Vehicle comprising remote traction-battery isolation contactors

Abstract

The invention relates to 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 with respect to the rest of the vehicle by interrupting at least either the positive power line or the negative power line, the two isolation contactors comprising a first isolation contactor (1) on the positive power line, placed in a first position (P1), and a second isolation contactor (2) on the negative power line, placed in a second position (P2), characterised in that the second position is separated from the first position by a separation distance (DS) that is at least equal to 100 cm.

Description

[0001] DESCRIPTION

[0002] TITLE OF THE INVENTION: VEHICLE COMPRISING REMOTE TRACTION BATTERY ISOLATION CONTACTORS

[0003]

[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.

[0004]

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

[0005]

[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.

[0006]

[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.

[0007]

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

[0008]

[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.

[0009]

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

[0008] In practice, electromechanical devices such as power relays 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 mobile crew is subject to inertial forces generated by gravity and dynamic accelerations, notably induced by the accelerations experienced by the vehicle.

[0010]

[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.

[0011]

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

[0012]

[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 comprising 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, placed in a first position and a second isolation contactor on the negative power line, placed in a second position, characterized in that the second position is separated from the first position by a separation distance of at least 100 cm.

[0013]

[0012] According to one option, the separation distance is preferably at least equal to 120 cm.

[0014]

[0013] Thanks to the provisions promoted above, depending on the part of the vehicle which is impacted first by a shock or a crash, one of the two isolation contacts is less stressed in terms of acceleration suffered than the other.

[0015]

[0014] 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.

[0016]

[0015] Even if the isolation contactor closest to the impact is subject to non-opening (opening fault) following, for example, damage or being blocked in the closed position, the other isolation contactor, further away from the impact area, will open correctly.

[0017]

[0016] Advantageously, by planning to separate the two isolation contactors, whereas in the known art they are close to each other, a distinctiveness is introduced which makes it possible to substantially reduce a possible common mode of failure, namely a failure of opening of the two contactors in the event of a crash.

[0018]

[0017] 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.

[0019]

[0018] 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.

[0020]

[0019] 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.

[0021]

[0020] Furthermore, in this document, the terms "isolation contactor" or "isolation contactor" are used interchangeably.

[0022]

[0021] It should be noted that the isolation contacts in question here are used, on the one hand, to normally isolate the high-voltage battery from the rest of the vehicle and, on the other hand, in the event of a crash, to urgently isolate the high-voltage battery. There is no specific relay to perform the emergency interruption in the event of a crash.

[0023]

[0022] 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.

[0024]

[0023] 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.

[0025]

[0024] According to one embodiment, the vehicle in question has a reference frame in space comprising a longitudinal axis (X) along a normal direction of movement of said motor vehicle, the longitudinal axis being directed from back to front, a transverse axis (Y) perpendicular to the longitudinal axis, and a vertical axis (Z) perpendicular to the longitudinal axis and to the transverse axis, the vertical axis being directed from bottom to top, the vehicle being characterized in that the first position is located in a front area of ​​the battery, and the second position is located in a rear area of ​​the battery.

[0026]

[0025] Thanks to these provisions, if the vehicle is subjected to a front-end collision, the second isolation contactor located at the rear of the battery will experience less acceleration than the first isolation contactor which is located at the front of the battery.

[0027]

[0026] Conversely, if the vehicle is struck from the rear, the first isolation contactor located at the front of the battery will experience less acceleration than the second isolation contactor which is located at the rear of the battery.

[0028]

[0027] According to an advantageous option, the first isolation contactor is placed in a front junction box and the second isolation contactor is placed in a rear junction box.

[0029]

[0028] Each of the junction boxes in question allows one of the traction battery terminals to be electrically connected to the corresponding power line, either positive or negative. Each junction box includes at least one busbar, and optionally a fuse. Each junction box may include a protective enclosure that protects the components it houses from mechanical and physicochemical damage.

[0030]

[0029] Thus, each of the isolation contactors is housed in this junction box which provides it with mechanical protection.

[0031]

[0030] Advantageously, the front and rear junction boxes are part of the battery pack.

[0032]

[0031] According to one embodiment, depending on the internal arrangement of the battery cells and their mutual coupling, the positive battery connection terminal is located at the front of the battery, and conversely, the negative battery connection terminal is located at the rear of the battery. This generally minimizes the length and routing of the power cables, particularly the length upstream of the isolation contacts.

[0033]

[0032] According to one embodiment, the first position is located to the left with respect to a median axis of the vehicle, and / or the second position is located to the right with respect to the median axis of the vehicle.

[0034]

[0033] If the vehicle is struck on the left side, the second isolation contactor on the right will experience less acceleration than the first isolation contactor on the left.

[0035]

[0034] Conversely, if the vehicle is struck on the right side, the first isolation contactor on the left will experience less acceleration than the second isolation contactor on the right.

[0036]

[0035] Of course, the reverse arrangement between right and left, that is to say the arrangement along the opposite diagonal can just as well be adopted.

[0037]

[0036] According to one embodiment, the first position (P1) and the second position (P2) are offset along a vertical direction (Z) directed from bottom to top, by at least 10 cm.

[0038]

[0037] 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.

[0039]

[0038] According to one embodiment, the vehicle in question comprises a front axle having a first axis and a rear axle having a second axis, characterized in that the first position is located less than 50 cm from the first axis, and the second position is located less than 50 cm from the second axis.

[0040]

[0039] According to one embodiment, the first isolation contactor has a first contacting orientation, corresponding to a direction of movement of a moving assembly (contact armature, core and connecting rod) when the contact closes, and the second isolation contactor has a second contacting orientation, corresponding to a direction of movement of a moving assembly when the contact closes, the vehicle being characterized in that at least one of the contacting orientations is directed downwards.

[0041]

[0040] 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 under the relay, and the moving assembly moves downwards during the closing movement.

[0042]

[0041] Consequently, impacts occurring in a horizontal direction do not generate inertial forces on the moving parts in the downward orientation of the contactor. Furthermore, an upward impact, for example when driving over a pothole, will not cause the contact to open unintentionally.

[0043]

[0042] According to one embodiment, the first isolation contactor has a first contacting orientation, corresponding to a direction of movement of a moving assembly when the contact closes, and the second isolation contactor has a second contacting orientation, corresponding to a direction of movement of a moving assembly when the contact closes, the vehicle being characterized in that the second contacting orientation is opposite to the first contacting orientation.

[0044]

[0043] Consequently, the behavior of the two isolation contactors differs with respect to shocks that may have a vertical component. If inertial forces prevent one of the contactors from opening in the opposite direction, they will favor the opening of the other contactor.

[0045]

[0044] According to one embodiment, the first isolation contactor has a first contacting orientation, corresponding to a direction of movement of a moving assembly when the contact closes, and the second isolation contactor has a second contacting orientation, corresponding to a direction of movement of a moving assembly when the contact closes, the vehicle being characterized in that the second contacting orientation is perpendicular to the first contacting orientation.

[0046]

[0045] Consequently, the behavior of the two isolation contactors differs with respect to shocks that have a horizontal component. Here too, while horizontal inertial forces may prevent one of the contactors from opening, in the opposite direction they will be neutral or even promote the opening of the other contactor.

[0047]

[0046] In one embodiment, a pyrotechnic fuse and / or a thermal fuse is further provided either on the positive power line or on the negative power line. In one embodiment, a pyrotechnic fuse and / or a thermal fuse is further provided in series with the second isolation contactor.

[0048]

[0047] 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.

[0049]

[0048] The function of the thermal fuse (also with non-reversible tripping) is different and complementary to the function of isolation contactors or isolation relays.

[0050]

[0049] 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.

[0051]

[0050] This provides control redundancy to secure the logic and implementation of the opening, in addition to eliminating common failure modes due to the physical distance between the contactors.

[0051] In practice, the coil of each of the two relays is controlled at least by the battery management computer.

[0052]

[0052] 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.

[0053]

[0053] The dedicated power line allows for very good responsiveness with a response time typically between 10ms and 20ms.

[0054]

[0054] Whereupon, the battery management computer is informed without delay of the occurrence of a crash, so as to immediately control the isolation contacts.

[0055]

[0055] According to one embodiment, the isolation contactors are normally open type relays.

[0056]

[0056] Consequently, the relay's rest position corresponds to an open electrical state, and therefore to an interruption of the high-voltage power lines. In the event of an unexpected interruption of the power supply, both isolation relays will then open.

[0057]

[0057] The invention will be further detailed by describing non-limiting embodiments, and based on the accompanying figures illustrating variants of the invention, in which:

[0058] [Fig.1] schematically illustrates a side view of an electric vehicle in which a battery isolation system according to the present invention is implemented;

[0059] [Fig.2] schematically illustrates a top view of an electric vehicle in which a battery isolation system according to the present invention is implemented;

[0060] [Fig.3] shows an example of an isolation contactor formed here as a relay;

[0061] [Fig. 4] shows a schematic electrical diagram of a part of an electric or hybrid vehicle illustrating the present invention.

[0058] In the various figures, the same reference numerals designate identical or similar elements. For clarity, some elements are not necessarily shown to scale.

[0062]

[0059] We are interested here in an electric or hybrid vehicle with an electric drivetrain.

[0063]

[0060] With regard to the location of the vehicle in space, the X direction corresponds to the longitudinal direction of the vehicle from back to front, the Z direction corresponds to the vertical direction relative to the local ground from bottom to top, and the Y direction is perpendicular to the two previous ones and corresponds to the transverse direction of the vehicle.

[0064]

[0061] The vehicle comprises a front axle having a first axis EA1 and a rear axle having a second axis EA2.

[0065]

[0062] In an electric propulsion / traction motor vehicle 9, there is a traction battery 3 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 a 'battery', and a 'battery pack' 10 when including the mechanical protection and electrical protection components discussed in this document.

[0066]

[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.

[0067]

[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 in a series configuration, each module itself comprising a plurality of individual electrochemical cells, arranged in series and / or 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 not excluded.

[0068]

[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 action of an operator (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').

[0069]

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

[0070]

[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 part is a 12 volt battery marked 8 and illustrated in figure 2.

[0071]

[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.

[0072]

[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).

[0073]

[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 80 which 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 more complex, with additional functions not detailed here.

[0074]

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

[0075]

[0073] Battery 3 comprises a positive terminal B1 and a negative terminal B2. These are the only connection terminals for the battery; there are no other power connection terminals for this battery. Battery 3 extends substantially over a large portion of the vehicle floor between the front and rear axles, as shown in Figures 1 and 2.

[0076]

[0074] In the illustrated example, the positive battery connection terminal is located at the front of the battery, and conversely, the negative battery connection terminal is located at the rear of the battery. Note that the reverse would also be possible, with the positions of the first and second contacts reversed.

[0077]

[0075] 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).

[0078]

[0076] The two isolation relays 1, 2 are housed in the battery pack.

[0079]

[0077] 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.

[0080]

[0078] These relays 1 and 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.

[0081]

[0079] Figure 3 shows an example of an isolation contactor in the form of a power relay, generically denoted RL. The height H1 can be between 40 mm and 60 mm, the diameter D1 can be between 30 mm and 45 mm.

[0082]

[0080] The RL relay includes an excitation coil denoted 61.

[0083]

[0081] 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.

[0084]

[0082] 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.

[0085]

[0083] The contact armature 64 establishes a low impedance electrical contact between the contact pads 66,67, when the coil is excited.

[0086]

[0084] 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.

[0087]

[0085] A return spring 62 is provided to return the moving assembly of the relay against the action of the excitation coil 61.

[0088]

[0086] 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.

[0089]

[0087] When both relays 1, 2 are open, there is no longer a voltage source on the downstream power lines, identified as 31a and 32a in Figure 4. Under this condition, a possible electrical risk related to the high voltage HV in the rest of the vehicle is avoided.

[0090]

[0088] 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.

[0091]

[0089] 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.

[0092]

[0090] A pyrotechnically tripped fuse (not shown) may also be provided, here also arranged on the negative power line 32.

[0093]

[0091] It should be noted that the positive or negative power line may be equipped with a current sensor, not shown in Figure 4, for example, in this case, a shunt across which a voltage drop is measured.

[0092] The battery pack 10 is designed to include at least one junction box. In this case, in the illustrated example, a front junction box JB1 is placed on the front end of battery 3 and a rear junction box JB2 is placed on the front end of the battery.

[0094]

[0093] 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.

[0095]

[0094] Generally, the first isolation contactor 1 is placed in a first position P1 and the second isolation contactor 2 is placed in a second position P2.

[0096]

[0095] Advantageously according to the present invention, the second position P2 is separated from the first position P1 by a separation distance denoted DS.

[0097]

[0096] In practice, the separation distance denoted DS is at least equal to 100 cm.

[0098]

[0097] According to a particular choice, the separation distance DS is preferably at least equal to 120 cm.

[0099]

[0098] Returning to Figure 2, the first position P1 is located in a front area of ​​the battery, and the second position P2 is located in a rear area of ​​the battery.

[0100]

[0099] According to a particular non-limiting choice, the first position P1 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.

[0101]

[0100] According to a particular non-limiting choice, the first position P1 and the second position P2 are offset along the vertical Z, by at least 10 cm.

[0102]

[0101] According to a particular non-limiting example, the two contactors are arranged 'upside down', that is to say, they both have a contact orientation downwards, that is to say along Z-.

[0103]

[0102] According to another particular non-limiting example, the contact orientations are opposite, e.g. RL1 is along Z- and RL2 is along Z+, or RL1 is along Y- and RL2 is along Y+, or RL1 is along X- and RL2 is along X+.

[0104]

[0103] According to another non-limiting particular example, the contact orientations are perpendicular, e.g. RL1 is along Y (Y+ or Y-) and RL2 is along Z (Z+ or Z-), or RL1 is along Y and RL2 is along X, or RL1 is along X and RL2 is along Z.

[0105]

[0104] 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.

[0106]

[0105] 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.

[0107]

[0106] 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.

[0108]

[0107] 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.

[0109]

[0108] 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.

[0110]

[0109] More specifically, with reference to Figure 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 by dashed lines, the negative side can be directly connected to ground.

[0111]

[0110] 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.

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, placed in a first position (P1) and a second isolation contactor (2) on the negative power line, placed in a second position (P2), characterized in that the second position (P2) is separated from the first position (P1) by a separation distance (DS) of at least 100 cm.

2. Motor vehicle according to claim 1, having a coordinate system in space comprising a longitudinal axis (X) along a normal direction of movement 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, characterized in that the first position (P1) is located in a front area of ​​the battery, and the second position (P2) is located in a rear area of ​​the battery.

3. Motor vehicle according to claim 2, characterized in that the first isolation contactor (1) is placed in a front junction box (JB1) and the second isolation contactor (2) is placed in a rear junction box (JB2).

4. A motor vehicle according to any one of claims 1 to 3, characterized in that the first position (P1) is located to the left with respect to a median axis (X0) of the vehicle, and / or the second position (P2) is located to the right of the median axis (X0) of the vehicle.

5. Motor vehicle according to any one of claims 1 to 4, characterized in that the first position (P1) and the second position (P2) are offset in a vertical direction (Z) directed from bottom to top, by at least 10 cm.

6. Motor vehicle according to claim 1, comprising a front axle having a first axis (EA1) and a rear axle having a second axis (EA2), characterized in that the first position (P1) is located less than 50 cm from the first axis (EA1), and the second position (P2) is located less than 50 cm from the second axis (EA2).

7. Motor vehicle according to any one of claims 1 to 6, wherein the first isolation contactor has a first contacting orientation, corresponding to a direction of movement of a moving assembly when the contact closes, and the second isolation contactor has a second contacting orientation, corresponding to a direction of movement of a moving assembly when the contact closes, characterized in that at least one of the contacting orientations is directed downwards.

8. Motor vehicle according to any one of claims 1 to 7, wherein the first isolation contactor has a first contacting orientation, corresponding to a direction of movement of a moving assembly when the contact closes, and the second isolation contactor has a second contacting orientation, corresponding to a direction of movement of a moving assembly when the contact closes, characterized in that the second contacting orientation is opposite to the first contacting orientation.

9. Motor vehicle according to any one of claims 1 to 6, wherein the first isolation contactor has a first orientation of contacting, corresponding to a direction of movement of a moving assembly when the contact closes, and the second isolation contactor has a second contacting orientation, corresponding to a direction of movement of a moving assembly when the contact closes, characterized in that the second contacting orientation is perpendicular to the first contacting orientation.

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

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