Trajectory change of a vehicle wheel in case of steering system failure

Description

TECHNICAL FIELD

[0001] The invention relates to vehicle braking systems and to the detection of the rotational speed of a vehicle wheel. It relates in particular to an automobile. STATE OF THE PRIOR ART

[0002] Known automobiles are equipped with a braking system and a steering system that includes a steering wheel and a steering column that is mechanically connected to the wheels of the vehicle. Such a vehicle is described according to the preamble of claim 1 in document US 2012 / 283907 A1.

[0003] The braking system includes an anti-lock braking system and brakes. The anti-lock system includes a rotational speed sensor for at least one of the vehicle's wheels.

[0004] There is a need to steer and turn the vehicle in the event of a steering system failure. STATEMENT OF THE INVENTION

[0005] In this regard, the invention relates to a motorized vehicle. The vehicle comprises a first wheel located laterally on a first side of the vehicle, and a second wheel located laterally on a second side of the vehicle opposite the first side. The vehicle comprises a steering system configured to change the orientation of the wheels and to turn the vehicle.

[0006] The vehicle includes a trajectory modifier configured to vary the rotational speed of the first wheel and modify the trajectory of the vehicle in the event of a steering system failure.

[0007] The trajectory modifier is configured so that the brake increases braking force of the first wheel to turn the vehicle toward the side of the first wheel. The trajectory modifier is configured so that the brake decreases braking force of the first wheel to turn the vehicle toward the side of the second wheel.

[0008] The brake is an electromechanical brake comprising a control unit configured to control the braking of the first wheel.

[0009] Thanks to the trajectory modifier and in particular the local control unit, it is possible to steer the vehicle in the event of a steering system failure, while limiting the vehicle's complexity, mass and size. The trajectory modifier limits the risk of accidents in the event of a steering system failure.

[0010] The invention may optionally comprise one or more of the following features combined with each other or not.

[0011] According to a particular embodiment, the trajectory modifier is configured to vary the rotation speed of the first wheel as a function of a signal representative of a rotation speed of the first wheel which is transmitted by a rotation speed detector of the first wheel.

[0012] According to a particular embodiment, the vehicle comprises an anti-lock system for the first wheel which includes the rotation speed detector.

[0013] According to a particular embodiment, the trajectory modifier comprises a rotational speed comparator configured to compare the rotational speed of the first wheel with a rotational speed of the second wheel.

[0014] According to a particular embodiment, the trajectory modifier is configured to modify the rotational speed of the wheel if the absolute value of the difference between the rotational speed of the first wheel and the rotational speed of the second wheel is greater than a threshold value.

[0015] According to a particular embodiment, the trajectory modifier is configured to modify the trajectory of the wheel according to an ideal trajectory of the vehicle which is developed from: of a signal transmitted by a vehicle positioning detection system, and / or of a signal transmitted by an orientation detector of a steering wheel of the steering system and / or of a steering column of the steering system.

[0016] According to a particular embodiment, the wheel trajectory modifier comprises a disc brake designed to brake the first wheel.

[0017] According to a particular embodiment, the control unit of the brake of the first wheel is configured to communicate directly with a brake of the second wheel via a wired connection.

[0018] According to a particular embodiment, the brake comprises a hydraulic braking device for ensuring service braking of the first wheel, the hydraulic braking device being connected to a hydraulic circuit of the vehicle.

[0019] The invention relates to a method for modifying the trajectory of a vehicle as defined above.

[0020] The method includes modifying the rotational speed of the first wheel to modify the trajectory of the vehicle, by the trajectory modifier, in the event of a failure of the vehicle's steering system. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The present invention will be better understood upon reading the description of exemplary embodiments, with reference to the appended drawings in which: there figure 1 is a partial schematic representation of a vehicle, according to a first embodiment of the invention; the figure 2 is a schematic representation illustrating the implementation of a method for modifying the trajectory of the vehicle according to the first embodiment. DETAILED DESCRIPTION OF SPECIFIC EMBODIMENTS

[0022] Identical, similar or equivalent parts of different figures bear the same numerical references so as to facilitate the transition from one figure to another.

[0023] There figure 1represents a motor vehicle 1. In the embodiment shown, it is a motor vehicle. The vehicle 1 comprises a left front wheel 10 FG, a right front wheel 10 FR, a left rear wheel 10 RG and a right rear wheel 10 RR. It also comprises a braking system 2, a steering system 3 and a vehicle control system 5.

[0024] The steering system 3 comprises a steering wheel 30, a steering column 32 and a steering box 36. The steering system 3 is configured to modify the orientation of the wheels 10 of the vehicle and to turn the vehicle 1.

[0025] The steering box 36 comprises, for example, a pinion, a rack, connecting rods and steering knuckles. It serves to transform a rotational movement of the steering wheel 30 and the steering column 32 into a translational movement to turn the wheels 10.

[0026] The control system 5 comprises, for example, rotation speed detectors 50 of each of the wheels 10 of the vehicle, a detector of the overall speed of the vehicle, a detector of the yaw rate of the vehicle, a vehicle positioning detection system 52, and an orientation detector 54 of the steering wheel and / or the steering column 32.

[0027] The control system 5 comprises hardware and / or software means for detecting failure of all or part of the steering system 3.

[0028] Each rotation speed detector 50 detects the rotation speed of the corresponding wheel 10. The vehicle positioning detection system 52 is for example a system known as “GPS”. The orientation detector 54 detects the intensity of the steering that a user U wishes to apply to the vehicle 1.

[0029] The braking system 2 is intended to brake the wheels 10 of the vehicle. It comprises disc brakes 6 for braking the wheels 10, an actuation system 20, a braking control system 4, a braking control network 8 and a power supply network 9.

[0030] The braking actuation system 20 comprises braking actuators 21, 22 and at least one actuation detector 24.

[0031] The actuators comprise a brake pedal 21 for service braking, and a control button 22 for parking braking and emergency braking. The brake pedal 21 is intended to be pressed by a foot of a user U to brake the vehicle 1. The control button 22 is a parking braking button. The actuation detector 24 is connected to the control system 4 and is used to detect the pressing of the pedal 21 and / or the control button 22.

[0032] The brake control system 4 comprises a brake amplifier 40, an electronic trajectory corrector 44, an auxiliary control unit 42, an anti-lock braking system and a housing 41.

[0033] The brake amplifier 40 is configured to increase the braking force which is transmitted by the brake pedal 21 to the control network 8, when the detector 24 detects the depression of the brake pedal 21.

[0034] The electronic trajectory corrector 44 comprises a hydraulic actuator 47 and a central control unit 46. It is configured to order each of the brakes 6 to brake the corresponding wheel 10 via the control network 8.

[0035] The hydraulic actuator 47 comprises a hydraulic accumulator and a hydraulic circuit pressurization pump 82 which is common to the brake amplifier 40 and the electronic trajectory corrector 44.

[0036] The central control unit 46 is configured to control the hydraulic actuator 47. Generally, it controls the hydraulic and / or electromechanical braking of each of the front left brakes 6 FL, front right brakes 6 FR, rear left brakes 6 RL, and rear right brakes 6 RR independently of the others via the control network 8.

[0037] The electronic trajectory corrector 44 and the braking amplifier 40 are housed within the same housing 41, which makes it possible to limit redundancies in the braking system 2, to limit the mass of the braking system 2 and its size.

[0038] The auxiliary control unit 42 controls the parking brake of the vehicle 1, when the control button 32 is pressed. It optionally controls the emergency braking of the vehicle, when the control button 32 is pressed.

[0039] The anti-lock braking system is also known by the acronym "ABS". It comprises a control unit, for example the central control unit 46. This control unit is configured to optimize the braking of each of the wheels 10, in particular by preventing their slipping, depending on the detected wheel rotation speeds.

[0040] The brakes 6 are vehicle disc brakes. The vehicle 1 includes a left front brake 6 FL for braking the left front wheel 10 FL , a right front brake 6 FR for braking the right front wheel 10 FR , a left rear brake 6 RL for braking the left rear wheel 10 FL , a right rear brake 6 RR for braking the right rear wheel 10 RR .

[0041] Each of the disc brakes 6 comprises a floating type caliper 7, a piston 71 housed in a body of the caliper 7, a disc, and brake pads intended to grip the disc and movable by the piston 71.

[0042] Each caliper 7 of the front brakes 6 FL, 6 FR comprises a hydraulic braking device 70 and an electromechanical braking device 72. The caliper 7 also comprises a hydraulic connection means, a power connection means and a data connection and exchange means.

[0043] The hydraulic braking device 70 is of known structure. It provides hydraulic braking for the corresponding wheel 6. In particular, it provides service braking for the wheel 6. The hydraulic connection means is used to connect the hydraulic braking device 70 to the hydraulic circuit 82 which is part of the control network 8.

[0044] The electromechanical braking device 72 comprises an electromechanical actuator 74 and a local braking control unit 73. The electromechanical braking device 72 is connected to a CAN 80 type network of the control network 8 by a connection and data exchange means. It is electrically powered, at least partially independently of the control system 4, by the power supply network 9.

[0045] The electromechanical braking device 72 is configured to provide electromechanical braking of the corresponding wheel 10. In particular, it provides parking braking and emergency braking of the wheel.

[0046] The electromechanical actuator 74 includes an electric motor and a transmission device that causes the piston 71 to move when driven by the electric motor.

[0047] The local control unit 73 comprises a CAN interface by which it is connected by the control network 8 to the central control unit 46, to the auxiliary control unit 42 and to the control unit 73 of the other brakes 6. This CAN interface is part of the connection means.

[0048] Each local control unit 73 is configured to control the electric motor of the electromechanical actuator 74 of the corresponding brake. It thus locally controls the braking of the wheel 6.

[0049] In normal operation, each local control unit 73 is for example configured to brake the wheel on command from the central control unit 46, the auxiliary control unit 42 and / or the amplifier 40.

[0050] In the event of a failure of the steering system 3, each of the control units 73 is configured to modify the trajectory of the vehicle 1 by braking, at least partially independently of the control system 4 and the steering system 3.

[0051] In the event of a failure of the steering system 3, each local control unit 73 is for example configured to modify the trajectory of the vehicle by braking, independently of the central control unit 46, the auxiliary control unit 42 and / or the amplifier 40.

[0052] The control unit 73 of each front brake 6 FR , 6 FL is configured to vary the rotation speed V FL , V FR of the corresponding wheel 10 FR , 10 FL by braking, to modify the trajectory of the vehicle 1.

[0053] The control unit 73 of each front brake 6 FR , 6 FL is configured to vary the rotation speed V FL , V FR of the corresponding wheel, depending on its rotation speed V FL , V FR which is detected by its rotation speed detector 50.

[0054] It is configured to vary the rotation speed V FL , V FR of the corresponding wheel 10 FR , 10 FL also depending on the rotation speed V FL , V FR of the front wheel on the opposite side 10 FR , 10 FL .

[0055] It varies the rotation speed V FL , V FR of the corresponding wheel 10 FR , 10 FL , according to an automatic trajectory of the vehicle 1 which is developed from the information transmitted by the control system 5.

[0056] It also varies the rotation speed V FL , V FR of the corresponding wheel 10 FR , 10 FL , also depending on a steering request from the user U.

[0057] The control unit 73 of each brake 6 is configured to control the temporary reduction of the braking force exerted on the corresponding wheel 10 when this wheel 10 begins to slip. It thus forms a local anti-lock system for the wheel 10. This local anti-lock system can act in addition to the wheel anti-lock system described above.

[0058] Each of the front brakes 6 FL, 6 FR thus plays the role of modifying the trajectory of the vehicle 1, in the event of failure of the steering system 3.

[0059] The operation of each front brake 6 FR , 6 FL and its control unit 73 is explained below, with reference to the left front brake 6 FL for clarity. The right front brake 6 FR has a structure and operation similar to that of the left front brake 6 FL .

[0060] In the event of a failure of the steering system 3, the control unit 73 of the left front brake 6 FL is configured to order the actuator 74 of this brake to vary the braking force exerted on the left front wheel 10 FL to modify the trajectory of the vehicle 1.

[0061] The control unit 73 of the left front brake 6 FL is configured to order the actuator 74 to increase the braking force exerted on the left front wheel 10 FL relative to the right front wheel 10 FR, to turn the vehicle 1 to the left.

[0062] The control unit 73 of the left front brake 6 FL is configured to order the actuator 74 to reduce the braking force exerted on the left front wheel 10 FL relative to the right front wheel 10 FR, to turn the vehicle 1 to the right.

[0063] The control unit 73 of the left front brake 6 FL is configured to modify the rotation speed V FL of the left front wheel 10 FL, depending on: the automatic trajectory of the vehicle 1 which is developed from the information transmitted by the control system 5, in the event of a failure of the steering system 3, and from the steering request of the user U, the yaw rate of the vehicle, the overall speed of the vehicle, the rotation speed of the left front wheel V FL , and the speed difference between the rotation speed of the left front wheel V FL and the rotation speed of the right front wheel V FR .

[0064] The control unit 73 of the left front brake 6 FL is in particular configured to compare the rotation speed V FL of the left front wheel 10 FL with the rotation speed V FR of the right front wheel 10 FR. The control unit 73 thus plays the role of a rotation speed comparator for the front wheels 10 FL, 10 FR.

[0065] The left front brake 6 FL is configured to vary the rotation speed V FL of the left front wheel 10 FL in the event of too great a difference in rotation speed between the two front wheels 10 FL, 10 FR.

[0066] In other words, the left front brake 6 FL is configured to vary the rotation speed V FL of the left front wheel 10 FL if the absolute value of the difference “d” between the rotation speed V FL of the left front wheel 10 FL and the rotation speed V FR of the right front wheel 10 FR is greater than a threshold value S 0 .

[0067] The left front brake 6 FL is configured to brake the left front wheel 10 FL more if its speed is too high than that of the right front wheel 10 FR . The left front brake 6 FL is configured to brake the left front wheel 10 FL less if its speed is too low than that of the right front wheel 10 FR .

[0068] The 6 RL and 6 RR rear brakes are identical in structure to the front brakes, except that they do not include an electromechanical braking device 72.

[0069] The control network 8 comprises a data transmission network 80 and a hydraulic circuit 82.

[0070] The 80 data transmission network is a CAN type network, from the English "control area network". This CAN 80 type network complies in particular with the conditions of the ISO 11898 standard. It is a wired network.

[0071] The CAN 80 type network comprises brake control lines 80 FL, 80 FR, 81, 84 which connect together the vehicle control units, including the central control unit 46, the auxiliary control unit 42 and the control units 73 of the front brakes 6.

[0072] The CAN 80 type network includes a left front wheel brake control line 80 FL and a right front wheel brake control line 80 FR .

[0073] The left front wheel brake control line 80 FL connects the amplifier 40 and the electronic trajectory corrector 44 to the control unit 73 of the left front brake 6 FL. The right front wheel brake control line 80 FR connects the amplifier 40 and the electronic trajectory corrector 44 to the control unit 73 of the right front brake 6 FR.

[0074] The parking brake control line 84 connects the brakes 6 to the auxiliary control unit 42.

[0075] The data exchange line 81 between the two brakes 6 FR, 6 FL directly connects the control units 73 of the front left brake 6 FL and right brake 6 FR via their CAN interfaces.

[0076] The hydraulic circuit 82 is a brake pressurization circuit 6. It includes a front left brake hydraulic line 82 FL , a front right brake hydraulic line 82 FR , a rear left brake hydraulic line 82 RL , a rear right brake hydraulic line 82 RR .

[0077] The left front brake hydraulic line 82 FL fluidly connects the hydraulic actuator 47 to the hydraulic braking device 70 of the left front brake 6 FL. The right front brake hydraulic line 82 FR fluidly connects the hydraulic actuator 47 to the hydraulic braking device 70 of the right front brake 6 FR.

[0078] The left rear brake hydraulic line 82 RL fluidly connects the hydraulic actuator 47 to the hydraulic braking device 70 of the left rear brake 6 RL. The right rear brake hydraulic line 82 RR fluidly connects the hydraulic actuator 47 to the hydraulic braking device 70 of the right rear brake 6 RR.

[0079] The power supply network 9 comprises a power supply line 91 for electrically supplying the control system 4 in the housing 41, a power supply line 97 for electrically supplying the auxiliary control unit 42, and a power supply line 90 for supplying each of the front brakes 6 FL, 6 FR.

[0080] More specifically, the power supply network 9 comprises an electrical power supply line 90 FL of the left front brake 6 FL, and an electrical power supply line 90 FR of the right front brake 6 FR.

[0081] The power supply network 9 is configured to supply the energy to each of the electromechanical braking devices 72 which is necessary for them to operate independently of one another, including in the event of failure of the steering system 3.

[0082] The method of modifying the trajectory of the vehicle 1 by braking, in the event of failure of the steering system 3 is described below with reference to the figure 2 .

[0083] This failure of the steering system 3 is caused, for example, by the breakage of the steering column 32. It is represented by the cross A at the figure 2 .

[0084] The control system 5 detects the intensity of the possible steering that a user U wishes to apply to the front wheels 10 FR, 10 FL, despite the failure of the steering system 3, at step 102. The trajectory that the user U wishes to impose on the vehicle 1 is subsequently called the user trajectory.

[0085] Furthermore, the control system 5 and the command system 4 develop an automatic trajectory of the vehicle 1, at step 104. This automatic trajectory of the vehicle is developed from: the overall speed of the vehicle, its yaw rate, the information transmitted by the positioning detection system 52, and the information transmitted by the orientation detector 54.

[0086] The control system 5 and the command system 4 then develop an ideal trajectory of the vehicle 1, from the user trajectory and the automatic trajectory, at step 106.

[0087] The control system 4 and / or each of the local control units 73 then develop an automatic prediction of the braking variation of each of the front wheels 10 FR, 10 FL so that the vehicle 1 follows its ideal trajectory and to turn it if necessary, in step 108.

[0088] The automatic braking predictions give rise to a specific braking request for each front wheel 10 FL , 10 FR , at step 110. The control unit 73 of the brake associated with the corresponding wheel 10 FL , 10 FR then orders the corresponding actuator 74 to brake or not the wheel 10 FL , 10 FR , at step 120.

[0089] The automatic trajectory of the vehicle is again determined in step 104 by the control system 5 and the command system 4, taking into account the braking carried out for each of the front wheels 10 FL, 10 FR.

[0090] The process described above is then repeated as long as the steering system 3 is faulty and until the vehicle 1 stops.

[0091] The front brakes 6 FL and 6 FR allow the vehicle to be steered in the event of a failure of the steering system 3, thereby limiting the risk of an accident. The vehicle 1 according to the invention can be steered in the event of a failure of the steering system 3, while limiting its complexity, mass and size.

[0092] Of course, the invention is defined by the scope of the appended claims.

[0093] Generally, the motorized vehicle 1 comprises at least three wheels, including a right wheel and a left wheel. The motorized vehicle 1 may be of different types. Alternatively, the vehicle 1 is a three-wheeled saddle-type vehicle, a van, a truck, etc.

[0094] The left rear brakes 6 RL and right rear brakes 6 RR can be electromechanical brakes in addition to or instead of hydraulic brakes.

[0095] Additionally or alternatively, the rear brakes 6 RL and 6 RR are electromechanical and each comprise a control unit 73, for implementing the trajectory modification method described above.

[0096] Generally, it is very preferable that the brakes 6 of the driving wheels are each equipped with a local control unit 73 as described above.

[0097] When the front brakes 6 FL, 6 FR and rear brakes 6 RL, 6 RR are purely electromechanical, the hydraulic circuit 82 can disappear and be replaced by hardware and / or software means for controlling the electric brake according to the invention, which limits the complexity of the braking system 2, the mass of the vehicle 1 and its size. NOMENCLATURE IN REFERENCE TO THE FIGURES

[0098] 1: vehicle 2: braking system 3: steering system 4: control system 5: monitoring system 6: brakes 6 FL: front left brake 6 FR: front right brake 6 RL: rear left brake 6 RR: rear right brake 8: brake control network 9: power supply network 10: wheels 10 FL: front left wheel 10 FR: front right wheel 10 RL: rear left wheel 10 RR: rear right wheel 21: brake pedal 22: control button 24: actuation sensor 30: steering wheel 32: steering column 36: steering box 40: amplifier 41: box 42: auxiliary control unit 44: electronic trajectory corrector 46: central control unit 47: hydraulic actuator 50: wheel rotation speed sensor 52: vehicle position detection system 54: steering wheel orientation sensor and / or of the steering column 70: hydraulic braking device 71: piston 72: electromechanical device73: control unit 74: electromechanical actuator 80: CAN type network 80 FL left front wheel brake control line 80 FR: right front wheel brake control line 80 RL: left rear wheel brake control line 80 RR: right rear wheel brake control line 81: The data exchange line between the two front brakes 82: hydraulic circuit 82 FL: left front brake hydraulic line 82 FR: right front brake hydraulic line 82 RL: left rear brake hydraulic line 82 RR: right rear brake hydraulic line 90 FL: left front brake power supply line 90 FR: right front brake power supply line 90 FL: left rear brake power supply line 90 RR: right rear brake power supply line

Claims

1. Motor vehicle (1) comprising: a first wheel (10FR, 10FL) located sideways on a first side of the vehicle (1), a second wheel (10FR, 10FL) located sideways on a second side of the vehicle (1) opposite to the first side, and a steering system (3) configured to modify the orientation of the wheels (10) and to rotate the vehicle (1), said vehicle (1) comprises a trajectory modifier (6FR, 6FL) configured to vary the rotation speed (vFL, vFR) of the first wheel (10FR, 10FL) and to modify the trajectory of the vehicle (1) in the event that the steering system (3) is failing, characterised by the trajectory modifier (6FR, 6FL) of the wheel comprising an electromechanical brake (6FR, 6FL) which comprises a local control unit (73) configured to control the braking of the first wheel (10FR, 10FL), the trajectory modifier (6FR, 6FL) being configured such that the brake (6FR, 6FL) increases a braking force of the first wheel (10FR, 10FL) to rotate the vehicle (1) to the side of the first wheel (10FR, 10FL), and / or the trajectory modifier (6FR, 6FL) being configured such that the brake (6FR, 6FL) decreases a braking force of the first wheel (10FR, 10FL) to rotate the vehicle (1) to the side of the second wheel (10FR, 10FL).

2. Vehicle (1) according to the preceding claim, wherein the trajectory modifier (6FR, 6FL) is configured to vary the rotation speed (vFL, vFR) of the first wheel (10FR, 10FL) as a function of a signal representative of a rotation speed (vFL, vFR) of the first wheel (10FR, 10FL) which is transmitted by a detector (50) of the rotation speed (vFL, vFR) of the first wheel (10FR, 10FL).

3. Vehicle (1) according to the preceding claim, comprising a wheel antilock system which comprises the detector (50) of the rotation speed (vFL, vFR) of the first wheel (10FR, 10FL).

4. Vehicle (1) according to any of the preceding claims, wherein the trajectory modifier (6FR, 6FL) comprises a rotation speed comparator configured to compare the rotation speed (vFL, vFR) of the first wheel (10FR, 10FL) with a rotation speed (vFL, vFR) of the second wheel (10FR, 10FL).

5. Vehicle (1) according to the preceding claim, wherein the trajectory modifier (6FR, 6FL) is configured to modify the rotation speed (vFL, vFR) of the wheel if the absolute value of the deviation (d) between the rotation speed (vFL, vFR) of the first wheel (10FR, 10FL) and the rotation speed (vFL, vFR) of the second wheel (10FR, 10FL) is higher than a threshold value (S0).

6. Vehicle (1) according to any of the preceding claims, wherein the trajectory modifier (6FR, 6FL) is configured to modify the trajectory of the first wheel (10FR, 10FL) as a function of an ideal trajectory of the vehicle (1) which is carried out from: - a signal transmitted by a positioning detection system (52) of the vehicle, and / or - a signal transmitted by an orientation detector (54) for a flywheel of a steering system (3) and / or a steering column of the steering system (3).

7. Vehicle (1) according to any of the preceding claims, wherein each electromechanical brake (6FR, 6FL) comprises a local control unit (73) and an electromechanical actuator (74) comprising an electric motor and a transmission device which, when driven by the electric motor, causes the movement of a piston (71), and each local control unit (73) is configured to control the braking of a corresponding wheel (10FR, 10FL) of the motor vehicule (1) by the electromechanical actuator (74) in case of failure of the steering system (3) for the trajectory of the motor vehicule (1) to follow the vehicule ideal trajectory which is established by the trajectory modifier.

8. Vehicle (1) according to any of the preceding claims, wherein the brake (6FR, 6FL) configured to brake the first wheel (10FR, 10FL) is a disc brake.

9. Vehicle (1) according to claim 7, which comprises a left front disc brake, a right front disc brake, a left rear disc brake and a right rear disc brake, each of the disc brakes (6) comprising a floating type calliper (7), a piston (71à housed in the body of the calliper (7), a disc, brake shoes configured for clamping the disc and movable by the piston (71) ; each calliper (7) comprising an electromechanical braking device (72) ; the electromechanical braking device (72) being connected to a CAN type network (80) of a control network (8) by a connection and data exchange means and electrically supplied, at least partially independently of the control system (4), by a supply network (9) ; and the electromechanical braking device (72) comprising the corresponding electromechanical actuator (74) which comprises an electric motor and a transmission device which, when driven by the electric motor, causes the movement of the piston (71), and the corresponding local control unit 73 which is configured to control the electric motor of the electromechanical actuator (74) to control braking of the wheel (10FR, 10FL).

10. Vehicle (1) according to any of the preceding claims, wherein the control unit (73) is configured to directly communicate with a brake (6FR, 6FL) of the second wheel (10FR, 10FL) through a wired connection (81).

11. Vehicle (1) according to any of the preceding claims, wherein the brake comprises a braking hydraulic device (70) to ensure the service braking of the first wheel (10FR, 10FL), the braking hydraulic device (70) being connected to a hydraulic circuit (82) of the vehicle.

12. Method for modifying the trajectory of a vehicle (1) according to any of the preceding claims, comprising: modifying the rotation speed (vFL, vFR) of the first wheel (10FR, 10FL) to modify the trajectory of the vehicle (1), by the trajectory modifier (6FR, 6FL), in the event that the steering system (3) of the vehicle is failing.