VEHICLE INCLUDING TRACTION BATTERY ISOLATION CONTACTORS WITH DIFFERENT ORIENTATIONS

Abstract

An electric or hybrid motor vehicle comprising a traction battery (3) and a high-voltage network comprising a positive power line and a negative power line, the high-voltage network being coupled to the traction battery via two isolation contactors (1, 2) capable of electrically isolating the traction battery from the rest of the vehicle by interrupting at least one of the positive or negative power lines, the two isolation contactors comprising a first isolation contactor (1) on the positive power line, having a first contact orientation, and a second isolation contactor (2) on the negative power line, having a second contact orientation, characterized in that the first contact orientation is different from the second contact orientation. Figure 2

Description

Title of the invention: VEHICLE COMPRISING TRACTION BATTERY ISOLATION CONTACTORS WITH DIFFERENT ORIENTATIONS

[0001] The invention relates to the field of traction battery isolation systems in an electric or hybrid vehicle. The invention concerns a vehicle comprising a traction battery disconnection system in the event of a collision.

[0002] Such a disconnection system can be used, for example, in the case of protecting occupants or responders following an accident involving the vehicle.

[0003] It should be noted that such a disconnection system (also called an isolation system) also makes it possible to avoid delivering and circulating electrical power in circumstances which make this problematic, either for the equipment or for the personnel involved.

[0004] In the event of an accident involving the vehicle, it is very difficult, and in practice impossible, to predict the damage sustained by the vehicle's structure, and in particular the precise temporal sequence of the occurrence of this damage. The diversity of possible impact configurations and intensities is virtually unlimited.

[0005] Therefore, the response time to open the electrical isolation devices is a critical parameter.

[0006] The vehicle's traction battery is connected to the vehicle's high-voltage network via two isolation contacts. In practice, there is one isolation contactor on the positive line and one isolation contactor on the negative line.

[0007] Naturally, the aim is to open both contactors in the event of a crash. However, it is observed that if only one of the isolation contactors is open, this prevents current from entering or leaving the traction battery. Furthermore, the high-voltage network potentials are floating relative to the chassis and the vehicle's electrical ground. Therefore, as soon as one of the two high-voltage network lines is isolated, a certain degree of protection is achieved.

[0008] In practice, electromechanical devices of the power relay type are used as a reliable solution for forming such isolation contactors. Such power relays comprise a moving assembly that must move between a position corresponding to the closed contact and another position corresponding to the open contact. This moving assembly is subjected to inertial forces generated by gravity and dynamic accelerations, particularly those induced by the accelerations experienced by the vehicle.

[0009] Thus, in addition to the very short reaction time required, it is preferable to ensure that the isolation contactors can open correctly when they receive an opening command, regardless of the acceleration conditions experienced at that time, including in the event of a crash. To this end, it is desirable to prevent certain common failure modes from affecting both isolation contactors in the same way.

[0010] Thus, the inventors sought to overcome a common failure mode similarly affecting both isolation contactors.

[0011] To achieve this objective, the invention proposes, in its broadest sense, an electric or hybrid motor vehicle, comprising a traction battery and a high-voltage network including a positive power line and a negative power line, the high-voltage network being coupled to the traction battery via two isolation contactors capable of electrically isolating the traction battery from the rest of the vehicle by interrupting at least one of the positive or negative power lines, the two isolation contactors comprising a first isolation contactor on the positive power line, and a second isolation contactor on the negative power line, the vehicle having a reference frame in space comprising a longitudinal axis along a normal direction of movement of said motor vehicle, the longitudinal axis being directed from back to front, a transverse axis perpendicular to the longitudinal axis,and a vertical axis perpendicular to the longitudinal axis and the transverse axis, the vertical axis being directed from bottom to top, the first isolation contactor having a first contacting orientation, corresponding to a direction of movement of a moving assembly when the contact closes, and the second isolation contactor having a second contacting orientation, corresponding to a direction of movement of a moving assembly when the contact closes, characterized in that the first contacting orientation is different from the second contacting orientation.

[0012] It is noted that this arrangement goes against the usual logic of a person in the trade who will naturally put the two isolation contacts in identical positions.

[0013] According to a typical embodiment, the isolation contactors can be electromechanical devices such as relays, here high-power relays.

[0014] Thanks to the provisions described above, depending on the direction of impact of the shock, one of the two isolation contacts is subjected to less stress in terms of acceleration than the other. More specifically, the moving assembly of one of the isolation contacts is less subject to an acceleration which tends to prevent the opening of the contactor in question.

[0015] Consequently, if the direction of the impact, and therefore of the inertial acceleration, is aligned with the first or second contact orientation, it could prevent or delay the opening of the contactor in question. However, since the other contactor has a different orientation, the orientation of its moving parts will not be aligned with the direction of the maximum inertial acceleration, and therefore the opening of this other contactor will not be prevented or delayed.

[0016] It is noted that the angular difference between the first and second contact orientations can advantageously be at least 90°.

[0017] In a statistically most frequent case, the direction of the maximum inertial acceleration will not be aligned with either of the first and second contact orientations, but there will statistically be a moving contactor assembly which will be subjected to lesser accelerations tending to prevent or delay its opening and therefore at least one contactor will open in case of isolation command.

[0018] This eliminates a common mode linked to a possible malfunction induced by a strong acceleration experienced at the time when the opening command of the isolation contactor is carried out.

[0019] It should be noted that in the context of the present invention an isolation contactor of the already known type is used, without having to modify it, for example by modifying the stiffness of its return spring or by lightening the mass of the moving parts.

[0020] It should be noted that the term "isolation contactor" covers any device acting as an isolation element, that is, an element that can be selectively controlled by an electrical signal, reversibly, either to an electrically open state or to an electrically closed state. Of course, the isolation contactor in question may be a power relay. Such a power relay may typically include an elastic return element such as a return spring.

[0021] Furthermore, in this document, the terms "isolation contactor" or "isolation contactor" are used interchangeably.

[0022] In this document, the term 'contact orientation' refers in a contactor to the direction taken by a contact element which moves from a non-contact position to an established contact position.

[0023] The term "rest of the vehicle" should be understood to mean all vehicle components other than the battery, in practice all components external to the battery pack.

[0024] It is noted that the isolation contacts in question here are used on the one hand to isolate the high-voltage battery from the rest of the vehicle under normal conditions and on the other In the event of a crash, the system is designed to urgently isolate the high-voltage battery. There is no specific relay to perform this emergency shutdown in case of a crash.

[0025] Furthermore, the traction battery is equipped with a battery management computer, known in the trade as a BMS (Battery Management System). This battery management computer is responsible for controlling the isolation contacts, either alone or in cooperation with another on-board computer of the vehicle, as will be seen later.

[0026] According to one embodiment, the first contact orientation is perpendicular to the second contact orientation.

[0027] Thanks to these arrangements, if the direction of impact, and therefore of inertial acceleration, is aligned with the first or second contact orientation, it could prevent or delay the opening of the contactor in question. However, since the other contactor has a perpendicular orientation, the orientation of its moving parts will essentially experience transverse acceleration, and consequently, the opening of this other contactor will not be prevented or delayed. Post-crash safety is improved by reducing the effect of common failure modes.

[0028] For example, the first contact orientation may be along the longitudinal direction (X- or X+), and then the second contact orientation may be along the transverse direction (Y- or Y+) or the vertical direction (Z- or Z+). Of course, other possible pairs of orthogonal directions also exist, mutatis mutandis.

[0029] According to an advantageous option, the first contact orientation is vertical and the second contact orientation is horizontal.

[0030] Advantageously, the maximum intensity horizontal shocks are statistically the most numerous, and consequently, a vertical contact orientation will not or will be little affected by the accelerations of inertial forces during the shock.

[0031] According to one embodiment, the first contact orientation is horizontal and the second contact orientation is also horizontal. For example, the first contact orientation may be along the longitudinal direction (X- or X+), and then the second contact orientation is along the transverse direction (Y- or Y+), or vice versa.

[0032] Such orientations make it possible to avoid a possible susceptibility to vertical accelerations induced by driving over potholes or ruts which cause high intensity impacts.

[0033] According to one embodiment, the first contact orientation is opposite to the second contact orientation.

[0034] Wherefore, if the first contact orientation is unfavorable to the opening of the isolation contactor, then conversely the second contact orientation will be rather unfavorable to the opening of the isolation contactor in question.

[0035] According to one embodiment, the first contact orientation is directed downwards and the second contact orientation is directed upwards, or in that the first contact orientation is directed upwards and the second contact orientation is directed downwards.

[0036] In other words, one of the contactors is in the 'head down' position. In practice, in the 'head down' position, the terminals to be contacted are located below the relay, and the moving assembly moves downwards during the closing movement. In practice, the first contact orientation and the second contact orientation are opposite and aligned in the vertical direction, i.e., along Z+ and Z-.

[0037] Advantageously, given that maximum horizontal intensity shocks are statistically the most numerous, such vertical and opposite orientations represent a particularly relevant configuration to ensure opening in the event of a crash, not only for horizontal direction crashes but also in the event of a substantial vertical component in inertial accelerations where one of the two contactors will not be prevented from opening or even favored, thus increasing the safety of the disconnection system in the event of a crash.

[0038] According to an alternative embodiment, the first contact orientation and the second contact orientation are opposite and aligned with the transverse direction, i.e. along Y+ and Y-.

[0039] According to an alternative embodiment, the first contact orientation and the second contact orientation are opposite and aligned along the longitudinal direction, i.e. along X+ and X-.

[0040] According to one embodiment, the first isolation contactor and the second isolation contactor are placed in a junction box, front or rear, included in a battery pack housing the traction battery.

[0041] As a result, the isolation contacts are protected from possible physico-chemical damage. They are also protected from accidental contact by foreign bodies.

[0042] According to a particular embodiment, the first isolation contactor is placed in a front junction box, and the second isolation contactor is placed in a rear junction box.

[0043] According to one embodiment, the isolation contactor is placed in a first position and the second isolation contactor is placed in a second position, the vehicle being characterized in that the first position and the second position are offset in a vertical direction directed from bottom to top, by at least 10 cm.

[0044] In other words, at least one of the contactors is in a higher position than the other. Therefore, if water were to accumulate at the bottom of the battery tray, one of the isolation contactors would be protected from any interference with the water.

[0045] According to one embodiment, the isolation contactor is placed in a first position and the second isolation contactor is placed in a second position, the vehicle being characterized in that the second position is separated from the first position by a separation distance of at least 100 cm.

[0046] In other words, according to this option, the isolation contacts are separated from each other, for example, one is located in a front junction box and the other is located in a rear junction box.

[0047] Thanks to which, due to the differentiated positions of the two contactors, and depending on the direction of incidence of the impact, one of the two contactors will be less stressed in terms of inertial force than the other, thus preserving the opening of one of the two contactors, even if the other may have its opening threatened by the impact.

[0048] According to one embodiment, a pyrotechnic fuse and / or a thermal fuse is also provided in series with the second isolation contactor.

[0049] The function of the pyrotechnic fuse (with non-reversible tripping) is different from and complementary to the function of the isolation contactors or isolation relays. The devices coexist in the same power electrical circuit.

[0050] The function of the thermal fuse (also with non-reversible tripping) is different and complementary to the function of isolation contactors or isolation relays.

[0051] According to one embodiment, the vehicle further comprises a battery management computer and the isolation contacts are relays with an excitation coil, and a passive safety control unit, characterized in that the excitation coil of the relay is controlled on one side by the battery management computer and is controlled on the other side by the battery management computer or optionally by the passive safety control unit.

[0052] Wherefore, there is a redundancy of control to secure the logic and implementation of the opening, in addition to the suppression of common failure modes provided by the differentiated physical orientations of the contactors.

[0053] In practice, the coil of each of the two relays is controlled at least by the battery management computer.

[0054] According to one embodiment, the vehicle further comprises a passive safety control unit, configured to transmit to the battery management computer at least one piece of information concerning the triggering of emergency opening, on the one hand via a dedicated electrical line and on the other hand via information transmitted through a digital network, e.g. a CAN bus or similar.

[0055] The dedicated power line allows for very good responsiveness with a response time typically between 10ms and 20ms.

[0056] Whereupon, the battery management computer is informed without delay of the occurrence of a crash, so as to immediately control the isolation contacts.

[0057] According to one embodiment, the isolation contactors are normally open relays. Therefore, the relay's rest position corresponds to an open electrical state, and thus to an interruption of the high-voltage power lines. In the event of an unexpected interruption of the power supply, both isolation relays open.

[0058] The invention will be further detailed by describing non-limiting embodiments, and based on the accompanying figures illustrating variants of the invention, in which: [Fig.1] schematically illustrates a side view of an electric vehicle in which a battery isolation system according to the present invention is implemented; [Fig.2] schematically illustrates a top view of an electric vehicle in which a battery isolation system according to the present invention is implemented; [Fig.3] shows an example of an isolation contactor formed here as a relay; [Fig.4] shows a schematic electrical diagram of a part of an electric or hybrid vehicle illustrating the present invention; [Fig.5] shows a first example of differentiated orientation of isolation contactors, e.g. of relays; [Fig.6] shows a second example of differentiated orientation of isolation contactors, e.g. of relays; [Fig.7] schematically illustrates a side view of an electric vehicle with a battery insulation system according to an optional embodiment; [Fig.8] schematically illustrates a top view of an electric vehicle with a battery insulation system according to the optional embodiment of [Fig.7].

[0059] In the various figures, the same reference numerals designate identical or similar elements. For the sake of clarity, some elements are not necessarily shown to scale.

[0060] We are interested here in an electric or hybrid vehicle with an electric drivetrain.

[0061] With regard to the location of the vehicle in space, the X direction corresponds to the longitudinal direction of the vehicle, the Z direction corresponds to the vertical direction with respect to the local ground and the Y direction perpendicular to the two previous ones and corresponds to the transverse direction of the vehicle.

[0062] In an electric propulsion / traction motor vehicle 9, there is a traction battery 3 which is designed to store a significant amount of electrical energy in electrochemical form. The traction battery is an electrical energy storage device, more concisely called an 'electric battery'. or even 'battery', and 'battery pack' 10 when we include the mechanical protection and electrical protection components which will be discussed in this document.

[0063] Regarding the amount of energy stored in the battery pack, in practice we are talking about several tens of kWh. A 100% electric vehicle battery typically has an energy storage capacity between 50 kWh and 100 kWh, depending on the target range, weight, and consumption of the vehicle, and slightly less for a plug-in hybrid vehicle. The battery 3 is recharged using a charging base 94, as is known per se.

[0064] The most common traction batteries for electric vehicles are lithium-ion type batteries, although other types of electrochemistry are not excluded. A battery pack generally consists of several modules connected together in a series configuration, each module itself comprising a plurality of individual electrochemical cells, arranged in series and / or in parallel.

[0065] The battery pack has a fairly high voltage at its terminals, in practice exceeding 100 volts, most often between 200 volts and 800 volts. Voltages exceeding 800 volts are also possible.

[0066] The voltage of this type of battery thus extends beyond the extra low voltage (ELV) range and it is necessary to provide precautions, there are indeed regulatory protection requirements, in particular with regard to possible contacts induced by an operator's action (e.g. a rescue worker) either with bare hands or with the aid of a tool, or any other unwanted contact following a mechanical shock suffered (case of 'crash').

[0067] The vehicle's electrical system includes a high-voltage network 4, which supplies, in particular, the inverter(s) of the electric traction motors.

[0068] The high voltage network 4 includes a DC / DC converter which allows to cascade a second low voltage on-board network, here for example a 12 volt network, of which a 12 volt battery identified as 8 and illustrated in [Fig.2] is part.

[0069] The high voltage network 4 also includes a fast charging branch which connects the charging base 94 via relays controlled by the on-board charger (not shown) as known per se.

[0070] The battery pack 10 and its battery 3 is associated with a battery management computer 5, commonly referred to in English as BMS (Battery Management System).

[0071] The battery management computer 5 is connected to a plurality of temperature sensors arranged in the modules that make up the battery via conductors that connect the battery 3 to the computer 5. It should be noted that the interface between the battery and The battery management computer can be more complete and complex, with additional functions not detailed here.

[0072] The battery management computer 5 includes a microcontroller 50, an entity known in itself and therefore not described here in detail.

[0073] The positive power line 31 is coupled to the positive terminal of the battery 3 via a first relay (1, RL1) and the negative power line 32 is coupled to the negative terminal via a second relay (2, RL2).

[0074] The two isolation relays 1, 2 are housed in the battery pack.

[0075] The two isolation relays are capable of electrically isolating the battery from the rest of the vehicle, i.e. the first relay 1 is capable of interrupting the positive power line 31, and the second relay 2 is capable of interrupting the negative power line 32, which is floating with respect to the vehicle chassis.

[0076] These relays 1, 2 are power relays; their contacts can withstand a continuous current of several hundred amperes, and up to 1500 amperes peak. These power relays have a rated breaking capacity of at least several hundred amperes under load, and of more than 1000 amperes at least once.

[0077] Fig. 3 shows an example of an isolation contactor in the form of a power relay, generically denoted RL.

[0078] The RL relay includes an excitation coil, designated 61.

[0079] The moving assembly of the relay comprises a contact armature 64, a core 65 and a connecting rod 63 linking the contact armature with the core 65.

[0080] The moving assembly is displaced between a position shown in solid lines corresponding to the closed contact and another position shown in dashed lines corresponding to the open contact. The moving assembly is guided in translation along a relay axis denoted A. In this document, this axis is referred to as the contact orientation, which corresponds to a direction of movement of the moving assembly (contact armature, core and connecting rod) when the contact closes.

[0081] The contact armature 64 establishes a low impedance electrical contact between the contact pads 66,67, when the coil is excited.

[0082] In practice, the core is attracted towards the center of the coil when the latter is excited, and the contact armature moves down to meet the contact pads 66,67.

[0083] A return spring 62 is provided to return the moving assembly of the relay against the action of the excitation coil 61.

[0084] In the illustrated example, the two relays are normally open type. As is known, current must flow through the coil to cause the contact to close. Conversely, if no current flows through the coil, the relay contact is returned to the open state by an elastic element such as a spring.

[0085] When both relays 1 and 2 are open, there is no longer a voltage source on the downstream power lines, identified as 31a and 32a in [Fig. 4]. Under this condition, a potential electrical risk related to high voltage (HV) in the rest of the vehicle is avoided.

[0086] The electrical conductors forming these power lines and carrying the currents delivered by the battery can be metal busbars or large-section cables. As already mentioned in the introduction, the voltage between the two power lines is several hundred volts, for example 400 volts in a typical example.

[0087] In addition, a conventional thermal-tripping fuse (not shown) may be provided, here arranged on the negative power line 32. It is understood that this fuse could be positioned on the positive power line. The rating of this thermal fuse is several hundred amperes, for example, 500 amperes.

[0088] A pyrotechnically tripped fuse (not shown) may also be provided, here also arranged on the negative power line 32.

[0089] It should be noted that the positive power line or the negative power line may be equipped with a current sensor, not shown in [Fig.4], for example in this case a shunt across which a voltage drop is measured.

[0090] The battery pack 10 is intended to include at least one junction box. In the illustrated example, a rear junction box JBO is provided, located on the rear end of the battery. The two relays 1 and 2 are housed in the rear junction box JBO.

[0091] The first isolation contactor has a first contact orientation noted Al, corresponding to a direction of movement of its moving assembly when the contact closes.

[0092] The second isolation contactor having a second contact orientation, noted A2, corresponding to a direction of movement of its moving assembly when the contact closes.

[0093] Advantageously according to the present invention, the first contact orientation is different from the second contact orientation.

[0094] According to the particular example illustrated in [Fig.5], the first contact orientation is opposite to the second contact orientation.

[0095] According to this particular non-limiting example, the contact orientations are opposite, e.g. Al is along Z- and A2 is along Z+, or Al is along Y- and A2 is along Y+, or Al is along X- and A2 is along X+.

[0096] According to the particular example illustrated in [Fig.6], the first contact orientation is perpendicular to the second contact orientation.

[0097] According to this other specific, non-limiting example, the contact orientations are perpendicular, with 24 possibilities: Al is along Y (Y+ or Y-) and A2 is along Z (Z+ or Z-) or conversely A2 is along Y (Y+ or Y-) and Al is along Z (Z+ or Z-) Al is along X (X+ or X-) and A2 is along Z (Z+ or Z-) or conversely A2 is along X (X+ or X-) and Al is along Z (Z+ or Z-) Al is along X (X+ or X-) and A2 is along Y (Y+ or Y-) or conversely A2 is according to Y (Y+ or Y-) and Al is according to Z (Z+ or Z-).

[0098] Optionally, according to the present invention, a passive safety control unit 18, also called an "airbag computer," is used as part of an occupant protection system. This occupant protection system includes airbags and seat belt pretensioners that lock the retractors and eliminate any slack in the seat belts on the occupants' bodies. The use of other inflatable protection devices known per se is also possible.

[0099] The occupant protection system includes acceleration sensors, also known as accelerometers or shock sensors. The airbag control unit filters the information provided by the accelerometers.

[0100] Depending on the knowledge of the shock suffered, the passive safety system can determine the severity of the shock, and trigger the opening of the isolation relays if necessary.

[0101] For this purpose, there may be a wired electrical connection 6 specifically linking the airbag control unit and the battery management control unit. Furthermore, the battery management control unit 5 and the airbag control unit are intended to communicate via a multiplexed network 16, for example, a CAN-type network. This provides redundancy of crash information.

[0102] The relay excitation coil is controlled on one side by the battery management computer and is controlled on the other side by the battery management computer 5 or optionally by the passive safety control unit 18.

[0103] More specifically, with reference to [Fig. 4], the coil of the first relay is controlled on the positive side by the electrical connection 81 coming from the battery management computer 5 and is controlled on the negative side by the electrical connection 83, which can be controlled by another computer or by the battery management computer. Alternatively, shown in dashed lines, the negative side can be directly connected to ground.

[0104] Similarly, the coil of the second relay is controlled on the positive side by the electrical link 82 coming out of the battery management computer 5 and is controlled on the negative side by the electrical link 84 which can be controlled by another computer or by the battery management computer.

[0105] As shown in Figures 7 and 8, the vehicle comprises a front axle having a first axis EA1 and a rear axle having a second axis EA2.

[0106] According to an optional feature, the battery pack 10 is provided to include a front junction box JB1 which is placed on the front end of battery 3 and a rear junction box JB2 which is placed on the front end of battery 3.

[0107] The first isolation contactor 1 is placed in the front junction box marked JB1 and the second isolation contactor 2 is placed in the rear junction box marked JB2.

[0108] Generally, the first isolation contactor 1 is placed in a first position PI and the second isolation contactor 2 is placed in a second position P2.

[0109] Advantageously, according to this option, the second position P2 is separated from the first position PI by a separation distance denoted DS. In practice, the separation distance denoted DS is at least 100 cm. According to a particular choice, the separation distance DS is preferably at least 120 cm.

[0110] Returning to [Fig.8], the first position PI is located in a front area of ​​the battery, and the second position P2 is located in a rear area of ​​the battery.

[0111] According to a particular non-limiting choice, the first position PI is located to the left with respect to a median axis X0 of the vehicle, and the second position P2 is located to the right with respect to a median axis X0 of the vehicle.

[0112] According to a particular non-limiting choice, the first position PI and the second position P2 are offset along the vertical Z, by at least 10 cm.

Claims

Demands

1. Electric or hybrid motor vehicle, comprising a traction battery (3) and a high-voltage network (4) comprising a positive power line (31) and a negative power line (32), the high-voltage network being coupled to the traction battery via two isolation contactors (1, 2) capable of electrically isolating the traction battery from the rest of the vehicle by interrupting at least one of the positive or negative power lines (31, 32), the two isolation contactors comprising a first isolation contactor (1) on the positive power line, and a second isolation contactor (2) on the negative power line, the vehicle having a frame of reference in space comprising a longitudinal axis (X) along a normal direction of travel of said motor vehicle, the longitudinal axis being directed from rear (AR) to front (AV), a transverse axis (Y) perpendicular to the longitudinal axis (X),and a vertical axis (Z) perpendicular to the longitudinal axis (X) and to the transverse axis (Y), the vertical axis (Z) being directed from bottom to top, the first isolation contactor having a first contacting orientation (A1), corresponding to a direction of movement of a moving assembly when the contact closes, and the second isolation contactor having a second contacting orientation (A2), corresponding to a direction of movement of a moving assembly when the contact closes, characterized in that the first contacting orientation is different from the second contacting orientation.

2. Motor vehicle according to claim 1, characterized in that the first contact orientation (A1) is perpendicular to the second contact orientation (A2).

3. Motor vehicle according to claim 2, characterized in that the first contact orientation (A1) is vertical and the second contact orientation (A2) is horizontal.

4. Motor vehicle according to claim 2, characterized in that the first contact orientation (A1) is horizontal and the second contact orientation (A2) is also horizontal.

5. Motor vehicle according to claim 1, characterized in that the first contact orientation (A1) is opposite to the second contact orientation (A2).

6. Motor vehicle according to claim 5, characterized in that the first contact orientation (A1) is directed downwards and the second contact orientation (A2) is directed upwards, or in that the first contact orientation (A1) is directed upwards and the second contact orientation (A2) is directed downwards.

7. Motor vehicle according to any one of claims 1 to 6, characterized in that the first isolation contactor (1) and the second isolation contactor (2) are placed in a junction box, front or rear, included in a battery pack (10) housing the traction battery (3).

8. Motor vehicle according to any one of claims 1 to 7, the isolation contactor (1) being placed in a first position (PI) and the second isolation contactor (2) being placed in a second position (P2), characterized in that the first position (PI) and the second position (P2) are offset along a vertical direction (Z) directed from bottom to top, by at least 10 cm.

9. Motor vehicle according to any one of claims 1 to 8, the isolation contactor (1) being placed in a first position (PI) and the second isolation contactor (2) being placed in a second position (P2), characterized in that the second position (P2) is separated from the first position (PI) by a separation distance (DS) of at least 100 cm.

10. Motor vehicle according to any one of claims 1 to 9, characterized in that it further provides, in series with the second isolation contactor, a pyrotechnic fuse and / or a thermal fuse.

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