JP2018034776A - In-vehicle apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an in-vehicle apparatus capable of suppressing noise radiation.SOLUTION: A power control system 100 comprises a drive circuit 40 that is driven by the direct current voltage supplied from a power supply 80, and positive electrode side wiring 11 electrically connecting a positive electrode terminal of the power supply 80 and a high-electric potential side electrical path 41 of the drive circuit 40. A negative electrode terminal 82 of the power supply 80 and a low-electric potential side electrical path 42 of the drive circuit 40 are electrically connected to a body ground 50 of a vehicle. The power control system comprise auxiliary wiring 15 that has a first end electrically connected to either of the positive electrode terminal 81 and the negative electrode terminal 82 and a second end electrically connected to either of the high-electric potential side electrical path 11 and the body ground 50, and that is arranged along either of the positive electrode side wiring 11 and the body ground 50.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an in-vehicle device mounted on a vehicle, in which a low potential side is electrically connected to a body ground.

  Conventionally, as can be seen in Patent Document 1 below, an in-vehicle device that includes an AC generator and has a capacitor connected in parallel to an output line that connects the AC generator and a positive terminal of a battery is known.

JP 63-220720 A

  In the apparatus described in Patent Document 1, an AC generator and a battery are each connected to a body ground. Here, when the high frequency current flows through the loop including the AC generator, the output line, and the body ground by driving the AC generator, the output line and the body ground act as an antenna, and noise is radiated. In this case, the emitted noise may affect other circuits.

  As a countermeasure against such noise, it is conceivable to use a noise filter in the circuit. However, since an electronic device mounted on a vehicle is driven with a large current, it is necessary to use a noise filter having a rated current that can withstand this large current. Generally, as the rated current increases, the size of the noise filter increases. Therefore, the countermeasure method using the noise filter increases the size of the device and is not practical.

  The present invention has been made in view of the above problems, and an object thereof is to provide an in-vehicle device capable of suppressing noise emission.

  In order to solve the above problems, in the present invention, in an in-vehicle device mounted on a vehicle equipped with a power supply, a drive circuit driven by a DC voltage supplied from the power supply, a positive terminal of the power supply, and a high potential of the drive circuit A positive-side wiring that electrically connects a side electrical path, and the negative terminal of the power source and the low-potential side electrical path of the drive circuit are electrically connected to the body ground of the vehicle, One of the positive terminal and the negative terminal is electrically connected to a first end, one of the high potential side electrical path and the body ground is electrically connected to a second end, and the positive side wiring And auxiliary wiring arranged along any one of the body grounds.

  The positive terminal of the power supply and the high potential side electrical path of the drive circuit are electrically connected by the positive side wiring, and the negative terminal of the power supply and the low potential side electrical path of the drive circuit are each electrically connected to the body ground. In the configuration, a loop path including the positive electrode side wiring and the body ground is formed. When a high frequency current flows through this loop by driving the drive circuit, the loop path acts as an antenna, and noise is radiated. In this regard, in the above configuration, the first end of the auxiliary wiring is electrically connected to either the positive terminal or the negative terminal of the power source, and the second end of the auxiliary wiring is connected to the high potential side electric path and body ground of the drive circuit. Connect electrically with either. In addition, the auxiliary wiring is arranged along either the positive side wiring or the body ground. According to this configuration, the area of the loop path acting as an antenna can be made smaller than the area of the loop path including the positive electrode side wiring and the body ground. Then, by arranging the auxiliary wiring along the positive electrode side wiring or the body ground, the mutual inductance between the positive electrode side wiring and the auxiliary wiring can be increased, and the inductance of the wiring can be decreased. As a result, the magnetic field generated around each wiring can be suppressed, and noise emission can be reduced. In addition, in an in-vehicle device that is driven with a large current, the use of wiring can suppress the enlargement of the device as compared with the case of using a noise filter.

The figure explaining the structure of a vehicle-mounted apparatus. The figure explaining the magnetic field which arises in wiring. The figure explaining the electric field which arises between wiring. The figure explaining the magnetic field intensity which arises between wiring. The figure explaining the vehicle-mounted apparatus which concerns on 2nd Embodiment. The figure explaining the positive electrode side wiring and auxiliary wiring which concern on 2nd Embodiment. The figure explaining the positive electrode side wiring and auxiliary wiring which concern on 3rd Embodiment. The figure which shows the vehicle-mounted apparatus which concerns on 4th Embodiment. The figure which shows the vehicle-mounted apparatus which concerns on 5th Embodiment. The figure which shows the vehicle-mounted apparatus which concerns on 6th Embodiment. The figure explaining the vehicle-mounted apparatus which concerns on 7th Embodiment. The figure explaining the vehicle-mounted apparatus which concerns on 8th Embodiment. The figure which shows the DC / DC converter as an example of a vehicle-mounted apparatus. The figure explaining the structure of the electric power control system which concerns on 10th Embodiment. The figure explaining the structure of the electric power control system which concerns on the modification 1 of 10th Embodiment. The figure explaining the structure of the electric power control system which concerns on the modification 2 of 10th Embodiment. The figure explaining the structure of the electric power control system which concerns on the modification 3 of 10th Embodiment. The figure explaining the structure of the electric power control system which concerns on 11th Embodiment. The figure explaining the structure of the harness member which concerns on 12th Embodiment. The figure explaining the harness member which concerns on the modification 1 of 12th Embodiment. The figure explaining the harness member which concerns on the modification 2 of 12th Embodiment. The figure explaining the structure of the electric power control system which concerns on 13th Embodiment. The figure explaining the structure of the auxiliary wiring which concerns on 13th Embodiment. The figure which shows the equivalent circuit of the power control system which concerns on 13th Embodiment. The figure explaining the structure of the electric power control system which concerns on the modification of 13th Embodiment. The figure explaining the structure of the auxiliary wiring which concerns on the modification of 13th Embodiment. The figure which shows the equivalent circuit of the electric power control system which concerns on the modification of 13th Embodiment.

  Hereinafter, an example of an embodiment of an in-vehicle device according to the present invention will be described with reference to the drawings. In the following embodiments, parts that are the same or equivalent to each other are denoted by the same reference numerals in the drawings, and the description of the same reference numerals is used.

(First embodiment)
FIG. 1 is a diagram illustrating the configuration of an in-vehicle device. The in-vehicle device shown in the first embodiment is a part of a power control system 100 that controls power for starting an engine mounted on a vehicle, and is configured as an ISG (Integrated Starter Generator). The power control system 100 includes an ISG 20 and a battery 80 that is disposed apart from the ISG 20. In this embodiment, the battery 80 functions as a power source.

  The ISG 20 is a device that has both a function as a generator and a function as an electric motor. The ISG 20 includes a casing 21, a motor generator 25 as a rotating electric machine, a smoothing capacitor 30, and an inverter 40 that functions as a drive circuit. I have.

  The casing 21 is configured by a metal frame, and houses the motor generator 25, the smoothing capacitor 30, and the inverter 40 therein.

  The ISG 20 includes a high potential side terminal 22p and a low potential side terminal 22n that function as electrodes. The high potential side terminal 22p and the low potential side terminal 22n are arranged in a state of being exposed to the outside of the housing 21. The high potential side terminal 22p functions as a power supply terminal for a DC voltage (for example, DC 12V) supplied by the battery 80. In the present embodiment, a stat bolt terminal arranged in a state of protruding to the outside of the casing 21 is used as the high potential side terminal 22p.

  The motor generator 25 is an AC motor, and is a three-phase AC motor in this embodiment. The motor generator 25 includes a rotor 26 and a three-phase stator winding 27 that generates an induced electromotive force by the rotation of the rotor 26. The stator winding 27 is configured by, for example, Y-connecting a three-phase winding.

  Inverter 40 functions as a DC / AC conversion circuit having both a function of converting DC power supplied from battery 80 into AC power and a rectifying function of converting AC power generated by motor generator 25 into DC power. In FIG. 1, the inverter 40 includes a high potential side electrical path 41, a low potential side electrical path 42, a series connection body of upper and lower arm switches SWp and SWn, and a driver 48.

  The high potential side electric path 41 is connected to the high potential side terminal 22p, and receives a DC voltage supplied from the battery 80 via the high potential side terminal 22p. The low potential side electric path 42 is electrically connected to the housing 21 and is connected to the body ground 50 via the housing 21. For example, the low potential side electrical path 42 is connected to the casing 21 by a low potential side terminal 22n included in the casing 21.

  The inverter 40 includes a series connection body of an upper arm switch SWp and a lower arm switch SWn for three phases. In each of the three phases, the first end of the stator winding 27 is connected to the connection point of the upper arm switch SWp and the lower arm switch SWn. In each of the three phases, the second end of the stator winding 27 is connected at a neutral point. In the present embodiment, voltage controlled semiconductor switches are used as the switches SWp and SWn, and specifically, N-channel MOSFETs are used. A body diode is connected in antiparallel to each of the switches SWp and SWn. The switches SWp and SWn are not limited to MOSFETs but may be IGBTs, for example. In this case, a free wheel diode may be connected in antiparallel to each IGBT. A high potential side electrical path 41 is connected to the drain of the upper arm switch SWp, and a low potential side electrical path 42 is connected to the source of the lower arm switch SWn. The gates of the switches SWp and SWn are connected to the output terminal of the driver 48. The driver 48 outputs a gate signal to the gate to alternately turn on the upper arm switch SWp and the lower arm switch SWn.

  In the ISG 20 configured as described above, when functioning as a generator, the motor generator 25 is rotated to supply power to the battery 80 and a load (not shown). Further, when functioning as an electric motor, the inverter 40 converts the DC power supplied from the battery 80 into AC power, and drives the motor generator 25.

  Body ground 50 is configured by a metal body frame of the vehicle and functions as a low-potential-side wiring path in power control system 100. Specifically, the negative terminal 82 of the battery 80 and the body ground 50 are electrically connected via the ground wiring 83. Moreover, the housing | casing 21 is electrically connected with this body earth | ground 50 through the engine block not shown. Therefore, the low potential side electric path 42 of the inverter 40 connected to the housing 21 is electrically connected to the body ground 50.

  The smoothing capacitor 30 connects a high potential side electrical path 41 and a low potential side electrical path 42. The smoothing capacitor 30 smoothes the ripple component of the DC voltage supplied from the battery 80.

  In the power control system 100 described above, a loop through which a current flows is formed by the battery 80, the positive electrode side wiring 11, the ISG 20, and the body ground 50. In this loop, a current path including the positive electrode side wiring 11 and the body ground 50 functions as an antenna, and noise generated in the ISG 20 may be radiated to the outside as an electromagnetic wave. Since noise emission may adversely affect other devices mounted on the vehicle, it is not preferable. Here, in order to suppress noise, it is also conceivable to connect a noise filter in the casing 21 of the ISG 20 and remove the noise by this noise filter. However, since an in-vehicle device is generally driven with a large current, a noise filter having a rated current corresponding to the large current has a large element size. For this reason, if a noise filter is used to reduce noise, the ISG 20 becomes enlarged, which is not practical. Therefore, in this embodiment, noise emission is reduced by adding an auxiliary wiring between the battery 80 and the ISG 20 outside the casing 21 of the ISG 20.

  Next, a configuration used for noise countermeasures in a path connecting the battery 80 and the ISG 20 will be described. The in-vehicle device includes a positive electrode side wiring 11 that electrically connects the positive electrode terminal 81 of the battery 80 and the high potential side terminal 22p, and an auxiliary wiring 15.

  The auxiliary wiring 15 has a first end electrically connected to the negative terminal 82 of the battery 80 and a second end electrically connected to the body ground 50. In FIG. 1, the second end of the auxiliary wiring 15 is connected to the low potential side terminal 22 n of the housing 21. For this reason, the auxiliary wiring 15 is electrically connected to the body ground 50 via the housing 21. The auxiliary wiring 15 is arranged along the positive electrode side wiring 11. Specifically, the auxiliary wiring 15 is arranged such that the distance in the height direction of the vehicle to the positive electrode side wiring 11 is shorter than the distance in the height direction to the body ground 50.

  In addition, a capacitor 60 is provided in the auxiliary wiring 15. In FIG. 1, a capacitor 60 is connected in series between the ISG 20 side of the auxiliary wiring 15 and the housing 21. The capacitor 60 corresponds to a direct current component suppression element for suppressing a direct current component of the current flowing through the auxiliary wiring 15 and suppressing a large current from flowing through the auxiliary wiring 15.

  Further, the auxiliary wiring 15 is provided with a fuse 70. In FIG. 1, the fuse 70 is provided between the capacitor 60 and the low potential side terminal 22 n in the auxiliary wiring 15. The fuse 70 protects the power control system 100 by fusing when a large current that exceeds the rated current flows through the auxiliary wiring 15. Here, the large current flows through the auxiliary wiring 15 when, for example, the capacitor 60 is short-circuited.

  Next, in the power control system 100 described above, reduction of noise radiated from a loop including the battery 80, the positive electrode side wiring 11, the ISG 20, and the body ground 50 will be described with reference to FIGS. Fig.2 (a) and FIG.3 (a) have each shown the electric power control system 100 which concerns on this embodiment. On the other hand, FIGS. 2B and 3B show a power control system 100 when the auxiliary wiring 15 is not connected as a system compared with the system according to the present embodiment. 2 and 3, the ISG 20 and the like are shown in a simplified manner. 2A and 3A, the fuse 70 is not shown.

  As shown in FIG. 2B, the high potential side electrical path 41, the high potential side terminal 22p, the positive side wiring 11, the battery 80, the body ground 50, and the like by the on / off driving of the switches SWp and SWn constituting the inverter 40. A high-frequency current flows through a loop-shaped path including the low potential side electric path 42. The frequency of the high-frequency current is a harmonic frequency of the switching frequency of each switch SWp, SWn. When a high-frequency current flows through this path, the path connecting the positive electrode side wiring 11 and the body ground 50 acts as an antenna, and noise is radiated. Here, the larger the loop area S2, the stronger the magnetic field generated in the high-frequency current distribution path, and the easier it is to radiate noise. On the other hand, as shown in FIG. 2A, by arranging the auxiliary wiring 15 along the positive electrode side wiring 11, the high potential side electric path 41, the high potential side terminal 22 p, the positive electrode side wiring 11, and the battery 80 are arranged. The area S1 of the loop including the auxiliary wiring 15, the low potential side terminal 22n, and the low potential side electrical path 42 is smaller than the loop area S2 shown in FIG.

  Further, since the auxiliary wiring 15 is arranged along the positive electrode side wiring 11, the wiring distance between the positive electrode side wiring 11 and the auxiliary wiring 15 is shortened, and the coupling coefficient of the inductance provided in each of the wirings 11 and 15 is increased. . As a result, the mutual inductance M between the positive-side wiring 11 and the auxiliary wiring 15 can be increased, and the inductance L of each of the wirings 11 and 15 acting as the antenna shown in FIG. By reducing the inductance L, it is possible to make it difficult for magnetic lines of force generated in the wirings 11 and 15 to be generated.

The combined inductance L of the wirings 11 and 15 can be calculated using the following formula (1).
L = L1 + L2-2M (1)
Here, L1 and L2 are self-inductances of the positive electrode side wiring 11 and the auxiliary wiring 15, and M is a mutual inductance between the wirings.

  Further, as shown in FIG. 3B, since the positive electrode side wiring 11 has a large potential difference Vb with respect to the body ground 50, the electric field generated between the positive electrode side wiring 11 and the body ground 50 is increased, and noise is generated. Easy to radiate. On the other hand, as shown in FIG. 3A, by arranging the auxiliary wiring 15 along the positive electrode side wiring 11, the positive electrode side wiring 11 and the auxiliary wiring 15 are capacitively coupled, and the positive electrode side wiring 11 and the auxiliary wiring 15 are auxiliary. The potential difference Va between the wiring 15 can be made smaller than the potential difference Vb shown in FIG. As a result, the electric field generated between the wirings can be reduced and noise emission can be suppressed.

  Here, between the wirings having a predetermined potential difference, the higher the potential of the wiring along the auxiliary wiring, the more effective the potential difference is reduced. Therefore, between the positive electrode side wire 11 and the body ground 50, the auxiliary wire 15 is placed along the positive electrode side wire 11 on the high potential side, thereby reducing the electric field generated between the wires and effectively radiating noise. Can be suppressed.

  Furthermore, only the high-frequency current flows through the auxiliary wiring 15 by the capacitor 60 provided in the auxiliary wiring 15 and suppresses the DC component. Therefore, the rated current of the auxiliary wiring 15 can be reduced, and the wiring width can be reduced. The DC component flows as a return current to the body ground 50 side. However, since the DC component hardly changes the magnetic field as compared with the AC component, it does not affect noise emission.

  FIG. 4 is a graph in which the horizontal axis represents the magnetic field frequency [MHz] and the vertical axis represents the magnetic field strength H [fB μA / m]. As shown in FIG. 4, the magnetic field strength H is low in almost all frequency bands by electrically connecting the auxiliary wiring 15 between the positive electrode side wiring 11 and the body ground 50. Therefore, it can be seen that the auxiliary wiring 15 is effective in suppressing noise emission generated from the positive electrode side wiring 11 and the body ground 50.

  As described above, in the first embodiment, the first end of the auxiliary wiring 15 is electrically connected to the negative terminal 82 of the battery 80, and the second end of the auxiliary wiring 15 is electrically connected to the body ground 50. . The auxiliary wiring 15 is arranged along the positive electrode side wiring 11. According to this configuration, the area of the loop through which the high-frequency current flows can be made smaller than the area of the loop including the positive electrode side wiring 11 and the body ground 50. By arranging the auxiliary wiring 15 along the positive electrode side wiring 11, the mutual inductance M between the positive electrode side wiring 11 and the auxiliary wiring 15 can be increased, and the inductance between the wirings can be decreased. As a result, the magnetic field generated around each wiring can be suppressed, and noise emission can be reduced. Further, by taking measures against noise using the auxiliary wiring 15, it is possible to suppress the enlargement of the device as compared with the case where a noise filter is used.

  The auxiliary wiring 15 is arranged along the positive electrode side wiring 11. In the above configuration, by arranging the auxiliary wiring 15 along the positive electrode side wiring 11, the positive electrode side wiring 11 and the auxiliary wiring 15 are capacitively coupled, and compared with the case where the auxiliary wiring does not exist, between the wirings 11 and 15. To reduce the potential difference. As a result, an electric field generated around the wiring can be suppressed, and noise emission can be reduced.

  The area of the loop including the body ground 50 and the auxiliary wiring 15 is made smaller than the area of the loop including the positive electrode side wiring 11 and the body ground 50. With the above configuration, the area of the loop through which the high-frequency current flows can be reduced, and the amount of noise emitted from the wiring can be suppressed.

  A DC component suppression element that is provided in the auxiliary wiring 15 and suppresses a DC current flowing in the auxiliary wiring 15 is provided. With the DC component suppression element, only the high-frequency noise component flows through the auxiliary wiring 15 and the DC component can be suppressed from flowing. As a result, the wiring diameter of the auxiliary wiring 15 can be reduced, and the device can be prevented from being enlarged.

  The direct current component suppression element is a capacitor 60. With the above configuration, it is possible to block the direct current component from flowing through the auxiliary wiring 15 and to reduce the diameter of the auxiliary wiring 15.

  A housing 21 that houses the ISG 20 is provided, the battery 80 is disposed away from the housing 21, and the positive electrode side wiring 11 is disposed between the battery 80 and the housing 21. Further, the auxiliary wiring 15 is arranged outside the housing 21 so as to follow either the positive electrode side wiring 11 or the body ground 50. In the above configuration, the auxiliary wiring 15 is disposed outside the housing 21 along either the positive electrode wiring 11 or the body ground 50, so that the space between the battery 80 and the ISG 20 is effectively used. , Noise emission can be suppressed. As a result, since it is not necessary to provide a configuration for suppressing noise emission inside the ISG 20, enlargement of the apparatus can be suppressed.

  The inverter 40 (drive circuit) is a power converter that includes a switch and is operated to perform switching. With the above configuration, it is possible to suppress the emission of noise due to the switching operation.

(Second Embodiment)
In the second embodiment, the configuration of the auxiliary wiring is changed. Specifically, as shown in FIG. 5, the auxiliary wiring 16 is configured to cover the positive electrode side wiring 11. Thereby, the auxiliary wiring 16 is arranged along the positive electrode side wiring 11. FIG. 6 is a diagram illustrating the positional relationship between the positive electrode side wiring 11 and the auxiliary wiring 16 according to the present embodiment. FIG. 6B is a cross-sectional view taken along the line AA in FIG.

  As shown in FIGS. 5 and 6, the auxiliary wiring 16 is integrated with the positive electrode side wiring 11 as a shield wiring covering the positive electrode side wiring 11. Specifically, an internal insulating portion 17 formed of a material having electrical insulation is provided between the positive electrode side wiring 11 and the auxiliary wiring 16. The internal insulating portion 17 has an annular shape and is made of, for example, a synthetic resin. By covering the positive electrode side wire 11 with the auxiliary wire 16, the auxiliary wire 16 can be arranged along the positive electrode side wire 11 while keeping the distance between the auxiliary wire 16 and the positive electrode side wire 11 constant.

  On the outer edge of the auxiliary wiring 16, an outer skin portion 18 formed of a material having electrical insulation is provided. The outer skin portion 18 has an annular shape that covers the auxiliary wiring 16 and is made of, for example, a synthetic resin. In the present embodiment, the positive electrode side wiring 11, the internal insulating portion 17, the auxiliary wiring 16, and the outer skin portion 18 are integrated into a harness member 19.

  As in the first embodiment, the auxiliary wiring 16 has a first end connected to the negative terminal 82 of the battery 80 and a second end connected to the low potential side terminal 22 n of the housing 21. A capacitor 60 is provided on the ISG 20 side of the auxiliary wiring 16. Note that the capacitor 60 may be integrated as the harness member 19 including the auxiliary wiring 16, or may be provided as a separate member from the harness member 19.

  As described above, in the second embodiment, the auxiliary wiring 15 is arranged along the positive electrode side wiring 11 by being configured to cover the positive electrode side wiring 11. With the above configuration, since the auxiliary wiring 15 is arranged around the positive electrode side wiring 11, the distance between the both wirings 11 and 15 can be shortened and the mutual inductance can be increased. As a result, the wiring inductance can be reduced and noise can be suppressed.

  The auxiliary wiring 15 is integrated with the positive electrode wiring 11 as a shield wiring that covers the positive electrode wiring 11, and the positive wiring 11 electrically connects the positive terminal 81 and the high potential terminal 22p of the battery 80 to each other. Connected to. Since many devices exist in the engine room of the vehicle on which the battery 80 is mounted, if the positive electrode side wiring 11 and the auxiliary wiring 15 are separated, the work for properly wiring the wirings 11 and 15 is performed. It becomes difficult. In this regard, in the above configuration, since the positive electrode side wire 11 and the auxiliary wire 15 are integrated, the auxiliary wire 15 is connected to the positive electrode side wire only by connecting the positive electrode side wire 11 and the auxiliary wire 15 to each terminal or the like. 11 and the workability can be improved.

(Third embodiment)
In the third embodiment, the auxiliary wiring 15 is disposed along the positive electrode wiring 11 by spirally winding the auxiliary wiring 15 around the positive electrode wiring 11. FIG. 7 is a diagram for explaining the auxiliary wiring according to the third embodiment. FIG. 7B is a cross-sectional view taken along the line B-B of the positive electrode side wire 11 and the auxiliary wire 15 shown in FIG.

  The auxiliary wiring 15 shown in FIGS. 7A and 7B is integrated with the positive electrode side wiring 11 while being wound around the positive electrode side wiring 11 a plurality of times. For example, the auxiliary wiring 15 has a diameter of 0.70 [mm] to 0.80 [mm], and is insulated between the auxiliary wiring 15 and the positive electrode side wiring 11 by an insulating portion (not shown). The auxiliary wiring 15 is integrated with the positive electrode side wiring 11 by being covered with the outer skin portion while being wound around the positive electrode side wiring 11 in a spiral shape.

  As shown in FIG. 7B, the auxiliary wiring 15 is wound around the positive electrode side wiring 11, so that the distance relationship between the auxiliary wiring 15 and the positive electrode side wiring 11 even when external force is applied to the auxiliary wiring 15. Can be prevented from separating greatly. Even when a force is applied to the auxiliary wiring 15 by traveling of the vehicle, it is possible to prevent the effect of suppressing the magnetic field from weakening.

  Further, by integrating the auxiliary wiring 15 and the positive wiring 11, it is possible to connect the auxiliary wiring 15 to the positive wiring 11 only by connecting the integrated positive wiring 11 and auxiliary wiring 15 to each terminal or the like. It is possible to improve the workability.

(Fourth embodiment)
In the fourth embodiment, the connection position of the first end of the auxiliary wiring 15 with respect to the battery 80 is changed. In FIG. 8, the auxiliary wiring 15 has a first end connected to the positive terminal 81 of the battery 80 and a second end connected to the body ground 50 via the low potential side terminal 22 n of the housing 21. Therefore, a loop through which a current flows is formed by a path connecting the positive electrode side wiring 11, the ISG 20, the body ground 50, and the auxiliary wiring 15.

  Here, the positive electrode terminal 81 and the negative electrode terminal 82 of the battery 80 are arranged apart from each other by a predetermined distance. For this reason, in the fourth embodiment, the first end of the auxiliary wiring 15 is connected to the positive terminal 81 of the battery 80 to form a path connecting the positive side wiring 11 and the auxiliary wiring 15, so that the current flows in the loop. The area can be reduced and noise emission can be suppressed.

(Fifth embodiment)
In the fifth embodiment, the position along the auxiliary wiring 15 is changed. FIG. 9 is a diagram illustrating an in-vehicle device according to the fifth embodiment. Also in FIG. 9, the battery 80 and the ISG 20 are connected via the positive electrode side wiring 11.

  In FIG. 9A, the auxiliary wiring 15 has its first end electrically connected to the negative terminal 82 of the battery 80, and its second end electrically connected to the high potential side terminal 22p. Therefore, a loop through which a current flows is formed by a path including the ISG 20, the auxiliary wiring 15, and the body ground 50. Therefore, the area of the loop path including the body ground 50 and the auxiliary wiring 15 is made smaller than the area of the loop including the positive electrode side wiring 11 and the body ground 50.

  As shown in FIG. 9B, the auxiliary wiring 15 has the positive terminal 81 and the first end of the battery 80 electrically connected, and the second end electrically connected to the high potential side terminal 22p. May be. In this case, a loop through which a current flows is constituted by a path including the ISG 20, the auxiliary wiring 15, the battery 80, and the body ground 50.

  On the other hand, the auxiliary wiring 15 is arranged along the body ground 50. Specifically, the auxiliary wiring 15 has a distance in the vehicle height direction to the body ground 50 between the positive electrode side wiring 11 and the body ground 50 in the vehicle height direction to the positive electrode side wiring 11. It arrange | positions so that it may become small compared with distance.

  As described above, in the fifth embodiment, by arranging the auxiliary wiring 15 along the body ground 50, the mutual inductance M between the wirings can be increased and the inductance L can be reduced. As a result, noise emission can be suppressed.

(Sixth embodiment)
In the sixth embodiment, the capacitor 85 that functions as a DC component suppressing element is mounted on the battery 80 side. FIG. 10 is a diagram illustrating an in-vehicle device according to the sixth embodiment.

  In FIG. 10, the in-vehicle device includes two drive circuits 110. In the present embodiment, for convenience, the reference numerals of the respective drive circuits are the same. The high potential side terminal 22 p of each drive circuit 110 is electrically connected to the positive terminal of the battery 80 by the positive side wiring 11.

  The auxiliary wiring 15 is branched from the common wiring 151 electrically connected to the negative terminal of the battery 80 and from the common wiring 151 and is electrically connected to the low potential side terminal 22n of each drive circuit 110. Wiring 152. Each branch wiring 152 is arranged along the positive electrode side wiring 11 connected to each drive circuit 110.

  The capacitor 85 is provided on the battery 80 side from the branch point where the branch line 152 branches from the common line 151 in the auxiliary line 15.

  As described above, in the sixth embodiment, since the capacitor 85 is provided on the battery 80 side, in the plurality of drive circuits 110, a loop in which a current flows between the positive-side wiring 11 and the auxiliary wiring 15 is formed. However, the function of the capacitor 85 can be applied to the branch wiring 152 constituting each loop. As a result, the capacitor 85 is not required for each drive circuit 110, and the enlargement of the device can be suppressed.

(Seventh embodiment)
The direct current component suppression element may be mounted inside a housing included in the in-vehicle device. FIG. 11 is a diagram illustrating the configuration of the in-vehicle device according to the seventh embodiment. Also in the in-vehicle device shown in FIG. 11, the battery 80 and the ISG 20 are connected via the positive electrode side wiring 11. Further, the auxiliary wiring 15 is arranged along the positive electrode side wiring 11.

  A capacitor 60 that functions as a direct current component suppression element is mounted in the casing 21 of the in-vehicle device. Specifically, a capacitor 60 is connected in series in a path connecting the auxiliary wiring 15 and the low potential side electrical path 42 of the inverter 40.

(Eighth embodiment)
In the eighth embodiment, the first end of the auxiliary wiring 15 is directly connected to the body ground 50. FIG. 12 is a diagram for explaining an in-vehicle device according to the eighth embodiment.

  In FIG. 12, the auxiliary wiring 15 has a first end electrically connected to the negative terminal 82 of the battery 80 via the ground wiring 83, and a second end directly connected to the body ground 50. Further, the negative terminal 82 of the battery 80 is connected to the body ground 50 via the ground wiring 83. In this embodiment, the auxiliary wiring 15 is arranged along the positive electrode side wiring 11.

  In FIG. 12, since the auxiliary wiring 15 is connected in parallel with the body ground 50, the return current flowing from the drive circuit 110 to the battery 80 side is divided into the body ground 50 and the auxiliary wiring 15. By dividing the return current into the auxiliary wiring 15 and the body ground 50, the rated current of the auxiliary wiring 15 can be lowered as compared with the case where the auxiliary wiring 15 is a dedicated wiring through which the return current flows. Therefore, the diameter of the auxiliary wiring 15 is larger than that of the other embodiments, but noise emission can be suppressed even if the auxiliary wiring 15 is not provided with a DC component suppression element such as a capacitor. In the eighth embodiment, the auxiliary wiring 15 has the same size as the positive-side wiring 11, but the diameter of the auxiliary wiring 15 is changed according to the size of the shunt flowing through the auxiliary wiring 15. It may be smaller than 11.

(Ninth embodiment)
In the present embodiment, a DC / DC converter 200 is used as a power converter constituting the in-vehicle device, as shown in FIG.

  A DC / DC converter 200 shown in FIG. 13 is an insulation type DC / DC converter that transforms and outputs an input DC voltage. In the present embodiment, a step-down type is used. The DC / DC converter 200 steps down the DC voltage from the high voltage battery 89 and charges the low voltage battery 86 whose output voltage is lower than that of the high voltage battery 89 with the reduced voltage. Further, the negative terminal 88 of the low voltage battery 86 is electrically connected to the body ground 50.

  The DC / DC converter 200 includes a transformer 210, a primary side circuit 220, a secondary side circuit 230, and a control circuit 240. A high voltage battery 89 is connected to the primary side circuit 220, and a low voltage battery 86 is connected to the high potential side electric path of the secondary side circuit 230. A body ground 50 is connected to the low potential side electrical path of the secondary side circuit 230. The control circuit 240 turns on and off the switches constituting the primary side circuit 220 so as to convert the DC voltage output from the high voltage battery 89 into an AC voltage and apply it to the primary side coil of the transformer 210. As a result, an alternating current is output from the secondary coil of the transformer 210 to the secondary circuit 230. In addition, the control circuit 240 drives on and off the switches constituting the secondary side circuit 230 so as to rectify the alternating current input to the secondary side circuit 230 into a direct current and output it to the low voltage battery 86. Thereby, the low voltage battery 86 is charged.

  In the DC / DC converter 200 configured as described above, the positive electrode side wiring 221 connects the positive electrode terminal 87 of the low voltage battery 86 and the high potential side electric path of the secondary side circuit 230. The auxiliary wiring 15 connects the positive terminal 87 of the low voltage battery 86 and the low potential side electric path of the secondary circuit 230. The auxiliary wiring 15 is disposed along the positive electrode side wiring 221. Further, the auxiliary wiring 15 is provided with a capacitor 60 that functions as a DC component suppressing element. Thereby, the noise radiated | emitted from each path | route of the positive electrode side wiring 221 and the body earth | ground 50 can be suppressed. The auxiliary wiring 15 may connect the negative terminal 88 of the low voltage battery 86 and the low potential side electric path of the secondary side circuit 230. Even in this case, the auxiliary wiring 15 is arranged along the positive electrode side wiring 221.

(10th Embodiment)
In the tenth embodiment, a description will be given centering on a configuration different from the second embodiment.

  FIG. 14 is a diagram illustrating the configuration of the power control system according to the tenth embodiment. Also in the power control system shown in FIG. 14, the auxiliary wiring 16 and the positive electrode side wiring 11 are integrated to form a harness member 19. The auxiliary wiring 16 is a shield wiring that covers the positive electrode side wiring 11.

  The ISG 20 includes a control board 43 and a control connector 28 connected to the control board 43. A driver 48 and an inverter 40 having a high potential side electrical path 41 and a low potential side electrical path 42 are mounted on the control board 43. In the present embodiment, the driver 48 and the inverter 40 are mounted on one control board 43. However, the present invention is not limited to this, and the driver 48 and the inverter 40 are respectively mounted on different control boards. Also good.

  In the present embodiment, the high potential side terminal 22p is connected to the high potential side electrical path 41 without being electrically connected to the casing 21 of the ISG 20. Thereby, it is suppressed that a high frequency current flows into housing 21.

  The control connector 28 includes a plurality of terminals to which various signals are input. Each terminal is connected to an electrical path formed on the control board 43. The control signal is input to each circuit mounted on the control board 43 through each terminal.

  In the present embodiment, one of the plurality of terminals included in the control connector 28 is an auxiliary terminal 28a. The auxiliary terminal 28 a is connected to the low potential side electric path 42 of the control board 43. Therefore, the auxiliary wiring 16 and the control board 43 are electrically connected by connecting the auxiliary wiring 16 to the auxiliary terminal 28a.

  A capacitor 60 that functions as a DC component suppressing element is mounted on the control board 43. In the present embodiment, the capacitor 60 is mounted on the electrical path connecting the low potential side electrical path 42 and the auxiliary terminal 28a. In the control board 43, a fuse may be mounted on the electrical path connecting the low potential side electrical path 42 and the auxiliary terminal 28a. Also in the present embodiment, the low potential side electric path 42 is connected to the body ground 50 through the casing 21. Specifically, the low potential side electric path 42 is connected to the housing 21 on the smoothing capacitor 30 side with respect to the capacitor 60.

  In the above configuration, a loop including the battery 80, the positive electrode side wiring 11, the high potential side electric path 41, the low potential side electric path 42, the capacitor 60, the auxiliary terminal 28a, and the auxiliary wiring 16 is formed. . In this loop, the capacitor 60 suppresses a direct current component flowing through the auxiliary wiring 16.

  In the present embodiment, the capacitor 60 is mounted on the control board 43 on the electric path connecting the low potential side electric path 42 and the auxiliary terminal 28a. Therefore, it is easier to provide the capacitor 60 on the loop than when the capacitor 60 is provided on the auxiliary wiring 16.

(Modification 1 of 10th Embodiment)
In the first modification of the tenth embodiment, an EMI (Electro Magnetic Interference) filter that is a noise countermeasure filter inside the ISG 20 is used as a DC component suppression element.

  In FIG. 15, the EMI filter 63 connects the high potential side electrical path 41 and the low potential side electrical path 42. The EMI filter 63 is a series connection body of a first filter capacitor 61 and a second filter capacitor 62. A connection point K between the first filter capacitor 61 and the second filter capacitor 62 is connected to the auxiliary terminal 28 a via the relay wiring 49. The low potential side electric path 42 is electrically connected to the body ground 50 via the housing 21 without passing through the EMI filter 63. The EMI filter 63 is formed of a series connection body of two filter capacitors because when one of the two filter capacitors is short-circuited, the high potential side electrical path 41 and the low potential side electrical path 42 This is to avoid short circuit.

  In the above configuration, a loop including the battery 80, the positive electrode side wiring 11, the high potential side electric path 41, the first filter capacitor 61, the relay wiring 49, the auxiliary terminal 28a, and the auxiliary wiring 16 is formed. . In this loop, the first filter capacitor 61 suppresses the DC component flowing through the auxiliary wiring 16.

  In the first modification, the first filter capacitor 61 constituting the EMI filter 63 is used as the DC component suppressing element. For this reason, both the noise suppression function and the suppression function of the DC component flowing through the loop can be realized by the EMI filter 63. As a result, the number of components can be reduced and the physique of the power control system 100 can be reduced compared to the case where each function is realized by separate components.

  The EMI filter 63 may be formed of a series connection of three or more filter capacitors. In this case, it is only necessary that the auxiliary terminal 28a is connected to the connection point of two adjacent filter capacitors among the three or more filter capacitors via the relay wiring 49.

(Modification 2 of 10th Embodiment)
In the second modification of the tenth embodiment, the DC component suppression element is configured by a series connection body of a first suppression capacitor 64 and a second suppression capacitor 65. In FIG. 16, a series connection body of a first suppression capacitor 64 and a second suppression capacitor 65 is provided on the control board 43 on the electrical path connecting the auxiliary terminal 28 a and the low potential side electrical path 42.

  In the above configuration, the battery 80, the positive electrode side wiring 11, the high potential side electrical path 41, the low potential side electrical path 42, the first suppression capacitor 64, the second suppression capacitor 65, and the auxiliary terminal 28a A loop including the auxiliary wiring 16 is formed. The first suppression capacitor 64 and the second suppression capacitor 65 suppress the direct current component flowing through the auxiliary wiring 16 in this loop.

  In the second modification, the DC component flowing in the loop is suppressed by the series connection body of the first and second suppression capacitors 64 and 65. Thereby, even if one of the first and second suppression capacitors 64 and 65 is short-circuited, the other suppresses the DC component. Therefore, the redundancy of the DC component suppression effect can be increased. In the second modification, the auxiliary wiring 16 may not be provided with the fuse 70. Even in this case, since two suppression capacitors are provided, it is possible to cope with a short circuit failure of one of the two capacitors.

(Modification 3 of 10th Embodiment)
In Modification 3, the direct current component suppression element is configured by combining the EMI filter 63 and a capacitor. Hereinafter, the capacitor combined with the EMI filter 63 is referred to as a safety capacitor 67.

  In FIG. 17, the high potential side electrical path 41 and the low potential side electrical path 42 are connected by an EMI filter 63. A first end of a safety capacitor 67 is connected to a connection point K between the first filter capacitor 61 and the second filter capacitor 62 that constitute the EMI filter. The auxiliary terminal 28 a is connected to the second end of the safety capacitor 67 through the relay wiring 49. Therefore, the first filter capacitor 61 and the safety capacitor 67 are connected in series.

  In the above configuration, the battery 80, the positive electrode side wiring 11, the high potential side electric path 41, the first filter capacitor 61, the safety capacitor 67, the relay wiring 49, the auxiliary terminal 28a, and the auxiliary wiring 16 are included. A loop is formed. In this loop, the first filter capacitor 61 and the safety capacitor 67 suppress the DC component flowing through the auxiliary wiring 16.

  In the third modification, a DC component suppression element is configured by the first filter capacitor 61 and the safety capacitor 67 that constitute the EMI filter 63. Therefore, even if one of the first filter capacitor 61 and the safety capacitor 67 is short-circuited, the other suppresses the DC component. Therefore, the redundancy of the DC component suppression effect can be increased.

  In FIG. 17, a safety capacitor 67 may be provided in the auxiliary wiring 16 outside the housing 21 instead of inside the housing 21.

(Eleventh embodiment)
In the eleventh embodiment, a description will be given focusing on a configuration different from the tenth embodiment.

  In the eleventh embodiment, the direct current component suppression element is implemented on the substrate constituting the battery 80. FIG. 18 is a diagram illustrating the configuration of the power control system 100 according to the eleventh embodiment. In FIG. 18, the battery 80 is configured as a battery unit including an assembled battery 91, a substrate 92, a battery connector 93, a positive terminal 81, a negative terminal 82, and a housing 96.

  The assembled battery 91 is composed of a series connection body of a plurality of battery cells. The positive terminal of the assembled battery 91 is connected to the positive terminal 81, and the negative terminal of the assembled battery 91 is connected to the housing 96. The housing 96 is connected to the body ground 50.

  The substrate 92 is connected to a configuration that monitors current, voltage, temperature, and the like related to the assembled battery 91 and detects an abnormal state, leakage, and the like of the assembled battery 91. Specifically, a current sensor that detects the current of the assembled battery 91, a voltage sensor that detects the voltage of the assembled battery 91, and a temperature sensor that detects the temperature of the assembled battery 91 are connected to the substrate 92 via the battery connector 93. It is connected.

  The battery connector 93 includes a plurality of terminals connected to an electrical path on the substrate 92, and some of the terminals are connected to the voltage sensor, the current sensor, and the temperature sensor, respectively. In the present embodiment, one of the terminals of the battery connector 93 is used as an auxiliary terminal 93 a connected to the auxiliary wiring 16.

  A capacitor 94 is mounted on the substrate 92. A first end of the capacitor 94 is connected to the auxiliary terminal 93 a of the battery connector 93, and a second end is connected to the ground pattern 95. The ground pattern 95 is connected to a housing 96 connected to the body ground 50. The auxiliary wiring 16 is electrically connected to the body ground 50 via the auxiliary terminal 93a, the capacitor 94, and the ground pattern 95.

  With the above configuration, the assembled battery 91, the positive electrode terminal 81, the positive electrode side wiring 11, the high potential side electric path 41, the low potential side electric path 42, the auxiliary wiring 16, the auxiliary terminal 93a, and the capacitor 94 are provided. A loop is provided. In this loop, the capacitor 94 suppresses the direct current component flowing through the auxiliary wiring 16.

  In the present embodiment, a capacitor 94 that functions as a DC component suppressing element is mounted on the substrate 92. For this reason, the capacitor 60 can be provided on the loop by connecting the positive electrode side wiring 11 and the auxiliary wiring 16 to the substrate 92. Therefore, it is easier to provide the capacitor 94 on the loop than when the capacitor 94 is provided on the auxiliary wiring 16.

(Twelfth embodiment)
In the twelfth embodiment, a description will be given focusing on a configuration different from the tenth embodiment.

  FIG. 19 is a diagram illustrating the harness member 19 according to the twelfth embodiment. As shown in FIGS. 5 and 6, the harness member 19 is formed by integrating the positive electrode side wiring 11, the internal insulating portion 17, the auxiliary wiring 16, and the outer skin portion 18.

  In the present embodiment, the auxiliary wiring 16 is divided into two. The divided auxiliary wiring 16 is connected by a capacitor 170 which is a passive element. In the present embodiment, the capacitor 170 is a ceramic capacitor. In FIG. 19, for convenience of explanation, illustration of the outer skin portion 18 near the capacitor 170 is omitted.

  The auxiliary wiring 16 includes a first linear portion 161 and a second linear portion 162 that are linearly formed by consolidating a part of the auxiliary wiring 16. Specifically, the first and second linear portions 161 and 162 aggregated in the radial direction of the positive electrode side wiring 11 are formed by twisting the wire lines forming the auxiliary wiring 16 in one direction. The first linear portion 161 and the second linear portion 162 are connected by a capacitor 170. In the auxiliary wiring 16 shown in FIG. 19, the first linear part 161 is connected to the negative electrode terminal 82 side of the battery 80, and the second linear part 162 is connected to the auxiliary terminal 28a side.

  In the present embodiment, linear portions 161 and 162 aggregated in a linear shape are formed in the auxiliary wiring 16, and the linear portions 161 and 162 are connected by the capacitor 170. For this reason, the capacitor 170 can suppress a direct current component flowing through the auxiliary wiring 16.

(Modification 1 of 12th Embodiment)
In Modification 1 of the twelfth embodiment, a plurality of first and second linear portions 161 and 162 are formed in the auxiliary wiring 16, and the first and second linear portions 161 and 162 are connected by capacitors. FIG. 20 is a diagram illustrating the auxiliary wiring 16 as Modification 1 of the twelfth embodiment. In FIG. 20, for convenience of explanation, illustration of the outer skin portion 18 near the capacitor is omitted.

  In FIG. 20, the auxiliary wiring 16 includes four first linear portions 161a, 161b, 161c, 161d and second linear portions 162a, 162b, 162c, 162d so as to surround the circumferential direction of the positive electrode side wiring 11. Is formed. And each 1st linear part 161a-161d and each 2nd linear part 162a-162d are connected by each capacitor | condenser 170a, 170b, 170c, 170d.

  The connection of the four capacitors 170 a to 170 d to the auxiliary wiring 16 is an example, and a plurality of capacitors other than four may be connected to the auxiliary wiring 16.

  In the first modified example, the positive electrode-side wiring 11 is surrounded by the first linear portions 161a to 161d and the second linear portions 162a to 162d. Therefore, the radiation of noise from the positive electrode side wiring 11 to the outside can be further suppressed by the linear portions 161a to 161d and the linear portions 162a to 162d.

(Modification 2 of 12th Embodiment)
In the second modification of the twelfth embodiment, as shown in FIG. 21, the auxiliary wiring 16 is provided with a capacitor portion 171 serving as a capacitor component, and the DC component is suppressed by the capacitor portion 171. The capacitor portion 171 is formed by expanding a part of the auxiliary wiring 16 in the radial direction of the positive electrode side wiring 11. FIG. 21 is a diagram illustrating the configuration of the harness member 19 according to the second modification of the twelfth embodiment. FIG.21 (b) is CC sectional view taken on the line of Fig.21 (a).

  In the present embodiment, the auxiliary wiring 16 is divided into two. Of the auxiliary wiring 16 divided into two, one is connected to the auxiliary terminal 28 a and the other is connected to the negative terminal 82 of the battery 80. Each auxiliary wiring 16 includes a cylindrical portion 16a that covers the internal insulating portion 17 from the outer surface thereof, and a flange portion 16b that extends in a radial direction from an end portion of the cylindrical portion 16a. The flange portion 16b has an annular shape and functions as an electrode portion. A dielectric 172 that electrically insulates the flanges 16b is provided between the flanges 16b. Each flange 16b and the dielectric 172 constitute a capacitor 171. In addition, each brim part 16b should just be formed by expanding the wire wire which comprises the auxiliary wiring 16 in the radial direction of the positive electrode side wiring 11 at circular shape.

  The dielectric 172 has the same outer dimension as the outer dimension of each flange 16b, and has a disk shape. A through hole 173 is formed at the center of the dielectric 172. The positive electrode side wiring 11 is passed through the through hole 173. Note that the material for forming the dielectric 172 only needs to have an insulating property and a relative dielectric constant, and plastic, ceramics, and mica can be used.

  In the capacitor portion 171 having the above-described configuration, positive charges are distributed on the battery 80 side and negative charges are distributed on the auxiliary terminal 28a side in each flange portion 16b by the current flowing through the auxiliary wiring 16. Therefore, charges are stored in the capacitor portion 171. At this time, the capacitance of the capacitor portion 171 has a value corresponding to the area where the flange portions 16b face each other, the interval between the flange portions 16b, and the relative dielectric constant of the dielectric 172.

  In the second modification, a part of the auxiliary wiring 16 is diverted to configure the capacitor unit 171 that functions as a DC component suppressing element, so that the DC component flowing in the loop can be suppressed without using a capacitor as a passive element. .

(13th Embodiment)
In the thirteenth embodiment, a description will be given focusing on a configuration different from the tenth embodiment.

  In the thirteenth embodiment, the DC component is suppressed by the parasitic capacitance generated in the auxiliary wiring 16. FIG. 22 is a diagram illustrating the configuration of the power control system according to the thirteenth embodiment. 23 is a cross-sectional view taken along the line DD of FIG.

  As shown in FIGS. 22 and 23, the auxiliary wiring 16 includes an annular first shield wiring 165 and a second shield wiring 166. The first shield wiring 165 and the second shield wiring 166 are arranged along the direction in which the positive electrode side wiring 11 extends.

  The first shield wiring 165 covers the internal insulating portion 17. The first end of the first shield wiring 165 is connected to the negative terminal 82 of the battery 80. The second end of the first shield wiring 165 is open without being electrically connected to any member.

  The second shield wiring 166 is disposed outside the first shield wiring 165 in the radial direction of the positive electrode side wiring 11. The first end of the second shield wiring 166 is connected to the auxiliary terminal 28a. The second end of the second shield wiring 166 is open without being electrically connected to any member.

  As shown in FIG. 23, the inner diameter of the first shield wiring 165 is larger than the outer diameter of the second shield wiring 166, and the inner diameter of the second shield wiring 166 is larger than the outer diameter of the positive electrode side wiring 11. The open end side of the first shield wiring 165 covers the open end side of the second shield wiring 166. Accordingly, the first shield wiring 165 and the second shield wiring 166 are partially in a state where the second shield wiring 166 is on the inner side and the first shield wiring 165 is on the outer side in the direction in which the positive electrode side wiring 11 extends. Are overlapping.

  Between the positive electrode side wiring 11 and the second shield wiring 166, an internal insulating portion 17 formed of a material having electrical insulation is provided. The auxiliary wiring 16 includes a dielectric 167 interposed between the first shield wiring 165 and the second shield wiring 166 in a region where the first shield wiring 165 and the second shield wiring 166 overlap. The dielectric 167 is made of a material such as a synthetic resin, and electrically insulates the first shield wiring 165 and the second shield wiring 166.

  Since the first shield wiring 165 and the second shield wiring 166 are insulated by the dielectric 167, a region where the first and second shield wirings 165 and 166 overlap functions as a capacitance generation unit 168 that generates a parasitic capacitance Cp. To do. Specifically, positive charges are distributed in the second shield wiring 166, and negative charges are distributed in the first shield wiring 165. Therefore, in the capacitance generation unit 168, electric charges are stored between the first and second shield wirings 165 and 166.

  The capacitance of the capacitance generator 168 depends on the area of the overlapping portion of the first and second shield wires 165 and 166, the distance between the first and second shield wires 165 and 166, and the relative dielectric constant of the dielectric 167. Value.

  FIG. 24 shows an equivalent circuit of the power control system 100. The first shield wiring 165 and the second shield wiring 166 are connected in series by the parasitic capacitance Cp formed between the first shield wiring 165 and the second shield wiring 166. Therefore, a loop including the battery 80, the positive electrode side wiring 11, the second shield wiring 166, and the first shield wiring 165 is formed. The parasitic capacitance Cp suppresses the direct current component flowing through the second shield wiring 166.

  In the present embodiment, in the auxiliary wiring 16, the first shield wiring 165, the second shield wiring 166, and the dielectric 167 form a capacitance generation unit 168, and the DC generation is suppressed by the capacitance generation unit 168. This eliminates the need for a capacitor as a direct current component suppression element. In addition, since the first shield wiring 165 and the second shield wiring 166 cover the outer periphery of the positive electrode side wire 11, it is possible to further suppress noise emission from the positive electrode side wire 11 to the outside.

  The first shield wiring 165 and the second shield wiring 166 are partially in a state where the second shield wiring 166 is on the outside and the first shield wiring 165 is on the inside in the direction in which the positive electrode side wiring 11 extends. It may overlap.

(Modification of the thirteenth embodiment)
In the modification of the thirteenth embodiment, the auxiliary wiring 16 includes a plurality of first wirings 180 and a plurality of second wirings 183, and suppresses a direct current component by a parasitic capacitance Cq generated between the wirings 180 and 183. In the present embodiment, the number of first wirings 180 and the number of second wirings 183 are the same. FIG. 25 shows a case where six first wirings 180 and six second wirings 183 are arranged. FIG. 25 is a diagram illustrating a harness member 19 according to a modification of the thirteenth embodiment. FIG. 25 shows a cross section of the harness member 19 for convenience of explanation. 26 is a cross-sectional view taken along line EE in FIG. In FIG. 25, the internal insulating portion 17 that covers the positive electrode side wiring 11 is omitted.

  Each first wiring 180 and each second wiring 183 are arranged along the direction in which the positive electrode-side wiring 11 extends. Each of the first wirings 180 and each of the second wirings 183 is, for example, an AV line (low voltage electric wire for automobile) having a circular cross section.

  Each first wiring 180 includes a first conductor 181 and a first covering portion 182 that covers the first conductor 181. The 1st coating | coated part 182 is comprised by the material (for example, synthetic resin) which has electrical insulation. Each second wiring 183 includes a second conductor 184 and a second covering portion 185 that covers the second conductor 184. The 2nd coating | coated part 185 is comprised with the material (for example, synthetic resin) which has electrical insulation.

  As shown in FIG. 26, the first wiring 180 and the second wiring 183 are alternately arranged so as to surround the outer periphery of the positive electrode side wiring 11. FIG. 26 shows six wiring pairs in which one first wiring 180 and one second wiring 183 are set.

  Each of the first conductors 181 has a first end electrically connected to the negative terminal 82 of the battery 80 and a second end open. Each of the second conductors 184 has a first end connected to the auxiliary terminal 28a and an open second end. The first and second conductors 181 and 184 are formed of, for example, a core wire.

  In the auxiliary wiring 16, a first covering portion 182 and a second covering portion 185 that are insulators are interposed between the first conductor 181 and the second conductor 184. Therefore, a parasitic capacitance Cq is generated between the first wiring 180 and the second wiring 183. In the present embodiment, the first covering portion 182 and the second covering portion 185 correspond to an insulating portion that functions as a dielectric.

  FIG. 27 shows an equivalent circuit of the power control system 100 according to this modification. The first conductor 181 and the second conductor 184 are connected in series by the parasitic capacitance Cq generated between the first conductor 181 and the second conductor 184. Therefore, a loop including the battery 80, the positive electrode side wiring 11, the second conductor 184, and the first conductor 181 is formed. The parasitic capacitance Cq suppresses the direct current component flowing through the second conductor 184. In the present modification, the parasitic capacitance Cq is generated according to the number of the first wiring 180 and the second wiring 183.

  In this modification, the direct current component flowing through the auxiliary wiring 16 is suppressed by the parasitic capacitance Cq generated between the plurality of first conductors 181 and the second conductor 184, and thus a capacitor as a direct current component suppression element is not necessary. Further, by covering the periphery of the positive electrode side wiring 11 with the plurality of first wirings 180 and the second wiring 183, it is possible to further suppress the emission of noise from the positive electrode side wiring 11 to the outside.

(14th Embodiment)
When the casing 21 of the ISG 20 has an opening, the auxiliary wiring 16 may be inserted into the casing 21 through the opening and connected to the capacitor of the control board 43. For example, when the ISG 20 includes a heat dissipation opening for heat dissipation, the auxiliary wiring 16 is inserted into the housing of the ISG 20 through the heat dissipation opening. Then, the inserted auxiliary wiring 16 may be connected to a capacitor provided in the control board 43.

(Other embodiments)
The use of ISG as the drive circuit is just an example, and a motor, a switching circuit, or the like may be used as long as the circuit generates noise.

  As the in-vehicle device, in addition to the above-described ISG and DC / DC converter, a starter, an alternator, and a radiator fan that start the engine may be used.

  The DC component suppressing element may be any element that can suppress the DC component flowing through the auxiliary wiring 15 and may be an element that functions as a resistance or a capacitance component.

  DESCRIPTION OF SYMBOLS 11 ... Positive electrode side wiring, 15 ... Auxiliary wiring, 50 ... Body earth, 80 ... Battery, 81 ... Positive electrode terminal, 82 ... Negative electrode terminal, 41 ... High potential side electrical path, 42 ... Low potential side electrical path

Claims (17)

In an in-vehicle device mounted on a vehicle having a power source (80),
A drive circuit (40; 210-240) driven by a DC voltage supplied from the power source;
A positive electrode side wiring (11) for electrically connecting the positive electrode terminal of the power source and the high potential side electric path (41) of the drive circuit,
The negative terminal of the power source and the low potential side electrical path (42) of the drive circuit are electrically connected to the body earth (50) of the vehicle,
One of the positive terminal and the negative terminal is electrically connected to a first end, one of the high potential side electrical path and the body ground is electrically connected to a second end, and the positive side wiring And an auxiliary wiring (15) disposed along any one of the body grounds.   The in-vehicle device according to claim 1, wherein the auxiliary wiring is disposed along the positive electrode side wiring.   The in-vehicle device according to claim 2, wherein the auxiliary wiring is configured to cover the positive electrode side wiring by being configured to cover the positive electrode side wiring. A housing (21) for housing the drive circuit;
A high potential side terminal (22p) that is electrically connected to the high potential side electrical path and protrudes outside the housing;
The auxiliary wiring is integrated with the positive electrode side wiring as a shield wiring covering the positive electrode side wiring,
The in-vehicle device according to claim 3, wherein the positive electrode side wiring electrically connects a positive electrode terminal of the power source and the high potential side terminal.   The in-vehicle device according to any one of claims 2 to 4, wherein the auxiliary wiring is disposed along the positive electrode side wiring in a state of being wound around the positive electrode side wiring.   The in-vehicle device according to claim 5, wherein the auxiliary wiring is integrated with the positive electrode side wiring in a state of being wound around the positive electrode side wiring.   The area of the loop path including the positive electrode side wiring and the auxiliary wiring is made smaller than the area of the loop path including the positive electrode side wiring and the body ground. In-vehicle device.   The in-vehicle device according to any one of claims 1 to 7, further comprising a direct current component suppression element (60) that is provided in the auxiliary wiring and suppresses a direct current flowing through the auxiliary wiring. A plurality of the drive circuits;
The positive electrode side wiring electrically connects a positive electrode terminal of the power source and the high potential side electric path of each of the plurality of drive circuits,
The auxiliary wiring is
A common wiring electrically connected to either the positive terminal or the negative terminal;
A branch line branched from the common line and electrically connected to either the high-potential side electrical path or the body ground of each of the plurality of drive circuits,
The in-vehicle device according to claim 8, wherein the DC component suppression element is provided on the power supply side with respect to a branch point where the branch wiring branches from the common wiring among the auxiliary wiring. A series connection body of a plurality of filter capacitors (61, 62) for electrically connecting the high potential side electrical path and the low potential side electrical path;
A second end of the auxiliary wiring is electrically connected to a connection point of two adjacent filter capacitors among the plurality of filter capacitors;
A DC component suppression element (67) provided in an electrical path from a first end of the auxiliary wiring to a connection point of the filter capacitor via a second end and suppressing a direct current flowing through the electrical path. 4. The in-vehicle device according to 4.   The in-vehicle device according to any one of claims 8 to 10, wherein the direct current component suppression element is a capacitor. The auxiliary wiring is
A first shield wiring (165) having a first end connected to the negative electrode terminal and a second end opened to cover the positive electrode side wiring;
A second shield wiring (166), the first end of which is electrically connected to the body ground and the second end is opened, and is arranged so as to cover the positive side wiring;
5. The dielectric (167) interposed between the first shield wiring and the second shield wiring in a region where the first shield wiring and the second shield wiring overlap with each other. The in-vehicle device described. The auxiliary wiring is
A first conductor (181) having a first end connected to the negative electrode terminal and a second end opened, and a plurality of first conductors (181) arranged along a direction in which the positive electrode side wire extends and so as to surround the positive electrode side wire; ,
A plurality of second conductors (a plurality of second conductors are disposed so that the first end is electrically connected to the body ground, the second end is opened, and the positive side wiring extends in a direction surrounding the positive side wiring). 184), and
The first conductor and the second conductor are alternately arranged in the circumferential direction of the positive electrode side wiring,
The auxiliary wiring is interposed between the positive electrode side wiring, the first conductor, and the second conductor, and electrically insulates the positive electrode side wiring, the first conductor, and the second conductor. The in-vehicle device according to claim 4, having (182, 185).   The in-vehicle device according to claim 1, wherein the auxiliary wiring is disposed along the body ground.   The in-vehicle device according to claim 14, wherein an area of a loop path including the body ground and the auxiliary wiring is smaller than an area of a loop path including the positive electrode side wiring and the body ground. A housing for housing the drive circuit;
The power source is a battery disposed away from the housing,
The positive electrode side wiring is disposed between the battery and the housing,
The in-vehicle device according to any one of claims 1 to 15, wherein the auxiliary wiring is disposed outside the casing so as to follow either the positive electrode side wiring or the body ground.   The in-vehicle device according to any one of claims 1 to 16, wherein the drive circuit includes a switch, and is a power converter in which the switch is switched.

Images