2 steering columns), there is then a vertical offset (along Z) between the latter (CD1, CD2) and respectively the first A1 and second A2 axes. This vertical offset is

0 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 FIGS. 1 and 2, that the vehicle VA can also include a hollow tube TC fixedly fixed to the dashboard cross member TP and accommodating in

0 translation a central part PC of the coupling rack 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 circular cylindrical housing.

It will also be noted, as illustrated without limitation in FIG. 5 1, that the vehicle VA can also include a driving assistance device DA suitable for driving it autonomously without the intervention of a passenger and to warn the latter when he must regain control by acting at least on the first flying V1 or second V2. In this case, the vehicle VA 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 his training.

When the vehicle VA is partially autonomous, its gearbox BV is of the automatic type (or the like) in order to be able to be controlled automatically by the supervision computer CS, in particular i5 as a function of commands determined by the driving assistance device.

DA.

The warning requesting the resumption of control by one of the first and second passengers is preferably made by means of an audible message which is broadcast by at least one loudspeaker of the VA vehicle, and which can be

0 supplemented by a text message displayed on at least one vehicle screen

VA in visibility of the first and second passengers.

Thus, in the event of a warning made by the DA driving assistance device (to ask a passenger to regain control of the VA vehicle), the second passenger can take control of the VA vehicle if the first passenger does so 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 driving assistance device DA forms part of the supervision computer CS. But it is not compulsory. Indeed, it could itself be arranged in the form

0 of a dedicated computer including a possible dedicated program and coupled to the CS supervision computer, or else be part of another computer on board the VA vehicle. 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 (10)

1. Device (DC) for coupling the first (V1) and second (V2) steering wheels of a vehicle (VA) with steered wheels, said first steering wheel (V1) being secured 5 to a first steering column (CD1) coupled to a first steering box (BD1) coupled to a steering bar (BAD) indirectly coupled to said steered wheels, said second steering wheel (V2) being secured to a second steering column ( CD2) coupled to a second steering box (BD2), and said device (DC) comprising coupling means (MC) suitable for indirectly coupling said first (V1) and second (V2) flywheels so that a action on one of them induces exactly the same action on the other simultaneously, characterized in that said coupling means (MC) comprise i) a coupling rack (CC) installed in a transverse direction of said vehicle ( VA) and including 15 of the first (E1) and second (E2) ends provided with first notches (C1), and ii) first (A1) and second (A2) axes each comprising a first part (PA1), provided with second notches (C2) meshing 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) 2 0 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 coupling element (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 25 first (CD1) or second (CD2) associated steering column in the event of a change of inclination of the latter (CD1, CD2). 2. Device according to claim 1, 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 the event of displacement of said first (CD1) or second (CD2) associated steering column. 3. Device according to one of claims 1 and 2, 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. 4. Device according to one of claims 1 to 3, characterized in that said third notches (C3) are part of second pinions (P2) secured 5 fixedly and respectively to said second parts (PA2) of said first (A1) and second (A2) axes and coupled in rotation to said coupling elements (P1). 5. Device according to one of claims 1 to 4, characterized in that said second notches (C2) are pinion teeth defined on 1 o said first parts (PA1) of said first (A1) and second (A2) axes. 6. Device according to one of claims 1 to 5, characterized in that said coupling rack (CC) is adapted to be mounted in translation in a dashboard crosspiece (TP) of said vehicle (VA). 7. Device according to claim 6, characterized in that said coupling means (MC) comprise a hollow tube (TC) fixedly secured to said dashboard crosspiece (TP) and housing in translation a central part (PC) of said coupling rack (CC) located between its first (E1) and second (E2) ends. 8. Vehicle (VA) comprising 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, and a second steering wheel (V2) secured to a second steering column ( CD2) coupled to a second steering gear (BD2), characterized in that it further comprises a coupling device (DC) according to one of 25 previous claims. 9. Vehicle according to claim 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 the latter when he must regain control by acting at least on the first (V1) or second 3 0 (V2) steering wheel. 10. Vehicle according to one of claims 8 and 9, characterized in that it is of the automobile type. 1/3 BD2 PA2