Cable mounting structure

Abstract

To provide a cable attachment structure capable of suppressing costs due to suppression of radiated noise.SOLUTION: In a wire harness 22R, a connector 42 attached to an electric wire 24 is attached to a socket 46 in a casing main body 32 from a connection port 34, and the wire harness 22R is connected to an inverter device. In a voltage suppressing section 36, a bracket 50 is placed across the connection port 34 of the casing main body 32 and fastened and fixed to stud bolts 38, thereby coming into surface contact with a housing 44 of the connector 42. In the bracket 50, a flag terminal 56 of a ground wire 54 connected to a body is fastened and fixed to one of the stud bolts 38. As a result, an area around the connector 42 and the connection port 34 is grounded through the bracket 50, thereby suppressing common mode voltage, and suppressing radiation noise without using a ferrite core.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a cable mounting structure for a vehicle.

Background Art

[0002] The clamp disclosed in Patent Document 1 is a vertically split cylinder, and a ferrite core is gripped and stored in a storage portion at the center inside the cylinder. Further, slits for sandwiching a vinyl wire or a cable are formed in each of the tapered portions at both ends of the cylinder for the clamp, and a lead-out port for the vinyl wire or the cable is also formed.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, in a vehicle that can run by an electric motor, a storage battery (battery) is mounted, and an inverter device is provided for the electric motor. The inverter device is connected to the battery by a cable, and converts DC power of a high voltage (high voltage in the vehicle) supplied from the battery into AC power.

[0005] On the other hand, EMC (electromagnetic compatibility) is also required in vehicles, and not only EMS (electromagnetic susceptibility) but also suppression of EMI (electromagnetic interference) is required. In a vehicle, common mode current occurs in a cable connecting a battery and an electric motor (inverter device), and radiated noise (electromagnetic noise, electromagnetic energy) causing EMI is radiated.

[0006] To suppress radiated noise caused by such common-mode currents, ferrite cores are commonly used in cables. However, ferrite cores are more expensive than other components and affect the ease of cable assembly into vehicles, so there is room for improvement in suppressing radiated noise (EMI) in vehicles.

[0007] This invention has been made in view of the above facts, and aims to provide a cable mounting structure that can reduce costs caused by the suppression of radiated noise. [Means for solving the problem]

[0008] To achieve the above objective, the cable mounting structure of claim 1 includes a cable having a shield on its outer circumference that shields the internal wires, and a cable that is connected to a storage battery. And, A powered device that receives power through the aforementioned wire, and which generates a common-mode current in the cable. The aforementioned The device includes a metal housing in which the powered device is housed, and a voltage suppression unit for suppressing the common-mode voltage that generates the common-mode current is provided between the cable passing through the connection port of the housing and the housing. The powered device is an inverter device that supplies power to an electric motor used as a drive source for vehicle operation, the housing has mounting bolts erected on either side of the cable connection port, the inverter device side of the cable has a connector that is attached to the connection port so that the wire is connected to the inverter device, the voltage suppression unit includes a strip-shaped bracket that is placed at the connection port and makes surface contact with the outer surface of the connector for electrical conductivity, and a grounding wire whose terminal at one end is fastened and fixed together with the bracket to one of the mounting bolts, and whose other end is connected to the vehicle body.

[0009] In the cable mounting structure according to claim 1, the storage battery and the powered device are connected by a cable. The cable has a shield on its outer circumference that shields the internal wires, and the powered device operates using the power supplied through the wires, generating a common-mode current in the cable.

[0010] Here, the voltage suppression unit is provided between the cable passing through the housing's connection port and the housing, and suppresses the common-mode voltage that generates common-mode current in the powered device. This suppresses common-mode current that generates conducted noise and thus suppresses radiated noise. [Effects of the Invention]

[0012] According to the present invention, common-mode voltage is suppressed, thus radiated noise can be suppressed without using a ferrite core. As a result, the present invention has the effect of effectively suppressing the increased component and assembly costs that would otherwise be incurred due to the suppression of radiated noise. [Brief explanation of the drawing]

[0013] [Figure 1] This is a schematic diagram showing the main components of the vehicle according to this embodiment. [Figure 2] This is a perspective view of the main part of the inverter device showing the connection of the wire harness inverter device according to Example 1. [Figure 3] This is a perspective view of the main part of the inverter device showing the connection of the wire harness inverter device according to Example 2. [Figure 4] This is a schematic diagram showing the transfer impedance as a function of frequency. [Figure 5] This is a schematic diagram showing the change in the level of conducted noise radiated from a wire harness with respect to frequency. [Figure 6] This is a schematic diagram showing the change in the level of radiated noise emitted outside the vehicle with respect to frequency. [Modes for carrying out the invention]

[0014] Embodiments of the present invention will be described in detail below with reference to the drawings. This embodiment includes the following aspects. A first embodiment is a cable mounting structure comprising a cable having a shield on its outer circumference that shields the internal wires, and a metal housing that houses a powered device connected to a storage battery by the cable and supplied with power by the wires, the powered device which generates a common-mode current in the cable, wherein a voltage suppression unit for suppressing the common-mode voltage that generates the common-mode current is provided between the cable, which passes through a connection port in the housing, and the housing. The second aspect is, in the first aspect, a cable attachment structure in which the power supply device is an inverter device that supplies power to an electric motor serving as a drive source for vehicle running.

[0015] The third aspect is, in the second aspect, the housing has mounting bolts erected with the connection port of the cable interposed therebetween, and on the inverter device side of the cable, there is a connector that is attached to the connection port so that the electric wire is connected to the inverter device. The voltage suppression unit includes a strip-shaped bracket that is spanned over and fastened to the mounting bolt and is arranged at the connection port and brought into surface contact with the outer peripheral surface of the connector to conduct electricity, and a ground wire having a terminal arranged at one end fastened and fixed to one of the mounting bolts together with the bracket and the other end connected to the vehicle body.

[0016] The fourth aspect is, in the second or third aspect, the housing has mounting bolts erected at the peripheral edge of the connection port of the cable, and the voltage suppression unit is a cable attachment structure in which a connection terminal to which the shield of the cable is connected is fastened and fixed to the mounting bolt.

[0017] The fifth aspect is, in the third or fourth aspect, the housing includes a housing body with one surface opened and a lid body that closes the opening surface of the housing body, and the mounting bolt is used for fastening and fixing the lid body to the housing body. The sixth aspect is, in any one of the second to fifth aspects, the voltage suppression unit is a cable attachment structure used for connecting the cable to the inverter device of the electric motor mounted at the rear of the vehicle.

[0018] In FIG. 1, the main parts of the vehicle 10 according to the present embodiment are shown in a schematic configuration diagram. In the drawing, the front side of the vehicle is indicated by an arrow FR, the left side in the vehicle width direction is indicated by an arrow HL, and the upper side is indicated by an arrow UP.

[0019] As shown in FIG. 1, the vehicle 10 includes an engine 12 as a driving source for traveling, an electric motor (electric motor) 14, and a battery 16 as a storage battery, and the vehicle 10 is a so-called hybrid vehicle (HEV). The vehicle 10 includes an engine 12 on the front side of the vehicle, so an exhaust pipe 12A is arranged, and one end of the exhaust pipe 12A is connected to the engine 12, and the other end extends toward the rear of the vehicle under the body 18 as the vehicle body and opens to the rear of the vehicle. Note that the vehicle 10 may be a plug-in hybrid vehicle (PHEV) or an electric vehicle (BEV), and the vehicle 10 may be a fuel cell vehicle (FCEV) or the like.

[0020] In the vehicle 10, a motor 14F on the front side of the vehicle and a motor 14R on the rear side of the vehicle are provided as the motor 14. In the vehicle 10, the motor 14F is mounted together with the engine 12 on the front side of the vehicle of the body 18, the motor 14R is mounted on the rear side of the vehicle of the body 18, and a battery 16 as a storage battery is mounted at the center in the longitudinal direction of the vehicle of the body 18.

[0021] The battery 16 stores DC power at a high voltage (60 v or more, for example, 二百v to 三百v in the DC voltage in the vehicle). Further, the motor 14 (14F, 14R) is an AC motor driven by AC power (for example, three-phase AC power). For this reason, each of the motors 14 (14F, 14R) is integrated with an inverter device 20 (20F, 20R) for converting DC power into AC power. The inverter device 20 (20F, 20R) functions as a power receiving device in the present embodiment.

[0022] The inverter device 20 (20F, 20R) is connected to the battery 16 by a wire harness 22 (22F, 22R) as a cable. In the vehicle 10, the battery 16 and the inverter device 20F are electrically connected by the wire harness 22F, and the battery 16 and the inverter device 20R are electrically connected by the wire harness 22R.

[0023] It should be noted that in the translation of the voltage value, "二百v" and "三百v" are directly translated according to the original text, but in the actual context, it is recommended to use the correct voltage unit expression, such as "200V" and "300V".The wire harness 22 (22F, 22R) has a roughly circular (or roughly elliptical) cross-section. Two electric wires 24 are arranged as core wires in the axial center (radially inward portion) of the wire harness 22, and a shield 26 is arranged on the outer circumference. The electric wires 24 are covered with insulating resin. The shield 26 is formed in a flexible, roughly cylindrical (tubular) shape. In the wire harness 22 (22F, 22R), the shield 26 is covered by the insulating resin that forms the outer circumference, and insulating resin is interposed between the shield 26 and the two electric wires 24 inside the shield 26, so the wire harness 22 is a two-core shielded cable.

[0024] The shield 26 of the wire harness 22 can be made by braiding the required number of conductors and forming it into a tube. Alternatively, various known configurations can be applied to the shield 26, such as a tube formed by spirally winding a strip of conductive metal foil, such as copper foil. In the wire harness 22, the shield 26 covers the outside of the axial wire 24 all around and along its entire length, and is capable of magnetically shielding the wire 24 from the outside of the wire harness 22.

[0025] In wire harnesses 22F and 22R, one of the two wires 24 is used as the positive wire (P wire) and the other as the neutral wire (N wire). In wire harness 22F, the P wire 24 electrically connects the positive terminal of the battery 16 to the positive terminal of the inverter device 20F, and the N wire 24 electrically connects the negative terminal of the battery 16 to the negative terminal of the inverter device 20F. In wire harness 22R, the P wire 24 electrically connects the positive terminal of the battery 16 to the positive terminal of the inverter device 20R, and the N wire 24 electrically connects the negative terminal of the battery 16 to the negative terminal of the inverter device 20R.

[0026] In the vehicle 10 configured in this way, power from the battery 16 is supplied to the inverter device 20F via the wire harness 22F, and to the inverter device 20R via the wire harness 22R. As a result, in the vehicle 10, the inverter devices 20F and 20R convert the DC power from the battery 16 into AC power, which is then supplied to the motors 14F and 14R. In the vehicle 10, the motors 14F and 14R are powered, causing the front shaft 28F and rear shaft 28R to rotate and move.

[0027] In this vehicle 10, the metal casings housing the engine 12, motors 14F and 14R, battery 16, and inverter devices 20F and 20R are grounded to the body 18 (see dashed lines in Figure 1). This ensures that the casings housing the engine 12, motors 14F and 14R, battery 16, and inverter devices 20F and 20R are at the same potential as the body 18 in vehicle 10.

[0028] Furthermore, in vehicle 10, the shield 26 of the wire harness 22F is grounded to the body 18 on both the battery 16 side and the inverter device 20F side. In addition, in vehicle 10, the shield 26 of the wire harness 22R is grounded to the body 18 on both the battery 16 side and the inverter device 20R side.

[0029] On the other hand, in the wire harness 22 (22F, 22R), a common-mode current (primary common-mode current) flows through the two wires 24 because they are each connected to the inverter device 20 (20F, 20R), and a current corresponding to the primary common-mode current flows through the shield 26. In the vehicle 10, since both ends of the shield 26 in the wire harness 22 are grounded to the body 18, a loop-shaped path is formed between the body 18 and the shield 26 through which the current flows. As a result, in the vehicle 10, a secondary common-mode current corresponding to the primary common-mode current flows through this loop-shaped path. Consequently, the vehicle 10 radiates electromagnetic noise (radiated noise) that constitutes EMI (electromagnetic interference).

[0030] Here, if we let I1 be the primary common-mode current, V2 be the secondary common-mode voltage generated in the shield 26 by the primary common-mode current, and Zt be the transfer impedance of the wire harness 22, then the transfer impedance Zt of the wire harness 22 is expressed by the following equation (1). Zt = V² / I1···(1)

[0031] Furthermore, let Z be the transfer impedance with respect to the secondary common-mode current I2 between the body 18 and the shield 26. In this case, if the value of the secondary common-mode current I2 is approximately 1 (A), the value of the transfer impedance Z and the value of the secondary common-mode voltage V2 can be considered to be approximately the same. Thus, the secondary common-mode current I2 that generates conducted noise is expressed by the following equation (2). I2 = V2 / Z ... (2)

[0032] Therefore, conducted noise increases as the secondary common-mode current I2 increases and decreases as the secondary common-mode current I2 decreases. As a result, the secondary common-mode current I2 can be suppressed by reducing the transfer impedance Z or the secondary common-mode voltage V2, thereby suppressing conducted noise and thus reducing radiated noise emitted from the vehicle 10.

[0033] In this embodiment, a voltage suppression structure (voltage suppression unit) for suppressing the secondary common-mode voltage V2 and thereby suppressing the secondary common-mode current I2 is applied between the inverter device 20 and the wire harness 22.

[0034] In vehicle 10, the basic configurations of inverter devices 20F and 20R, and the basic configurations of wire harnesses 22F and 22R are the same. Below, the voltage suppression section applied to the cable mounting structure will be described using the inverter device 20R and wire harness 22R on the motor 14R side mounted on the rear side of the vehicle as examples in each of the first and second embodiments.

[0035] [First Example] Figure 2 shows the main part of the inverter device 20R according to the first embodiment in a perspective view taken from diagonally upward and diagonally to the left rear.

[0036] In vehicle 10, the inverter device 20R is housed in a metal (e.g., aluminum) casing 30. The casing 30 has a roughly rectangular box shape in its main part and comprises a casing body 32 that opens upward, and a lid (not shown) for closing the opening of the casing body 32. A known general configuration can be applied to the inverter device 20R, and in the following, the illustration and description of the circuit board and other components constituting the inverter device 20R, which are located inside the casing body 32, are omitted.

[0037] A connection port 34 for connecting a wire harness 22R is formed on the front side of the casing body 32, and the connection port 34 penetrates in the front-rear direction and opens upward. In the first embodiment, a voltage suppression section 36 is formed in the connection port 34.

[0038] Stud bolts 38, which serve as mounting bolts, are arranged on the upper surface of the casing body 32, and the stud bolts 38 are erected in pairs on either side of the connection port 34. In the casing 30, the stud bolts 38 are used to fasten and secure the lid to the casing body 32.

[0039] On the other hand, when attaching the wire harness 22R to the inverter device 20R, the necessary terminal processing is performed. In the terminal processing of the wire harness 22R, for example, the resin on the outer circumference is peeled off and the shield 26 is twisted to form a wire of the required length (a conductor or electric wire of the required length may be connected), and a terminal (for example, a flag terminal or ring terminal) not shown in the figure is crimped to the end of the wire (soldering may also be used). In addition, the middle part of the shield 26 pulled out from the wire harness 22R is covered with an insulating tube 40 such as a heat shrink tube, and the end is connected to the casing body 32 or the like and connected to the body 18 (grounded).

[0040] Furthermore, a connector 42 is used to connect the wire harness 22R to the inverter device 20R. The connector 42 is formed by resin molding, and the connector 42 is covered by a housing 44 whose outer surface is made of conductive metal.

[0041] In the wire harness 22R, each of the wires 24 is connected to the required position within the connector 42, the connector 42 is inserted into the connection port 34 of the casing body 32, and then mounted in the socket 46 inside the casing body 32. In this way, the wire harness 22R electrically connects the wires 24 to the circuit board of the inverter device 20R.

[0042] A bracket 50 is used in the voltage suppression section 36. The bracket 50 is formed from a conductive metal in the shape of a strip of the required thickness and length, and through holes (not shown) are formed at both longitudinal ends of the bracket 50 into which stud bolts 38 are inserted. The bracket 50 is inserted into each of the through holes at both ends onto the stud bolts 38 and placed on the casing body 32, and is fastened and fixed to the casing body 32 by fastening nuts 52 that are screwed onto each of the stud bolts 38. By fastening and fixing the bracket 50 to the casing body 32, it comes into surface contact with the upper surface of the casing body 32 and the housing 44 of the connector 42, creating an electrical connection. As a result, the wire harness 22R is held in place by the bracket 50 on the casing body 32.

[0043] Furthermore, the voltage suppression unit 36 ​​uses a grounding wire (grounding wire) 54 made of a wire with a resin coating. The grounding wire 54 has a terminal (for example, a flag terminal 56) crimped to one end of the required length, and the grounding wire 54 is fastened and secured by a fastening nut 52 when the flag terminal 56 is placed on the bracket 50 and a stud bolt 38 is inserted. The end of the grounding wire 54 opposite to the flag terminal 56 is electrically connected to the body 18. As a result, in the voltage suppression unit 36, the peripheral edges of the connection port 34 of the connector 42 housing 44, casing body 32, and cover are grounded via the bracket 50 and the grounding wire 54.

[0044] In the voltage suppression unit 36 ​​of the first embodiment configured in this way, the housing 44 of the connector 42 to which the wire harness 22R is attached is grounded via the bracket 50 and the grounding wire 54. In addition, in the voltage suppression unit 36, the area around the connection port 34 of the casing body 32 is grounded via the bracket 50 and the grounding wire 54. As a result, the voltage suppression unit 36 ​​can suppress the secondary common-mode voltage V2 and suppress the apparent conduction impedance, thereby suppressing the emission of radiated noise (electromagnetic noise).

[0045] [Second Example] Figure 3 shows a perspective view of the main part of the inverter device 20R according to the second embodiment, viewed from diagonally upward and diagonally to the left and rearward. The basic configuration in the second embodiment is the same as in the first embodiment, and components in the second embodiment that are the same as in the first embodiment are given the same reference numerals as in the first embodiment, and their explanations are omitted.

[0046] In the second embodiment, a voltage suppression unit 60 is applied in place of the voltage suppression unit 36 ​​of the first embodiment, and the voltage suppression unit 60 is formed around the connection port 34 of the casing body 32. In the voltage suppression unit 60, a terminal (for example, a flag terminal 62) is crimped to the tip of the shield 26 that is drawn out from the wire harness 22R.

[0047] In the voltage suppression unit 60, instead of using a bracket 50, one end of a stud bolt 38 erected on the periphery of the connection port 34 is inserted into the round hole of the flag terminal 62 of the shield 26, and fastened and secured by a fastening nut 52 so that it is in surface contact with the upper surface of the casing body 32. In addition, in the voltage suppression unit 60, the flag terminal 56 of the grounding wire 54 is fastened and secured to the other end of the stud bolt 38, and the end of the grounding wire 54 opposite the flag terminal 56 is connected to the body 18.

[0048] In the voltage suppression unit 60 of the second embodiment configured in this way, the shield 26 of the wire harness 22R is fastened and fixed to one of the stud bolts 38 of the casing body 32, thereby electrically connecting it to the area around the connection port 34 of the casing 30. In addition, in the voltage suppression unit 60, the grounding wire 54 is fastened and fixed to the other stud bolt 38, thereby grounding the shield 26 and the periphery of the connection port 34 of the casing 30.

[0049] As a result, the voltage suppression unit 60 can suppress the occurrence of a potential difference between the peripheral edge of the connection port 34 of the casing body 32 and the shield 26 of the wire harness 22R and the body 18, thereby suppressing the secondary common-mode voltage V2. Therefore, the voltage suppression unit 60 can suppress the apparent conduction impedance Z that generates conducted noise, and thus suppress the radiated noise emitted from the vehicle 10. In the second embodiment, a connector 42 is attached to the wire harness 22R, but the wire harness 22F may be connected to the inverter device 20R by inserting the wires 42 through the connection port 34 without attaching the connector 42.

[0050] Figure 4 shows a schematic diagram of the transfer impedance (Zt) against frequency simulated using a triaxial analysis model for a typical wire harness. In Figure 4, the horizontal axis represents frequency (MHz) and the vertical axis represents transfer impedance (Ω).

[0051] In Figure 4, graph a shows a wire harness using braided wire with 12 strands for the shield. Graphs b and c show wire harnesses with connectors (corresponding to connector 42) that are covered by metal housings. Graph b shows a wire harness using braided wire with 6 strands for the shield, and graph c shows a wire harness using braided wire with 3 strands for the shield. Note that the wire harnesses in graphs a to c differ only in the number of strands in the braided wire; the strand diameter (0.18 mm), number of strands (44), and braiding angle (15°) of the braided wire are all the same.

[0052] Generally, in wire harnesses, the higher the transfer impedance, the greater the radiated noise. As shown in graphs b and c of Figure 4, in wire harnesses, a higher number of braided wires results in lower (smaller) transfer impedance than a lower number of braided wires. Also, as can be seen from the comparison between graph a and graphs b and c, the transfer impedance of a wire harness increases (becomes larger) when it is attached to a connector.

[0053] On the other hand, Figure 5 shows a schematic diagram of the measurement results of the conducted noise level against frequency, and Figure 6 shows a schematic diagram of the measurement results of the radiated noise level emitted as electromagnetic noise around the vehicle body. In Figure 5, the measurement results are shown for the wire harness shield and the wires as a whole, with the horizontal axis representing frequency (MHz) and the vertical axis representing the strength (level) of the transmitted noise (dBm). In Figure 6, a measurement antenna was installed at a distance of 3m from the vehicle body at the rear of the vehicle, and the measurement results of the radiated noise emitted from the vehicle body are shown, with the horizontal axis representing frequency (MHz) and the vertical axis representing the strength (level) of the radiated noise (dBm).

[0054] Graph A in Figure 5 shows a configuration corresponding to the voltage suppression unit 36 ​​of the first embodiment for suppressing radiated noise, while Graph B in Figure 5 and Graph E in Figure 6 show a configuration corresponding to the voltage suppression unit 60 of the second embodiment for suppressing radiated noise. Furthermore, Graph C in Figure 5 and Graph F in Figure 6 show a configuration in which a ferrite core is used for suppressing radiated noise (Comparative Example 1), while Graph D in Figure 5 and Graph G in Figure 6 show a configuration in which no measures are taken to suppress radiated noise (Comparative Example 2).

[0055] As shown in Figure 5, in the first embodiment, the second embodiment, and Comparative Example 1, the level of conducted noise (radiated noise) is suppressed at each frequency compared to Comparative Example 2 due to the implementation of measures to suppress conducted noise (radiated noise). Furthermore, the strength (level) of conducted noise in the first embodiment and the second embodiment is equivalent to or lower than that of Comparative Example 1, which uses a ferrite core.

[0056] Furthermore, in the vehicle 10 equipped with engine 12, the radiated noise emitted from the vehicle body is stronger at the rear than at the front. Even if the strength of the radiated noise emitted from the front of the vehicle meets a pre-set target value, the radiated noise emitted from the rear of the vehicle exceeds the target value, causing the overall radiated noise to exceed the target value. Figure 6 shows the measurement results of the radiated noise at the rear of the vehicle.

[0057] As shown in Figure 6, in the second embodiment and comparative example 1, the intensity of radiated noise at each frequency is lower (weaker) than in comparative example 2, which does not have any measures to suppress radiated noise. This indicates that in the second embodiment and comparative example 1, the radiated noise emitted from the vehicle body is suppressed by the measures taken to suppress radiated noise. Furthermore, in the second embodiment, which does not use a ferrite core as a measure against radiated noise, the intensity of radiated noise is equal to or less than that of comparative example 1, which uses a ferrite core. Therefore, in the first and second embodiments, a radiated noise suppression effect equivalent to or better than that achieved with a ferrite core can be obtained without using a ferrite core.

[0058] Thus, voltage suppression units 36 and 60 are provided between the wire harness 22R and the inverter device 20R to suppress the common-mode voltage that generates common-mode current. This makes it possible to suppress radiated noise caused by conducted noise without using a ferrite core that increases the conducted impedance to suppress conducted noise.

[0059] Furthermore, when using ferrite cores, it is necessary to manufacture an assembly with the ferrite cores pre-attached to the wire harness 22, and then assemble the assembly during vehicle installation. In contrast, by not using ferrite cores, the cost of the ferrite cores, as well as the increase in assembly man-hours and work hours, can be reduced when manufacturing the vehicle 10, thereby lowering the manufacturing cost of the vehicle 10.

[0060] Generally, in vehicles 10 equipped with motors 14F and 14R, radiated noise is stronger at the rear of the vehicle compared to the front. However, by applying voltage suppression units 36 and 60 when attaching the wire harness 22R to the inverter device 20R, the radiated noise of the vehicle 10 can be effectively suppressed.

[0061] In the first embodiment, a voltage suppression unit 36 ​​is formed, and in the second embodiment, a voltage suppression unit is formed. However, for attaching the wire harness 22 to the inverter device 20, a configuration combining the voltage suppression units 36 and 60 may also be applied.

[0062] Furthermore, in the embodiment described above, an inverter device 20R is provided on the motor 14R, and a wire harness 22R is connected via voltage suppression units 36 and 60. However, the voltage suppression unit may also be used to attach the cable to the inverter device of the electric motor on the front side of the vehicle. [Explanation of symbols]

[0063] 10 vehicles 14 (14F, 14R) Motor (Electric Motor) 16. Battery (Rechargeable Battery) 18 Body (vehicle body) 20 (20F, 20R) Inverter device (powered equipment) 22 (22F, 22R) Wire Harness (Cable) 24 Electric wire 26 Shields 30 Casing (enclosure) 34 connection ports 36, 60 Voltage suppression section 38 Stud bolts (mounting bolts) 42 connectors 50 brackets 54 Ground wire

Claims

1. A cable with a shield on its outer perimeter that shields the internal wires, A metal housing in which a powered device is housed, which is connected to a battery by the cable and supplied with power by the wire, and which generates a common-mode current in the cable, Includes, A voltage suppression unit for suppressing the common-mode voltage that generates the common-mode current is provided between the cable passing through the connection port of the housing and the housing. The powered device is an inverter device that supplies power to an electric motor used as a drive source for vehicle operation. The housing has mounting bolts erected on either side of the cable connection port, The cable has a connector on the inverter device side that is attached to the connection port, thereby connecting the electric wire to the inverter device. The voltage suppression unit is positioned at the connection port and is fastened and secured by the mounting bolt, and is in surface contact with the outer surface of the connector, forming electrical conductivity. A terminal located at one end is fastened and secured together with the bracket to one of the mounting bolts, and the other end is connected to a ground wire connected to the vehicle body. including, Cable mounting structure.

2. The housing has mounting bolts erected on the periphery of the cable connection port, The cable mounting structure according to claim 1, wherein the voltage suppression unit is fastened and fixed to the mounting bolt at the connection terminal to which the shield of the cable is connected.

3. The housing comprises a housing body with one side open, and a lid that closes the open side of the housing body. The cable mounting structure according to claim 1, wherein the mounting bolts are used to fasten and secure the lid to the housing body.

4. The cable mounting structure according to claim 1, wherein the voltage suppression unit is used to connect the cable to the inverter device of the electric motor mounted at the rear of the vehicle.

Images