Electric vehicle

Provided is an electric vehicle in which the state of contact between an electric connection arm and an external power line can be stabilized during traveling of the electric vehicle. In the electric vehicle, when the free end of an electric connection arm contacts an external power line during traveling of the electric vehicle, a posture control device controls the posture of the vehicle body so that the rotation angle of the electric connection arm approaches a target rotation angle or a target rotation angle range.

TECHNICAL FIELD

The present invention relates to an electric vehicle equipped with an energizing arm used for charging or supplying power through contact with external power lines.

BACKGROUND ART

As disclosed in Japanese Laid-Open Patent Publication No. 2013-233037 (hereinafter referred to as “JP 2013-233037A”), during traveling of an electric vehicle10, a charging arm18is extended out in a vehicle transverse direction, and charging from a power supplying apparatus26is carried out by bringing the charging arm18into contact with power lines24made up from a positive electrode power line24pand a negative electrode power line24n(see Abstract). A direct current or an alternating current high voltage is applied to the power lines24from a non-illustrated external power source (see paragraph [0023]). Contact between the charging arm18and the power lines24is carried out by moving an actuator38on a slide rail37to thereby extend the charging arm18(see paragraphs [0034], [0035], [0045]).

SUMMARY OF INVENTION

As noted above, according to JP 2013-233037A, the charging arm18and the power lines24are placed in contact by moving the actuator36on the slide rail37to thereby extend the charging arm18(see paragraphs [0034], [0035], [0045]). More specifically, alignment of the charging arm18and the power lines24is performed by adjusting the posture of the electric vehicle10by a driver operating a steering system.

In the case that the charging arm18(energizing arm) is placed in contact with aerial power lines24(external power lines) during traveling of the electric vehicle10, there is a concern that the contact state may become unstable accompanying changes (including movement) of the posture of the vehicle body caused by traveling of the vehicle. If the contact state becomes unstable in this manner, alternating states may occur between contact and non-contact, and there is a possibility that trouble will be caused, such as generation of arcing between the charging arm16and the power lines24or the like.

The present invention has been devised taking into consideration the aforementioned problems, and has the object of providing an electric vehicle which is capable of stabilizing the contact state between an energizing arm and external power lines during traveling.

An electric vehicle according to the present invention comprises a power source, an energizing arm including a fixed end connected rotatably with respect to a vehicle body, a free end configured to be capable of being displaced in a vehicle widthwise direction accompanying rotation at the fixed end, and a conductive member arranged between the fixed end and the free end, and within the conductive member, the fixed end side being connected electrically with the power source, an angle detector configured to detect an angle of rotation of the energizing arm, a contact detector configured to detect contact of the free end with respect to external power lines, and a posture control device configured to control a posture of the vehicle body, wherein during traveling of the electric vehicle, when the contact detector detects contact of the free end, the posture control device is configured to control the posture of the vehicle body so that the angle of rotation of the energizing arm approaches a target angle of rotation or a range of target angles of rotation.

According to the present invention, when the free end of the energizing arm comes into contact with the external power lines, the posture of the vehicle body is controlled so that the angle of rotation of the energizing arm approaches a target angle of rotation or a range of target angles of rotation. Consequently, contact of the energizing arm with respect to the external power lines can be made stable.

More specifically, in the case that the free end of the energizing arm is placed in contact with the external power lines during traveling of the electric vehicle, there is a concern that the contact state may become unstable accompanying changes (including movement) of the posture of the vehicle body caused by traveling of the vehicle. If the contact state becomes unstable, alternating states may occur between contact and non-contact, and there is a possibility that trouble will be caused, such as generation of arcing between the free end and the external power lines. According to the present invention, it is possible for such a defect to be prevented.

The electric vehicle may be equipped with an electric power steering mechanism, wherein the electric power steering mechanism comprises a steering system, a steering reaction force imparting device configured to impart a reaction force to the steering system, and a steering reaction force control device configured to control the steering reaction force imparting device, and the steering reaction force control device is configured to generate the steering reaction force in the steering reaction force imparting device so as to suppress a change in a steering angle of the steering system, in an event it is determined that the angle of rotation coincides with the target angle of rotation or in an event it is determined that, the angle of rotation lies within the range of target angles of rotation, and generate the steering reaction force in the steering reaction force imparting device so as to cause the angle of rotation to approach the target angle of rotation or the range of target angles of rotation, in an event it is determined that the angle of rotation does not coincide with the target angle of rotation or in an event it is determined that the angle of rotation does not lie within the range of target angles of rotation.

In accordance with this feature, the steering operation of the driver can be guided so as to maintain the contact state between the free end of the energizing arm and the external power lines.

The electric vehicle may further comprise a toe angle control actuator configured to control a toe angle of steered wheels, and a toe angle control device configured to control the toe angle control actuator, wherein the toe angle control device is configured to control the toe angle control actuator so as to suppress a change in the toe angle, in an event it is determined that the angle of rotation coincides with the target angle of rotation or in an event it is determined that the angle of rotation lies within the range of target angles of rotation, and control the toe angle control actuator so as to cause the angle of rotation to approach the target angle of rotation or the range of target angles of rotation, in an event it is determined that the angle of rotation does not coincide with the target angle of rotation or in an event, it is determined that the angle of rotation does not lie within the range of target angles of rotation.

In accordance with this feature, the toe angle of the steered wheels can be adjusted automatically so as to maintain the contact state between the free end of the energizing arm and the external power lines.

The electric vehicle may further comprise a drive power distribution adjusting mechanism configured to adjust a drive power distribution of left and right drive wheels, wherein the drive power distribution adjusting mechanism is configured to maintain the drive power distribution, in an event it is determined that the angle of rotation coincides with the target angle of rotation or in an event, it is determined that the angle of rotation lies within the range of target, angles of rotation, and change the drive power distribution so as to cause the angle of rotation to approach the target angle of rotation or the range of target angles of rotation, in an event it is determined that the angle of rotation does not coincide with the target angle of rotation or in an event it is determined that the angle of rotation, does not lie within the range of target angles of rotation.

In accordance with this feature, the drive power distribution of the left and right drive wheels can be adjusted automatically so as to maintain the contact state between the free end of the energizing arm and the external powder lines.

The electric vehicle may further comprise a braking force distribution adjusting mechanism configured to adjust a braking force distribution of left and right wheels, wherein the braking force distribution adjusting mechanism is configured to maintain the braking force distribution, in an event, it is determined that the angle of rotation coincides with the target, angle of rotation or in an event it is determined that the angle of rotation lies within the range of target angles of rotation, and change the braking force distribution so as to cause the angle of rotation to approach the target angle of rotation or the range of target angles of rotation, in an event it is determined that the angle of rotation does not coincide with the target angle of rotation or in an event it is determined that the angle of rotation does not lie within the range of target angles of rotation.

In accordance with this feature, the braking force distribution of the left and right wheels can be adjusted automatically so as to maintain the contact state between the free end of the energizing arm and the external power lines.

An electric vehicle according to the present invention comprises a power source, an energizing arm including on one end a power receiving portion that contacts external power lines arranged in a line shape (i.e., linearly or in a curved manner) along a travel path, and another end of which is connected electrically to the power source, an arm displacement mechanism configured to displace the energizing arm outwardly of a vehicle body during traveling, and a posture control device configured to, when the electric vehicle is traveling while the power receiving portion is in contact with the external power lines, maintain or change a posture of the electric vehicle so as to maintain a predetermined contact state between the external power lines and the power receiving portion, or so as to bring about the predetermined contact state.

According to the present invention, when the electric vehicle is traveling while the power receiving portion of the charging arm is in contact with the external power lines, the posture of the electric vehicle is maintained or changed so as to maintain a predetermined contact state between the external power lines and the power receiving portion, or so as to bring about the predetermined contact state. In accordance with this feature, it is possible to easily control the relative positioning of the electric vehicle with respect to the external power lines during traveling of the electric vehicle.

Further, for example, in the case that the posture of the electric vehicle is maintained or changed so as to maintain the predetermined contact state, the contact pressure between the external power lines and the power receiving portion can easily be maintained during charging to the power source from the exterior or during supply of power to the exterior from the power source. Consequently, it is unlikely for arcing to take place between the external power lines and the power receiving portion, and charging to the power source or supply of power from the power source can foe carried out in a stable manner.

DESCRIPTION OF EMBODIMENTS

I. First Embodiment

FIG. 1is an outline schematic view of a charging system10equipped with an electric vehicle12according to a first embodiment of the present invention.FIG. 2is a plan view showing with emphasis portions of the charging system10.FIG. 3is a front view showing with emphasis portions of the charging system10. As shown inFIGS. 1 through 3, the charging system10, in addition to the electric vehicle12(hereinafter also referred to as a “vehicle12”), includes an external power supplying apparatus14(hereinafter also referred to as a “power supplying apparatus14”). Any of the directions (“front”, “rear”, “left”, “right”, “up”, “down”) inFIGS. 2 and 3are directions on the basis of the vehicle12(the same holds true forFIG. 4).

According to the first embodiment, electrical power is supplied to the vehicle12from the power supplying apparatus14, and charging of a battery24(seeFIG. 1) for traveling of the vehicle12is performed. Conversely, electrical power may be supplied from the vehicle12to an external device (power supplying apparatus14, etc.).

(1A-2-1. Overall Configuration of Electric Vehicle12)

As shown inFIGS. 1 through 3, the vehicle12includes a traction motor20(hereinafter also referred to as a “motor20”), an inverter22, the battery24for traveling (hereinafter also referred to as a “battery24”), an SOC sensor26, an energizing arm28, a DC/DC converter30, a capacitor32, a voltage sensor34, a current sensor36, an arm deployment mechanism38(hereinafter referred to as a “deployment mechanism38”), an arm deployment switch40, a vehicle velocity sensor42, a yaw rate sensor44, an electric power steering mechanism46(hereinafter referred to as an “EPS mechanism46”), and an energizing electronic control unit48(hereinafter referred to as an “energizing ECU48” or an “ECU48”).

The traction motor20is a 3-phase brushless type of motor, which generates a drive power F [N] (or a torque [N·m]) for the vehicle12on the basis of electrical power supplied from the battery24through the inverter22. Further, the motor20carries out charging of the battery24by outputting to the battery24power (regenerative power Preg) [W] produced by performing a regenerative operation. The regenerative power Preg may also be output to a step-down converter, a low-voltage battery, and auxiliary devices, none of which are shown.

The inverter22is constituted as a 3-phase full-bridge type, which converts a DC current from the battery24into a 3-phase AC current and supplies the same to the motor20, whereas accompanying a regenerative operation, supplies a DC current to the battery24following AC/DC conversion.

The battery24is an energy storage device (energy storage) including a plurality of battery cells, and for example, a lithium ion secondary battery, a nickel-metal hydride battery, or the like, can be used therefor. Alternatively, in place of the battery24or in addition to the battery24, an energy storage device such as a capacitor or the like can be used. A non-illustrated DC/DC converter may be disposed between the inverter22and the battery24, and an output voltage from the battery24or an output voltage from the motor20may be stepped-up or stepped-down in voltage.

The SOC sensor26detects a remaining capacity (SOC: State of Charge) of the battery24and outputs the same to the ECU48.

The energizing arm28(hereinafter referred to as an “arm28”) is a site that is placed in contact with the power supplying apparatus14when the battery24is charged with electrical power from the power supplying apparatus14. As shown inFIG. 2, the arm28is connected to a vehicle body52at a location between the front wheels Wf and the rear wheels Wr, with one end (fixed end) thereof being capable of rotating about an axis of rotation50. Therefore, the energizing arm26is capable of being deployed (or displaced) transversely or laterally of the vehicle12(on the right side in the present embodiment) at a time of contact with the power supplying apparatus14.

An energizing head60including a power receiving portion62(energizing portion) and a contact sensor63is provided on a distal end of the energizing arm28. The power receiving portion62includes a positive electrode terminal64pand a negative electrode terminal64n. The positive electrode terminal64pand the negative electrode terminal64nare connected electrically with a fixed end side through respective non-illustrated conductive members. The vehicle12and the power supplying apparatus14are connected electrically by the power receiving portion62being placed in contact with external power lines170of the power supplying apparatus14.

The contact sensor63serves to detect contact between the energizing head60and the external power supplying apparatus14(later described external power lines170), and is constituted, for example, from a pressure sensor disposed on a portion of the energizing head60. Alternatively, the contact sensor63may be constituted as a voltage sensor that is arranged between the power receiving portion62and the converter30.

Concerning the principal structure of the charging arm28, for example, the configuration disclosed in JP 2013-233037A can be used.

The DC/DC converter30(hereinafter also referred to as a “converter30” or a “vehicle side converter30”) converts an output voltage of the power supplying apparatus14(hereinafter referred to as an “output voltage Vs” or a “power supply voltage Vs”) and outputs the same to the inverter22and the battery24. According to the present embodiment, the converter30steps-down the power supply voltage Vs, and outputs the same to the side of the vehicle12. However, the converter30may carry out only stepping-up of the power supply voltage Vs, or may carry out both stepping-up and stepping-down in voltage thereof.

The capacitor32is arranged between the power receiving portion62of the arm28and the converter30. The capacitor32, for example, suppresses voltage fluctuations by temporarily storing the electric power from the power supplying apparatus14.

The voltage sensor34is arranged between the DC/DC converter30and branch points70p,70n, and detects a voltage (hereinafter referred to as a “converter output voltage Vc2”, “a converter secondary voltage Vc2”, or a “secondary voltage Vc2”) on a secondary side (output side) of the DC/DC converter30.

The current sensor36is arranged between the DC/DC converter30and the branch point70p, and detects a current (hereinafter referred to as a “converter output current Ic2”, “a converter secondary current Ic2”, or a “secondary current Ic2”) on the secondary side of the DC/DC converter30.

The arm deployment mechanism38(arm displacement mechanism) serves to deploy the arm28, and as shown inFIG. 2, includes a slider unit80, a damper unit82, and an arm angle sensor84(hereinafter referred to as an “angle sensor84” or a “sensor84”). The slider unit80includes a slider90and a slider support member92. Based on a command from the ECU48, the slider90is capable of sliding with respect to the slider support member92. The slider90, for example, is an electromagnetic or a pneumatic type of linear actuator.

One end (first end) of the damper unit82is connected rotatably to the slider90, and another end (second end) thereof is connected rotatably to the arm28. When the arm28is deployed, the slider90is displaced to the front side of the vehicle12, and the first end of the damper unit82is displaced forward. When the arm28is housed, the slider90is displaced to the rear side of the vehicle12, and the first end of the damper unit82is displaced rearward.

The angle sensor84serves to detect and angle of rotation of the arm28(hereinafter referred to as an “angle of rotation θarm”, an “arm angle θarm”, or a “detection angle θarm”) [deg], and for example, is constituted by a potentiometer. The angle of rotation θarm in this case, for example, can be an angle that uses as a reference an initial position of the arm28(the position shown by the two-dot-dashed line inFIG. 2). Alternatively, the angle of rotation θarm may be defined as an angle with respect to an imaginary line (not shown) that passes through the axis of rotation50in a longitudinal direction of the vehicle12.

The arm deployment switch40(hereinafter also referred to as a “deployment switch40” or a “switch40”) serves to issue a command for deployment of the arm28in accordance with an operation from the user. The switch40, for example, is formed on a portion of a steering system100(in particular, the steering wheel) (seeFIG. 1). When the switch40is turned on, the arm28is deployed through the deployment mechanism38, and when the switch40is turned off, the arm28is accommodated through the deployment mechanism38.

The vehicle velocity sensor42detects a vehicle velocity V [km/h] of the vehicle12. The yaw rate sensor44detects a yaw rate Yr [deg/sec] of the vehicle12.

The EPS mechanism46, in addition to the steering system100(in this case, including the steering column), includes an EPS motor102, a steering angle sensor104(hereinafter also referred to as an “angle sensor104” or a “sensor104”), and an EPS electronic control unit106(hereinafter referred to as an “EPS ECU106”).

Based on a command from the EPS ECU106, the EPS motor102imparts a reaction force Fstr (hereinafter also referred to as a “steering reaction force Fstr”) with respect to the steering system100. The steering angle sensor104detects a steering angle θstr of the steering system100.

The EPS ECU106controls the steering reaction force Fstr generated by the EPS motor102on the basis of the steering angle θstr, the vehicle velocity V, and the yaw rate Yr, etc. The EPS ECU106includes an input/output unit, a computation unit, and a storage unit, none of which are shown.

The ECU48serves to control reception of inputs from respective components of the vehicle12or to control the respective components themselves through a vehicle side communications line110(seeFIG. 1), and includes an input/output unit120, a computation unit122, and a storage unit124. In the present embodiment, the computation unit122of the ECU48includes an arm controller130, a posture controller132, and an energizing controller134. The arm controller130controls the energizing arm28through the arm deployment mechanism38. The posture controller132controls the posture of the vehicle12(vehicle body52) through the EPS mechanism46. The energizing controller134controls charging of the battery24or supply of power from the battery24.

FIG. 4is an external view showing schematically a portion, of the external power supplying apparatus14. As shown inFIGS. 1 through 4, the power supplying apparatus14includes a DC power source150, a contact-type power supplying portion152, a DC/DC converter154(hereinafter also referred to as a “converter154” or an “external converter154”), a diode156, a voltage sensor158, an input device160, and a control device162. Hereinafter, the DC power source150, the converter154, the diode156, the voltage sensor158, the input device160, and the control device162may also be referred to collectively as a voltage applying unit164. The voltage applying unit164is a site that applies a voltage with respect, to the contact-type power supplying portion152.

The DC power source150(hereinafter also referred to as a “power source150”) supplies electrical power with respect to the vehicle12. The power source150of the present embodiment is constituted, for example, by connecting a plurality of batteries together in series. Alternatively, the power source150may be constituted from a single battery. Alternatively, the power source150can be constituted from a combination of a commercial AC power source and an AC/DC converter (not shown).

The contact-type power supplying portion152(hereinafter also referred to as a “power supplying portion152”) is a site, which by being placed in contact with the arm28of the vehicle12, supplies electrical power from the power source150to the side of the vehicle12. As shown inFIGS. 1 through 4, the contact-type power supplying portion152of the present embodiment includes external power lines170, a power line retaining section172, and a plurality of support posts174.

The external power lines170(hereinafter also referred to as “power lines170”) comprise a positive electrode terminal180pand a negative electrode terminal180n. As shown inFIGS. 3 and 4, the positive electrode terminal180pand the negative electrode terminal180nare formed as a pair in the interior of a groove member182that is formed in the power line retaining section172. Therefore, the external power lines170are constituted as aerial power lines that are disposed above a travel path190(seeFIG. 2etc.). Further, as shown inFIG. 2, the positive electrode terminal180pand the negative electrode terminal180nare arranged along the travel path190of the vehicle12. In particular, the positive electrode terminal180pand the negative electrode terminal180nare disposed in the form of a straight line. The length of the positive electrode terminal180pand the negative electrode terminal180nin the direction of travel of the vehicle12can be set to any value, for example, within a range of 1 to 100 m.

As discussed above, the power line retaining section172retains the external power lines170in the groove member182thereof. The support posts174are disposed vertically on the side of the travel path190, and support the external power lines170and the power line retaining section172.

The external converter154converts the input voltage (power source voltage Vcc) from the power source150, and outputs the same to the external power lines170. The converter154is a step-up/step-down type converter. Alternatively, depending on the power source voltage Vcc, the converter154can be a step-up or a step-down type of converter.

The conversion ratio of the converter154is controlled by the control device162. More specifically, the duty ratio of drive signals Sd2with respect to the converter154is adjusted, whereby the power supply voltage Vs is controlled by converting the power source voltage Vcc. The power source voltage Vcc according to the present embodiment is a comparatively high voltage, and the converter154produces the power supply voltage Vs by stepping-down the power source voltage Vcc. Alternatively, the converter154may carry out only stepping-up of the power source voltage Vcc, or may carry out both stepping-up and stepping-down in voltage thereof. After the power supply voltage Vs has reached the target value, the control device162maintains the power supply voltage Vs at a constant value.

The diode156is arranged between the converter154and the positive electrode terminal180p, and serves to prevent flowing of current from the vehicle12to the side of the power supplying apparatus14.

The voltage sensor158is disposed on a secondary side (output side) of the DC/DC converter154, detects the output voltage VS of the converter154, and outputs information thereof to the control device162.

The input device160serves to input to the control device162commands from an administrator of the power supplying apparatus14. The input device160can be constituted, for example, from a plurality of operation buttons, and an input means such as a keyboard or the like.

The control device162serves to control the power supplying apparatus14as a whole, and according to the present embodiment, primarily controls the external converter154.

1B. Various Types of Control

Next, a description will be presented concerning various controls when electrical power is supplied to the vehicle12from the power supplying apparatus14, and charging of the battery24of the vehicle12is performed. The controls include an energizing arm control, a vehicle body posture control, and a charging control.

The energizing arm control is a control for the energizing arm28prior to charging, during charging, and after charging of the battery24, which is implemented by the arm controller130of the ECU48. The vehicle body posture control serves to control the posture of the vehicle body52(vehicle12) accompanying deployment of the energizing arm28, and is implemented by the posture controller132of the ECU48, The vehicle body posture control of the first embodiment primarily treats the EPS mechanism46as a control object. The charging control is a control for carrying out charging of the battery24of the vehicle12. In the charging control, there are included a power supplying control implemented by the control device162of the power supplying apparatus14, and a power receiving control implemented by the energizing controller134of the ECU48of the vehicle12.

According to the first embodiment, by a combination of the energizing arm control and the vehicle body posture control, the contact state between the contact-type power supplying portion152of the power supplying apparatus14and the power receiving portion62of the vehicle12can suitably be maintained during the charging control.

FIG. 5is a flowchart of the energizing arm control according to the first embodiment. In step S1ofFIG. 5, the ECO48determines whether or not a deployment starting condition for the energizing arm28has been satisfied. As such a deployment starting condition, there can be cited, for example, that the deployment switch40has been turned on.

In addition to or in place thereof, the fact that a distance (distance in the direction of travel) between the vehicle12and the contact-type power supplying portion152in the direction of travel of the vehicle12is less than or equal to a predetermined threshold value (distance threshold value) may serve as a deployment starting condition. In order to determine the distance in the direction of travel, for example, there may be provided beforehand in the vehicle12a non-illustrated present position detecting device (for example, a navigation device), and a map database in which position information of the power supplying apparatus14(power supplying portion152) is stored. In addition, the distance in the direction of travel can be calculated as a distance between the present position of the vehicle12and the position of the power supplying portion152.

Alternatively, it is possible to provide communications devices for short-range communications, respectively, in the vehicle12and the power supplying apparatus14, and it can be judged that the deployment starting condition is satisfied when communications between both communications devices are established.

In the case that the deployment starting condition is not satisfied (step S1: NO), then the current process is terminated, and the procedure is started again from step S1after elapse of a predetermined time period. In the case that the deployment, starting condition is satisfied (step S1: YES), then the routine proceeds to step S2.

In step S2, the ECU48implements a deployment process for deploying the arm28, which is in an accommodated state. Specifically, the ECO48moves the slider90up to a deployment target position Pinitar. Accordingly, the energizing arm28is deployed at a predetermined angular velocity. At this time, in the case that the energizing arm28is not in contact with the power supplying portion152(external power lines170), the angle of rotation (arm angle θarm) of the energizing arm28reaches an initial deployment target angle θinitar. The initial deployment target angle θinitar is set, for example, to a maximum value of the arm angle θarm. Consequently, the energizing arm28approaches the external power lines170in a state of projecting out farthest from the vehicle body52of the vehicle12.

In step S3, the ECU48determines whether or not a deployment ending condition for the energizing arm28has been satisfied. As such a deployment ending condition, there can be cited, for example, that the deployment switch40has been turned off.

In addition to or in place thereof, completion of charging of the battery24may be used as the deployment-ending condition. Completion of charging can be determined by the SOC having reached a predetermined threshold (SOC threshold).

Alternatively, it is possible to provide communications devices for short-range communications, respectively, in the vehicle12and the power supplying apparatus14, and after communications between both communications devices has been established, it can be judged that, the deployment ending condition is satisfied when communications are cut off.

In the case that the deployment ending condition is satisfied (step S3: YES), then in step S4, the ECU48implements an accommodating process for accommodating the energizing arm28, which is in the deployed condition. Upon completion of the accommodating process, the procedure is started again from step S1after elapse of a predetermined time period. If the deployment ending condition has not been satisfied (step S3: NO), then step S3is repeated.

(1B-3-1. Overall Process Flow of Vehicle Body Posture Control)

FIG. 6is a flowchart of the vehicle body posture control in the first embodiment. In step S11, the ECU48determines whether or not the energizing arm28is currently deployed. If the arm28is not currently deployed (step S11: NO), the ECU48terminates the current process, and the procedure is started again from step S11after elapse of a predetermined time period. If the arm28is currently deployed (step S11: YES), the routine proceeds to step S12.

In step S12, the ECU48determines whether or not contact of the arm28with the external power lines170has started. Such a determination is carried out based on an output from the contact sensor63. If contact of the arm28with the external power lines170has not started (step S12: NO), then in step S13, the ECU48determines whether or not deployment of the arm28has ended. Such a determination is carried out, for example, in accordance with whether or not the deployment switch40has been turned off. If deployment of the arm28has not been completed (step S13: NO), the routine returns to step S12. If deployment of the arm28is completed (step S13: YES), then the current process is terminated, and the procedure is started again from step S11after elapse of a predetermined time period.

In step S12, in the case that contact between the arm28and the power lines170is started (step S12: YES), then in step S14, the ECU48sets a target value of the arm angle θtar (hereinafter referred to as a “target arm angle θarmtar” or a “target angle θarmtar”). The target angle θarmtar may be either a fixed or a variable value. Subsequently, in step S15, the ECU48acquires from the angle sensor84an arm angle θarm (detected angle θarm). In step S16, the ECU48calculates a difference (hereinafter referred to as a “difference Δθarm”) between the target angle θarmtar and the detected angle θarm.

In step S17, the ECU48acquires the steering angle θstr from the steering angle sensor104through the EPS ECU106. In step S18, the ECU48calculates an amount of change Δθstr [deg/sec] per unit time of the steering angle θstr. The amount of change Δθstr is defined by a difference between a steering angle θstr (current) and a steering angle θstr (previous), and is indicative of a steering direction Dstr of the steering system100. The parenthetical term “(current)” indicates a value acquired in the current, computation cycle, and the parenthetical term “(previous)” indicates a value acquired in the previous computation cycle.

In step S19, the ECU48calculates a target steering reaction force Fstrtar on the basis of the difference Δθarm and the amount of change Δθstr. The method for calculating the target steering reaction force Fstrtar will be described later with reference toFIG. 7.

In step S20, the ECU48controls the steering reaction force Fstr on the basis of the target steering reaction force Fstrtar that was calculated in step S19. More specifically, the ECU48calculates a target input current (target current Imottar) of the EPS motor102based on the target steering reaction force Fstrtar, and controls the input current to the EPS motor102responsive to the target current Imottar.

In step S21, the ECO48determines whether or not deployment of the arm28has ended. Such a determination can be performed in the same way as in step S13.

In addition to or in place thereof, completion of charging of the battery24may be used as the deployment ending condition. Completion of charging can be determined by the SOC having reached a predetermined threshold (SOC threshold).

In the case that the deployment ending condition is satisfied (step S21: YES), then the current process is terminated, and the procedure is started again from step S11after elapse of a predetermined time period. If the deployment ending condition has not been satisfied (step S21: NO), the routine returns to step S14. In the case that a fixed value is used as the target arm angle θarm, then step S15may be returned to instead of step S14.

(1B-3-2. Calculation of Target Steering Reaction Force Fstrtar)

FIG. 7is a descriptive view in relation to calculation of the target steering reaction force Fstrtar. As discussed above, the ECU48calculates the target steering reaction force Fstrtar on the basis of the difference Δθarm and the amount of change Δθstr (step S19ofFIG. 6). More specifically, on the basis of the difference Δθarm, the ECU48determines the positional relationship of the vehicle12with respect to the external power lines170. Further, on the basis of the amount of change Δθstr, the ECU48determines the steering direction Dstr of the steering system100. In addition, the ECU48sets the target reaction force Fstrtar based on the results of these determinations.

(1B-3-2-2. Case in which Vehicle12Approaches Too Closely with Respect to Power Lines170)

In the case that the detection angle θarm is less than the target angle θarmtar (θarm<θarmtar) and the difference Δθarm is a positive value (Δθarm>0), it can be determined that the vehicle12is too close to the external power lines170.

In this case, if the steering direction Dstr of the steering system100is a direction to make the vehicle12approach with respect to the external power lines170, the ECU48increases the target reaction force Fstrtar. Further, if the steering direction Dstr is a direction to make the vehicle12move away with respect to the external power lines170, the ECU48decreases the target reaction force Fstrtar. Furthermore, if the amount of change Δθstr is zero and the steering angle θstr is maintained, the ECU48places the size of the target reaction force Fstrtar at a medium value. By setting the target reaction force Fstrtar in this manner, the steering of the steering system100can be guided so as to cause the vehicle12to move away from the external power lines170(or stated otherwise, so that the detection angle θarm approaches the target angle θarmtar).

(1B-3-2-3. Case in Which Vehicle12is too far with Respect to Power Lines170)

In the case that the detection angle θarm is greater than the target angle θarmtar (θarm>θarmtar) and the difference Δθarm is a negative value (Δθarm<0), the ECU48can determine that the vehicle12is too far away with respect to the external power lines170.

In this case, if the steering direction Dstr is a direction to make the vehicle12approach with respect to the external power lines170, the ECU48decreases the target reaction force Fstrtar. Further, if the steering direction Dstr is a direction to make the vehicle12move away with respect to the external power lines170, the ECU48increases the target reaction force Fstrtar. Furthermore, if the amount of change Δθstr is zero and the steering angle θstr is maintained, the ECU48places the size of the target reaction force Fstrtar at a medium value. By setting the target reaction force Fstrtar in this manner, the steering of the steering system100can be guided so as to cause the vehicle12to approach the external power lines170(or stated otherwise, so that the detection angle θarm approaches the target angle θarmtar).

(1B-3-2-4. Case in Which Distance Ls Between Vehicle12and External Power Lines170is Appropriate)

In the case that the detection angle θarm is equivalent, to the target angle θarmtar (θarm=θarmtar) and the difference Δθarm is zero (Δθarm=0), it can be determined that the distance Ls (seeFIG. 2) between the vehicle12and the external power lines170is appropriate.

In this case, if the steering direction Dstr is a direction to make the vehicle12move closer or move away with respect to the external power lines170, the ECU48increases the target reaction force Fstrtar. Further, if the amount of change Δθstr is zero and the steering angle θstr is maintained, the ECU48decreases the target, reaction force Fstrtar. By setting the target, reaction force Fstrtar in this manner, the steering of the steering system100can be guided so as to maintain the distance Ls between the vehicle12and the external power lines170(more specifically, so that a state is maintained in which the detection angle θarm coincides with or approximates the target angle θarmtar).

[1B-4. Power Supplying Control of Power Supplying Apparatus14]

The control device162of the external power supplying apparatus14places the external power lines170in a power-supplying capable state, on the basis of a command from an administrator that is input through the input device160. More specifically, the control device162outputs drive signals Sd2(seeFIG. 1) intermittently or continuously to the switching element, (not shown) of the external converter154, thereby connecting the power source150and the power lines170. Consequently, the power lines170are placed in a power supply enabling state. In addition, when the power receiving portion62of the arm28comes into contact with the power lines170, supply of power from the power supplying apparatus14to the vehicle12is carried out through the power lines170.

[1B-5. Power Receiving Control of Vehicle12]

The power receiving control is carried out when the arm28is deployed. For example, the ECU48initiates the power receiving control with pressing of the deployment switch40being treated as a triggering event.

In the power receiving control, the ECU48sets a target value or a limiting value in relation to at least, one of the input current, the input voltage, and the input power to the battery24or the like. In addition, the ECU48controls the DC/DC converter30on the basis of the target value or the limiting value. The power receiving control can be performed in the same manner as the control with respect, to a first DC/DC converter 31 of Japanese Laid-Open Patent Publication No. 2013-208008 (refer to FIGS. 4 through 6 of the same publication).

1C. Advantages of the First Embodiment

According to the first embodiment, at the time that the energizing head60(free end) of the energizing arm28comes into contact with the external power lines170, the posture of the vehicle body52is controlled so that the angle of rotation θarm of the energizing arm28approaches the target angle of rotation θarmtar (steps S19, S20ofFIG. 6, andFIG. 7). Consequently, contact of the energizing arm28with respect to the external power lines170can be made stable.

More specifically, in the case that the energizing head60is placed in contact with the external power lines170during traveling of the electric vehicle12, there is a concern that the contact state may become unstable accompanying changes (including movement) of the posture of the vehicle body52caused by traveling of the vehicle12. If the contact state becomes unstable, alternating states may occur between contact and non-contact, and there is a possibility that trouble will be caused, such as generation of arcing between the energizing head60and the external power lines170. According to the present invention, it is possible for such a defect to be prevented.

In the present embodiment, the vehicle12is equipped with the EPS mechanism46(seeFIG. 1). The EPS mechanism46comprises the steering system100, the EPS motor102(steering reaction force imposing device) that applies the reaction force Fr to the steering system100, and the EPS ECU106(steering reaction force control device) that controls the EPS motor102. In the event it is determined that the angle of rotation θarm coincides with the target angle of rotation θarmtar, the EPS ECU106generates the steering reaction force Fstr in the EPS motor102so as to suppress a change in the steering angle θstr (steps S19, S20ofFIG. 6, andFIG. 7). Further, in the event it is determined that the angle of rotation θarm does not coincide with the target angle of rotation θarmtar, the EPS ECU106generates the steering reaction force Fstr in the EPS motor102so as to cause the angle of rotation θarm to approach the target angle of rotation θarmtar (steps S19, S20ofFIG. 6, andFIG. 7).

In accordance with this feature, the steering operation of the driver can be guided so as to maintain the contact state between the energizing head60and the external power lines170.

II. Second Embodiment

FIG. 8is an outline schematic view of a charging system10A equipped with an electric vehicle12aaccording to a second embodiment of the present invention. In the same manner as the first embodiment, according to the second embodiment, electrical power is supplied to the electric vehicle12a(hereinafter also referred to as a “vehicle12a”) from the power supplying apparatus14, and charging of the battery24for traveling of the vehicle12ais performed. Below, constituent elements which are the same as those of the first embodiment will be denoted with the same reference characters, and description of such features is omitted. Further, the external power supplying apparatus14of the second embodiment is the same as that of the first embodiment.

The vehicle12aof the second embodiment includes a toe angle control mechanism200that, controls a toe angle θt of the front wheels Wf as steered wheels. As shown inFIG. 8, in addition to the steering angle sensor104, which is the same as that of the first embodiment, the toe angle control mechanism200includes toe angle control actuators202(hereinafter also referred to as “actuators202”), and a suspension electronic control unit204(hereinafter referred to as a “suspension ECU204” or an “ECU204”).

The actuators202serve to displace knuckles206of the front wheels Wf, and for example, are constituted as electromagnetic or pneumatic types of linear actuators. The suspension ECU204, for example, adjusts the toe angle θt of the front wheels Wf by controlling the actuators202on the basis of the vehicle velocity V and the steering angle θstr. Concerning the detailed structure of the toe angle control mechanism200, for example, the configuration disclosed in Japanese Laid-Open Patent Publication No. 2010-241294 can be used.

2B. Various Types of Control

In the second embodiment, the vehicle body posture control differs from that of the first embodiment. More specifically, with the vehicle body posture control of the first embodiment (seeFIG. 6), using the EPS mechanism46(or stated otherwise, by performing a so-called steering assist), the posture of the vehicle body52is controlled. In contrast thereto, the vehicle body posture control of the second embodiment controls the posture of the vehicle body52using the toe angle control mechanism200.

FIG. 9is a flowchart of a vehicle body posture control in the second embodiment. Steps S31to S36and S39ofFIG. 9are the same as steps S11to S16and S21ofFIG. 6. In steps S37and S38, the ECU48carries out a control using the toe angle control mechanism200.

More specifically, in step S37, the ECU48calculates a correction amount, for the toe angle θt (hereinafter referred to as a “toe angle correction amount Δθtc” or a “correction amount Δθtc”) on the basis of the difference Δθarm (=target arm angle θarmtar—arm angle θarm).

FIG. 10is a descriptive view in relation to correction of the toe angle θt. In the case that the detection angle θarm is less than the target angle θarmtar (θarm<θarmtar) and the difference Δθarm is a positive value (Δθarm>0), it can be determined that the vehicle12ais too close to the external power lines170. In this case, the ECO48calculates the correction amount Δθtc so that the vehicle12a(energizing head60) moves away from the power lines170. In the present embodiment, the energizing arm28is disposed on a right side portion of the vehicle body52(seeFIG. 2). Therefore, in order that the vehicle12a(energizing head60) moves away from the power lines170, the toe angle correction amount Δθtc is calculated so that the front, wheels Wf are turned more to the left (counterclockwise as viewed in plan).

Further, in the case that the detection angle θarm is greater than the target angle θarmtar (θarm>θarmtar) and the difference Δθarm is a negative value (Δθarm<0), it can be determined that the vehicle12ais too far away from the external power lines170. In this case, the ECU48calculates the correction amount. Δθtc so that the vehicle12amoves closer to the power lines170. More specifically, the toe angle correction amount. Δθtc is calculated so that the front wheels Wf are turned more to the right (clockwise as viewed in plan).

Furthermore, in the case that the detection angle θarm is equivalent, to the target angle θarmtar (θarm=θarmtar) and the difference Δθarm is zero (Δθarm=0), it can be determined that the distance Ls between the vehicle12aand the external power lines170is appropriate. In this case, the ECU48sets the correction amount Δθtc to zero, and the toe angle θt is not corrected.

2C. Advantages of Second Embodiment

As described above, according to the second embodiment, in addition to or in place of the advantages of the first embodiment, the following advantageous effects can be offered.

More specifically, in the second embodiment, the electric vehicle12ais equipped with the toe angle control actuators202that control the toe angle θt of the front wheels Wf (steered wheels) and the suspension ECU204(toe angle control device) that controls the toe angle control actuators202. In the case it is determined that the angle of rotation θarm coincides with the target angle of rotation θarmtar, the ECU204controls the toe angle actuators202so as to suppress a change in the toe angle θt of the front wheels Wf (steps S37, S38ofFIG. 9, andFIG. 10). Further, in the case it is determined that the angle of rotation θarm does not coincide with the target angle of rotation θarmtar, the ECU204controls the toe angle actuators202so that the angle of rotation θarm approaches the target angle of rotation θarmtar (steps S37, S38ofFIG. 9, andFIG. 10).

In accordance therewith, the toe angle θt of the front wheels Wf can be adjusted automatically so as to maintain the contact state between the energizing head60(free end) of the energizing arm28and the external power lines170.

FIG. 11is an outline schematic view of a charging system10B equipped with an electric vehicle12baccording to a third embodiment of the present invention. In the same manner as the first and second embodiments, according to the third embodiment, electrical power is supplied to the electric vehicle12b(hereinafter also referred to as a “vehicle12b”) from the power supplying apparatus14, and charging of the battery24for traveling of the vehicle12bis performed. Below, the same constituent elements are denoted with the same reference characters, and description of such features is omitted. Further, the external power supplying apparatus14of the third embodiment is the same as that of the first and second embodiments.

The vehicle12bof the third embodiment is equipped with a drive power distribution adjusting mechanism300(hereinafter also referred to as an “adjusting mechanism300”) that adjusts a drive power distribution of the left and right rear wheels Wr as drive wheels. The adjusting mechanism300includes two traction motors302a,302b, two inverters304a,304b, and a drive electronic control unit306(hereinafter referred to as a “drive ECU306”). Below, the traction motors302a,302bmay also be referred to as “motors302a,302b” and collectively as “motors302”. Further, the motor302amay also be referred to as a left motor302a, whereas the motor302bmay also be referred to as a right motor302b. The left motor302ais connected to the left rear wheel Wr through a non-illustrated left side transmission. The right motor302bis connected to the right rear wheel Wr through a non-illustrated right side transmission.

The drive ECU306controls drive powers or driving forces of the motors302a,302bon the basis of an operation amount of a non-illustrated accelerator pedal. Furthermore, the drive ECU306controls the posture of the vehicle body52using a drive power distribution (left/right distribution) of the motors302a,302b. Moreover, in addition to the motors302a,302b, the vehicle12bmay be equipped with at least one of an engine and a front wheel motor.

3B. Various Types of Control

In the third embodiment, the vehicle body posture control differs from that of the first and second embodiments. For example, with the vehicle body posture control of the first embodiment (seeFIG. 6), using the EPS mechanism46(or stated otherwise, by performing a so-called steering assist), the posture of the vehicle body52is controlled. In contrast thereto, the vehicle body posture control of the third embodiment controls the posture of the vehicle body52using the drive power distribution (left/right distribution) of the motors302a,302b.

FIG. 12is a flowchart of a vehicle body posture control in the third embodiment. Steps S41to S46and S49ofFIG. 12are the same as steps S11to S16and S21ofFIG. 6. In steps S47and S48, the ECU48carries out a control using the drive power distribution of the motors302a,302b.

More specifically, in step S47, the ECU48calculates a correction amount (hereinafter referred to as a “drive power distribution ratio correction amount ΔPdc” or a “correction amount ΔPdc”) for a drive power distribution ratio Pd (hereinafter also referred to as a “distribution ratio Pd”) on the basis of the difference Δθarm (=target arm angle θarmtar−arm angle θarm). The distribution ratio Pd is a ratio, of the drive power of the left motor302aand the drive power of the right motor302b. Instead of using the distribution ratio Pd, a difference (drive power distribution difference) between the drive power of the left motor302aand the drive power of the right, motor302bmay also be used.

FIG. 13is a descriptive view in relation to correction of the drive power distribution ratio Pd. In the case that the detection angle θarm is less than the target angle θarmtar (θarm<θarmtar) and the difference Δθarm is a positive value (Δθarm>0), it can be determined that the vehicle12bis too close to the external power lines170. In this case, the ECU48calculates the correction amount ΔPdc so that the vehicle12b(energizing head60) moves away from the power lines170. In the present embodiment, the energizing arm28is disposed on a right side portion of the vehicle body52(seeFIG. 2). Therefore, in order that the vehicle12b(energizing head60) moves away from the power lines170, the correction amount ΔPdc is calculated so that the drive power of the right rear wheel Wr is relatively larger with respect to the drive power of the left rear wheel Wr.

Further, in the case that the detection angle θarm is greater than the target angle θarmtar (θarm>θarmtar) and the difference Δθarm is a negative value (Δθarm<0), it can be determined that the vehicle12bis too far away from the external power lines170. In this case, the ECU48calculates the correction amount ΔPdc so that the vehicle12bmoves closer to the power lines170. More specifically, the correction amount ΔPdc is calculated so that the drive power of the left rear wheel Wr is relatively larger with respect to the drive power of the right rear wheel Wr.

Furthermore, in the case that the detection angle θarm is equivalent to the target angle θarmtar (θarm=θarmtar) and the difference Δθarm is zero (Δθarm=0), it can be determined that the distance Ls between the vehicle12band the power lines170is appropriate. In this case, the ECU48sets the correction amount ΔPdc to zero, and the distribution ratio Pd is not corrected.

3C. Advantages of the Third Embodiment

As described above, according to the third embodiment, in addition to or in place of the advantages of the first and second embodiments, the following advantageous effects can be offered.

More specifically, in the third embodiment, the vehicle12bis equipped with the drive power distribution adjusting mechanism300that adjusts the drive power distribution of the left and right rear wheels Wr (left and right drive wheels) (seeFIG. 11). In the event it is determined that the angle of rotation θarm coincides with the target angle of rotation θarmtar, the adjusting mechanism300maintains the drive power distribution ratio Pd (drive power distribution) (steps S47, S48ofFIG. 12, andFIG. 13). Further, in the event it is determined that the angle of rotation θarm does not coincide with the target angle of rotation θarmtar, the adjusting mechanism300changes the drive power distribution ratio Pd so as to cause the angle of rotation θarm to approach the target angle of rotation θarmtar (steps S47, S48ofFIG. 12, andFIG. 13).

In accordance with this feature, the drive power distribution of the left and right rear wheels Wr can be adjusted automatically so as to maintain the contact state between the energizing head60(free end) of the energizing arm28and the external power lines170.

FIG. 14is an outline schematic view of a charging system10C equipped with an electric vehicle12caccording to a fourth embodiment of the present invention. In the same manner as the first through third embodiments, according to the fourth embodiment, electrical power is supplied to the electric vehicle12c(hereinafter also referred to as a “vehicle12c”) from the power supplying apparatus14, and charging etc. of the battery24(seeFIG. 1) for traveling of the vehicle12cis performed. Below, the same constituent, elements are denoted with the same reference characters, and description of such features is omitted. Further, the external power supplying apparatus14of the fourth embodiment is the same as that of the first, through third embodiments.

The vehicle12cof the fourth embodiment is equipped with a brake mechanism400(braking force distribution adjusting mechanism) that adjusts a braking force distribution of the left and right wheels (in this case, the left and right rear wheels Wr). The brake mechanism400includes two rear wheel brakes402a,402b, and a brake electronic control unit404(hereinafter referred to as a “brake ECU404”). The brake402ais used with the left rear wheel Wr, and will also be referred to as a left brake402abelow. The brake402bis used with the right rear wheel Wr, and will also be referred to as a right brake402bbelow. Furthermore, below, the brakes402a,402bmay be referred to collectively as “brakes402”.

The brake ECO404controls the braking forces of the brakes402a,402bbased on an operation amount of a non-illustrated brake pedal, and a distance from a preceding vehicle, etc. Furthermore, the brake ECU404controls the posture of the vehicle body52using a braking force distribution (left/right distribution) of the brakes402a,402b. Moreover, assuming that the left and right braking force distribution is capable of being changed, the control object of the brake ECU404may be the front wheel brakes (not shown) in addition to or in place of the rear wheel brakes402a,402b.

4B. Various Types of Control

In the fourth embodiment, the vehicle body posture control differs from that of the first through third embodiments. For example, with the vehicle body posture control of the first embodiment (seeFIG. 6), using the EPS mechanism46(or stated otherwise, by performing a so-called steering assist), the posture of the vehicle body52is controlled. In contrast thereto, the vehicle body posture control of the fourth embodiment controls the posture of the vehicle body52using the braking force distribution (left/right distribution) of the brakes402a,402b.

FIG. 15is a flowchart of a vehicle body posture control in the fourth embodiment. Steps S51to S56and S59ofFIG. 15are the same as steps S11to S16and S21ofFIG. 6. In steps S57and S58, the ECU48carries out a control using the braking force distribution of the brakes402a,402b.

More specifically, in step S57, the ECU48calculates a correction amount, (hereinafter referred to as a “braking force distribution ratio correction amount ΔPbc” or a “correction amount ΔPbc”) for a braking force distribution ratio Pb (hereinafter also referred to as a “distribution ratio Pb”) on the basis of the difference Δθarm (=target arm angle θarmtar—arm angle θarm). The distribution ratio Pb is a ratio of the braking force of the left brake402aand the braking force of the right brake402b. Instead of using the distribution ratio Pb, a difference (braking force distribution difference) between the braking force of the left brake402aand the braking force of the right, brake402bmay also be used.

FIG. 16is a descriptive view in relation to correction of the braking force distribution ratio Pb. In the case that the detection angle θarm is less than the target angle θarmtar (θarm<θarmtar) and the difference Δθarm is a positive value (Δθarm>0), it can be determined that the vehicle12cis too close to the external power lines170. In this case, the ECU48calculates the correction amount ΔPbc so that the vehicle12c(energizing head60) moves away from the power lines170. In the present embodiment, the energizing arm28is disposed on a right side portion of the vehicle body52(seeFIG. 2). Therefore, in order that the vehicle12c(energizing head60) moves away from the power lines170, the correction amount ΔPbc is calculated so that the braking force of the left rear wheel Wr is relatively larger with respect to the braking force of the right rear wheel Wr.

Further, in the case that the detection angle θarm is greater than the target angle θarmtar (θarm>θarmtar) and the difference Maim is a negative value (Δθarm<0), it can be determined that the vehicle12cis too far away from the external power lines170. In this case, the ECU48calculates the correction amount ΔPbc so that the vehicle12cmoves closer to the power lines170. More specifically, the correction amount ΔPbc is calculated so that the braking force of the right rear wheel Wr is relatively larger with respect to the braking force of the left rear wheel Wr.

Furthermore, in the case that the detection angle θarm is equivalent to the target angle θarmtar (θarm=θarmtar) and the difference Δθarm is zero (Δθ=0), it can be determined that the distance Ls between the vehicle12cand the power lines170is appropriate. In this case, the ECU48sets the correction amount ΔPbc to zero, and the distribution ratio Pb is not corrected.

4C. Advantages of the Fourth Embodiment

As described above, according to the fourth embodiment, in addition to or in place of the advantages of the first through third embodiments, the following advantageous effects can be offered.

More specifically, in the fourth embodiment, the vehicle12cis equipped with the brake mechanism400(braking force distribution adjusting mechanism) that adjusts a braking force distribution of the left and right-rear wheels Wr (seeFIG. 14). In the event it is determined that the angle of rotation θarm coincides with the target angle of rotation θarmtar, the brake mechanism400maintains the braking force distribution (steps S57, S58ofFIG. 15, andFIG. 16). Further, in the event it is determined that the angle of rotation θarm does not coincide with the target angle of rotation θarmtar, the brake mechanism400changes the braking force distribution ratio Pb (braking force distribution) so as to cause the angle of rotation θarm to approach the target angle of rotation θarmtar (steps S57, S58ofFIG. 15, andFIG. 16).

In accordance with this feature, the braking force distribution of the left and right rear wheels Wr can be adjusted automatically so as to maintain the contact state between the energizing head60(free end) of the energizing arm28and the external power lines170.

The present invention is not limited to the above-described embodiments, and it goes without saying that various configurations could be adopted therein, based on the content disclosed in the present specification. For example, the following configurations can be adopted.

[5A-1. Types of Vehicles12and12ato12c]

According to each of the above-described embodiments, each of the vehicles12,12ato12cin the form of a four-wheeled vehicle has been described (seeFIG. 2). However, for example, from the standpoint of controlling the posture of the vehicle body52, it is possible for the present invention to be applied to other vehicles apart, from a four-wheeled vehicle. For example, the vehicles12,12ato12ccan be any of a two-wheeled vehicle, a three-wheeled vehicle, and a six-wheeled vehicle. Alternatively, the present invention can be applied to mobile objects (e.g., ships) other than the vehicles12,12ato12c.

According to the first, second, and fourth embodiments, each of the vehicles12,12a,12cis assumed to be a so-called electric automobile (battery vehicle) having only the traction motor20as a drive source (seeFIGS. 1, 3, and 14). However, for example, from the standpoint of controlling the posture of the vehicle body52, the vehicles12,12a,12cmay be a vehicle other than an electrically powered automobile. For example, the vehicles12,12a,12cmay be a hybrid vehicle or a fuel cell vehicle. The same feature applies to the vehicle12bof the third embodiment.

Each of the vehicles12,12a,12cof the first, second, and fourth embodiments includes a single traction motor20(seeFIGS. 1, 8, and 14), and the vehicle12bof the third embodiment includes two traction motors302a,302b(seeFIG. 11). However, for example, from the standpoint of controlling the posture of the vehicle body52, three or more traction motors may be included. For example, a single traction motor can be arranged on the side of the front, wheels, and two traction motors can be arranged on the side of the rear wheels.

In each of the above-described embodiments, the electrical circuit configuration of each of the vehicles12,12ato12cis as shown inFIGS. 1, 8, 11 and 14. However, for example, from the standpoint of controlling the posture of the vehicle body52, the invention is not limited to such features. For example, it is possible for the converter30on the side of the vehicle to be eliminated.

According to each of the above-described embodiments, the arm28is arranged so as to be capable of being deployed laterally on the right side of the vehicle body52(seeFIGS. 2 and 3). However, for example, from the standpoint of controlling the posture of the vehicle body52, the invention is not limited to this feature, and the arm28may be arranged on a left side, an upper side, or a lower side of the vehicle body52. It should be noted, in the case that the arrangement of the arm28is changed, it becomes necessary for the arrangement of the external power lines170of the power supplying apparatus14also to be changed.

According to each of the above-described embodiments, when the energizing arm28comes into proximity and contacts the contact-type power supplying portion152, the arm28is rotated about the axis of rotation50(seeFIG. 2). However, for example, from the standpoint of controlling the posture of the vehicle body52, the invention is not limited to this feature. For example, it is possible for a mechanism to be provided that displaces the arm28linearly, and which causes the arm28to approach and come into contact linearly with the contact-type power supplying portion152.

In the above described embodiment, the axis of rotation50of the energizing arm28is arranged on a front side in the direction of travel of the vehicle12(seeFIG. 2). However, for example, from the standpoint of controlling the posture of the vehicle body52, the invention is not limited to this feature. For example, the axis of rotation50can be arranged on a rear side in the direction of travel.

According to each of the above-described embodiments, the external power lines170are disposed in a straight line shape (seeFIG. 2). However, for example, from the standpoint of controlling the posture of the vehicle body52, the external power lines170may be disposed along a curved road.

According to each of the above-described embodiments, the external converter154is controlled by the control device162, whereby the power supply voltage Vs of the external power lines170is controlled. However, for example, in the case that the power source150is constituted in the form of an aggregation of multiple DC power sources (e.g., batteries) connected together in series, it is possible to eliminate the converter154and the control device162.

5C. Vehicle Body Posture Control

Two, three, or all of the respective vehicle body posture controls in the first through fourth embodiments are capable of being combined.

[5C-2. Detection of Arm Angle θarm]

According to each of the above-described embodiments, the rotational angle of the axis of rotation50is detected as the arm angle θarm (seeFIG. 2). However, detection of the arm angle θarm is not limited to this method. For example, a camera (not shown) that is capable of capturing an image of the arm28at the time of deployment and during deployment may be provided, and the arm angle θarm can be detected based on the image that is captured by the camera. Further, detection of the arm angle θarm need not only be performed by monitoring the state of the arm28itself (as a direct, indicator), and the arm angle θarm can be detected by monitoring the state of an object (indirect indicator) that differs from the arm28. For example, the distance between the vehicle body52and the external power lines170or the power line retaining section172can be determined by a non-contact sensor such as an infrared sensor or the like, and the arm angle θarm can be detected based on such a distance.

[5C-3. Target Value of Arm Angle θarm]

According to each of the above-described embodiments, the arm angle θarm is controlled so as to become the target arm angle θarm, which is a single specific value (step S19ofFIG. 6, step S37ofFIG. 9, step S47ofFIG. 12, and step S57ofFIG. 15). However, for example, from the standpoint of controlling the posture of the vehicle body52, the invention is not limited to this feature. For example, a target range of arm angles θarm may be set, and the arm angle θarm may be controlled so as to lie within the target range.

According to the third embodiment, the posture of the vehicle12is controlled by adjusting the left and right distribution of the motor drive power (FIGS. 12 and 13). However, for example, from the standpoint of adjusting the left and right distribution of the drive powers of the drive sources, the invention is not limited to this feature. For example, as in the configurations of U.S. Patent Application Publication No. 2005/0217921 and Japanese Laid-Open Patent Publication Mo. 2011-131618, it is possible to adjust the left and right distribution using a mechanism (drive power distribution mechanism) that distributes the drive power of a single drive source (engine, motor, or the like).

According to the first embodiment, initiation of contact of the arm28with the external power lines170(step S12ofFIG. 6: YES) serves as a trigger for starting automatic control of the steering reaction force Fstr (steps S14through S20). However, the trigger that initiates the automatic control of the steering reaction force Fstr is not limited to such a technique. For example, the fact that an angle Av formed between the direction of travel of each of the vehicles12,12ato12cand the advancing direction of the travel path190or the external power lines170has become a predetermined value (for example, that both directions have become parallel) can serve as a trigger. The same feature applies as well to the second through fourth embodiments.

The angle Av can be determined, for example, based on a contact position Ph with the power lines170on the head60(a position on a virtual horizontal plane), and the arm angle θarm. For example, in the case that the contact surface of the head60with respect to the power lines170is of an arcuate shape, the angle Av can be calculated based on the contact position Ph and the arm angle θarm. Further, the contact position Ph with the power lines170on the head60can be detected by providing a two-dimensional contact-type pressure sensor on the contact surface of the head60.

5D. Other Features

In each of the above-described embodiments, a configuration has been described in which only supply of electrical power to the vehicle12from the power supplying apparatus14is carried out. However, conversely, the present invention is capable of being applied to a configuration in which supply of power from the vehicle12to the power supplying apparatus14is carried out. In this case, insofar as generation of power can be performed by a generator from gasoline or the like in the vehicle12, it is possible not to provide the battery24or another energy storage device for supplying electrical power to the traction motor20.

In each of the above-described embodiments, the present invention is applied to a case in which supply of power by direct current is performed with respect to the vehicle12from the power supplying apparatus14. However, for example, from the standpoint of controlling the posture of the vehicle body52during charging in a state in which the energizing arm28is deployed, it is possible for the present invention to foe applied to a case in which supply of power toy an alternating current is performed with respect to the vehicle12from the power supplying apparatus14. In such a case, the energizing arm28and the contact-type power supplying portion152, respectively, are replaced with structures (e.g., structures equipped with a power supplying coil and a power receiving coil) for performing non-contact charging (wireless supply of power).