Electric work vehicle

Abstract

The invention provides an electric work vehicle, and relates to a technology which can properly configure structural elements of the electric work vehicle. An electric work vehicle according to an example is provided with: a battery; an electric motor to which power is supplied from the battery; a travel unit that travels by the driving force of the electric motor; and a drive transmission unit that transmits the driving force of the electric motor to the travel unit, the electric motor and the drive transmission unit being disposed on one side of the battery.

Description

Technical Field

[0001] The present invention relates to an electric work vehicle. Background Art

[0002] Conventionally, the following electric passenger work vehicle is known. The electric passenger work vehicle includes: a pair of left and right drive wheels; a traveling motor that drives the drive wheels; and a storage battery that supplies power to the traveling motor (for example, refer to Patent Document 1).

[0003] Prior Art Documents

[0004] Patent Documents

[0005] Patent Document 1: Japanese Unexamined Patent Application Publication No. 2012 - 106522 Summary of the Invention

[0006] In the case of fully electrifying a work vehicle driven only by electricity, it is necessary to increase the capacity of the storage battery, and thus there is a tendency for the storage battery to increase in size. On the other hand, if a fully electrified work vehicle is to perform a wide range of operations and long - term operations as much as possible with a single charge of the storage battery, a work vehicle with a smaller body frame and less power consumption is desired. Therefore, for example, how to appropriately arrange the storage battery, power electronic components required for the use of the storage battery, etc. to achieve compactness and proper weight balance becomes a problem.

[0007] In view of the above problems, an object of the present invention is to provide a technology for appropriately arranging the structural elements of an electric work vehicle.

[0008] The electric work vehicle exemplified by the present invention includes: a storage battery; an electric motor supplied with power from the storage battery; a traveling unit that travels using the driving force of the electric motor; and a drive transmission unit that transmits the driving force of the electric motor to the traveling unit, and the electric motor and the drive transmission unit are arranged on one side of the storage battery.

[0009] Advantages of the Invention

[0010] According to the present invention exemplified, the structural elements of an electric work vehicle can be appropriately arranged. Brief Description of the Drawings

[0011] Figure 1 is a diagram showing a schematic structure of an electric work vehicle.

[0012] Figure 2 is a diagram showing Figure 1 a schematic perspective view of a hoodless vehicle body obtained by removing an outer hood from the vehicle body shown and the outer hood.

[0013] Figure 3 is an exploded perspective view showing in an exploded manner Figure 2 the schematic exploded perspective view of the hoodless vehicle body shown.

[0014] Figure 4 is Figure 2 the schematic side view of the hoodless vehicle body shown.

[0015] Figure 5 is a schematic perspective view showing the state where the main frame is mounted on the traveling unit.

[0016] Figure 6 is a perspective view showing the schematic structure of the traveling drive device.

[0017] Figure 7 is a perspective view showing the schematic structure of the chassis composed of the traveling unit, the main frame, and the traveling drive device.

[0018] Figure 8 is a diagram for explaining the mounting structure of the storage box to the chassis.

[0019] Figure 9 is a diagram for explaining the mounting structure of the storage box to the chassis.

[0020] Figure 10 is a diagram for explaining the mounting structure of the battery unit to the chassis.

[0021] Figure 11 is a diagram for explaining the mounting structure of the battery unit to the chassis.

[0022] Figure 12 is a schematic cross-sectional view showing the common fastening structure of the storage box and the battery unit relative to the main frame.

[0023] Figure 13 is a schematic top view showing the relationship between the traveling unit and the battery.

[0024] Figure 14 is a perspective view showing the schematic structure of the sub-frame.

[0025] Figure 15 is a schematic perspective view showing the state where the sub-frame is mounted on the chassis.

[0026] Figure 16 is a diagram for explaining the splitting structure of the sub-frame.

[0027] Figure 17 is a diagram for explaining an exploded example of the electric work vehicle during maintenance of the battery such as battery replacement.

[0028] Figure 18 is a perspective view showing the schematic structure of the traveling drive device.

[0029] Figure 19 It is a side view showing the schematic structure of the traveling drive device.

[0030] Figure 20 It is a perspective view showing the schematic structure of the traveling drive device with the right housing removed.

[0031] Figure 21 It is a perspective view showing the schematic structure of the traveling drive device with the housing removed.

[0032] Figure 22 It is from the same direction as Figure 21 A perspective view showing the schematic structure of the traveling drive device with the housing removed, observed from a different direction.

[0033] Figure 23 It is a power transmission system diagram of the traveling system.

[0034] Figure 24 It is a power transmission system diagram of the slewing system.

[0035] Figure 25 It is a schematic cross-sectional view showing the support structure of the holding portion for two motor shafts.

[0036] Explanation of reference numerals

[0037] 1... Electric work vehicle; 3... Working machine; 7... Anti-vibration rubber (anti-vibration portion); 13... Traveling portion; 14... Main frame; 19... Hydraulic device; 151... Electric motor; 152... Drive transmission portion; 171... Battery; 172... Battery frame; 181... Sub-frame. Detailed description of the preferred embodiments

[0038] The embodiments of the present invention will be described with reference to the accompanying drawings. In addition, the same or corresponding parts in the drawings are denoted by the same reference numerals, and their descriptions will not be repeated without special explanation.

[0039] <1. Outline of the electric work vehicle>

[0040] Figure 1 It is a diagram showing the schematic structure of the electric work vehicle 1 according to the embodiment of the present invention. The electric work vehicle 1 can be used, for example, for various operations such as agricultural work, civil engineering work, or construction work. As a preferred mode, the electric work vehicle 1 does not have a passenger space for an operator to ride. That is, the electric work vehicle 1 is an unmanned work vehicle without an operator on board. The electric work vehicle 1 is operated by an operator located at a position separated from the electric work vehicle 1 using a remote operation device 2 configured to be able to communicate wirelessly with the electric work vehicle 1.

[0041] In addition, in the present embodiment, the electric work vehicle 1 can also perform work while automatically traveling according to an instruction from an operator using the remote operation device 2. However, the electric work vehicle 1 may also have a structure that cannot perform automatic driving. In addition, automatic driving means that a control device controls devices related to driving and at least autonomously performs steering operation. Automatic driving may also, for example, autonomously adjust the vehicle speed in addition to the steering operation.

[0042] Generally, regarding electric work vehicles, there is a tendency for the proportion occupied by vehicle batteries, power electronic components, etc. to increase. On the other hand, since it is necessary to perform work using only the power of the battery, if the work vehicle is to perform as large a range of work and for as long a time as possible with a single charge of the battery, it is not easy to increase the size of the vehicle body frame in view of power consumption issues, etc., and it is necessary to reduce the size of the vehicle. Therefore, when there is a passenger space provided, there is a coordination of space between the passenger space and the space for arranging components such as the battery. In this regard, regarding the electric work vehicle 1 of the present embodiment, since there is no passenger space, the degree of freedom in component layout can be increased. Moreover, since the degree of freedom in component layout can be increased, basic performance of the work vehicle such as weight balance and compactness can be improved. This will be described in detail later.

[0043] In addition, since the electric work vehicle 1 of the present embodiment can perform work without an operator on board, it can perform work safely even in a narrow space. Examples of work in a narrow space include management work in agricultural greenhouses, orchards, etc. If the electric work vehicle 1 without a passenger space is used, for example, a situation where a part of the human body such as the neck gets caught on the greenhouse beam or fruit tree branch will not occur, and work can be performed.

[0044] As Figure 1 shown, the electric work vehicle 1 includes a vehicle body 10 and a working machine 3.

[0045] Here, for the sake of convenience in explanation, the directions are defined as follows. The direction in which the vehicle body 10 and the working machine 3 are arranged is set as the front-rear direction, and when viewed from the vehicle body 10, the working machine 3 is at the rear. When looking from the rear to the front, the left side is set as the left side and the right side is set as the right side to define the left-right direction. And the gravitational direction perpendicular to the front-rear direction and the left-right direction is set as the up-down direction, the upstream side of the gravitational direction is set as the upper side, and the downstream side is set as the lower side. In the drawings, as needed, the front is represented by the symbol "F", the rear is represented by the symbol "B", the right side is represented by the symbol "R", the left side is represented by the symbol "L", the upper side is represented by the symbol "U", and the lower side is represented by the symbol "D". In addition, the above directions are only names for explanation and are not intended to limit the actual positional relationship and direction.

[0046] The vehicle body 10 will be described in detail later.

[0047] The work machine 3 is connected to the vehicle body 10 by a work machine connection part 11 provided at the rear end of the vehicle body 10. Specifically, the work machine 3 is detachably attached to the work machine connection part 11. That is, the work machine 3 can be replaced with various work machines. In Figure 1 this case, the work machine 3 is a tiller. However, in addition to the tiller, the work machine 3 can also be, for example, a plow, a fertilizer applicator, a pesticide spraying device, a harvesting device, a cutting device, a snow removal device, a soil discharging device, etc. In the present embodiment, the work machine 3 is provided so as to be able to be lifted and lowered, but the work machine 3 can also be configured not to be able to be lifted and lowered.

[0048] In addition, in the present embodiment, it is configured that the work machine 3 is installed only at the rear of the vehicle body 10, but this is only an example. A device for performing work can also be arranged in front in addition to the rear of the vehicle body 10. Alternatively, it can also be configured such that the work machine is installed only in front of the vehicle body 10.

[0049] <2. Structure of the vehicle body>

[0050] Next, the structure of the vehicle body 10 will be described. First, refer to Figure 2 , Figure 3 and Figure 4 to describe the schematic structure of the vehicle body 10. Figure 2 is a schematic perspective view showing the hoodless vehicle body 101 obtained by removing the exterior cover 12 from the vehicle body 10 shown in Figure 1 , and the exterior cover 12. Figure 3 is an exploded schematic perspective view showing the hoodless vehicle body 101 shown in Figure 2 in an exploded manner. Figure 4 is Figure 2 a schematic side view of the hoodless vehicle body 101 shown in

[0051] As shown in Figures 2 to 4 , in addition to the exterior cover 12, the vehicle body 10 further includes a traveling part 13, a main frame 14, a traveling drive device 15, a power electronics (hereinafter sometimes referred to as "electric power") part 16, a battery part 17, and an electrical component mounting frame part 18. As shown in Figure 3 and Figure 4 , the traveling part 13, the main frame 14, the electric power part 16, the battery part 17, and the electrical component mounting frame part 18 are arranged to overlap each other in order from bottom to top. The traveling drive device 15 is arranged in front of the main frame 14, the electric power part 16, and the battery part 17.

[0052] In addition, although Figure 3 the illustration is omitted, as shown inFigure 4 As shown, behind the main frame 14, the electric power unit 16, and the storage battery unit 17, there is provided the working machine connecting portion 11 for connecting the working machine 3. The working machine connecting portion 11 is provided with a working machine driving device 111 for causing the working machine 3 to perform an operation. The working machine driving device 111 has: an electric motor which serves as a driving source for causing the working machine 3 to perform an operation; and a PTO (Power Take Off) power transmission portion which can transmit the power from the electric motor to the working machine 3.

[0053] [2-1. Traveling portion]

[0054] As described above, the electric work vehicle 1 is provided with a traveling portion 13. The traveling portion 13 can cause the vehicle body 10 to travel. Specifically, the traveling portion 13 is composed of a pair of left and right crawler belts 13a, 13b. The structures of the left crawler belt 13a and the right crawler belt 13b are the same. Therefore, hereinafter, Figure 4 taking the case of the shown left crawler belt 13a as a representative example, the structures of the crawler belts 13a, 13b will be described.

[0055] The left crawler belt 13a is provided with a crawler frame 131 extending in the front-rear direction. In front of the crawler frame 131, a drive sprocket 132 mounted on the external output shaft 62 (refer to Figure 23 etc.) of the traveling drive device 15 is arranged as a drive wheel. An idler wheel 133 is arranged as a driven wheel at the rear end of the crawler frame 131. The idler wheel 133 is rotatably supported by the crawler frame 131. A plurality (five in this example) of rollers 134 are rotatably supported by the crawler frame 131 between the drive sprocket 132 and the idler wheel 133. The left crawler belt 13a is formed by winding a crawler belt 135 around the drive sprocket 132, the idler wheel 133, and the plurality of rollers 134.

[0056] In addition, in the present embodiment, the left and right crawler belts 13a, 13b are configured such that one drive wheel (drive sprocket 132) and one driven wheel (idler wheel 133) are arranged in the front-rear direction and the crawler belt 135 is wound around them, but other structures may also be possible. For example, each of the left and right crawler belts may be of a type in which the crawler belt is wound around one drive wheel and two driven wheels in a triangular shape. However, in order to reduce the height of the vehicle and facilitate the compactification of the vehicle, a crawler belt having a flat structure as in the present embodiment is preferred. In addition, in the present embodiment, the traveling portion 13 is configured in a crawler belt manner, but the traveling portion of the electric work vehicle may also be configured by a method other than the crawler belt manner, for example, it may be configured in a wheeled manner.

[0057] [2-2. Main frame]

[0058] The main frame 14, together with the traveling unit 13 and the traveling drive device 15, constitutes the chassis of the electric work vehicle 1. Although the material is not particularly limited, the main frame 14 is made of metal. The above-mentioned exterior cover 12 is at least mounted on the main frame 14. The exterior cover 12 is fixed to the main frame 14 by fastening connectors such as bolts and nuts. In addition, in the present embodiment, the exterior cover 12 is also mounted on the electrical component mounting frame portion 18.

[0059] As Figure 3 shown, the main frame 14 includes: a U-shaped upper frame portion 141 that extends in the front-rear direction; and a frame-shaped lower frame portion 142 that is disposed at a distance below the upper frame portion 141. The main frame 14 has a structure in which the upper frame portion 141 and the lower frame portion 142 are connected at multiple locations including the front end portion and the rear end portion. Due to this structure, the main frame 14 has an internal space surrounded by the frame. In addition, the width in the left-right direction (lateral width) of the upper frame portion 141 is greater than that of the lower frame portion 142. If very roughly described, the outer shape of the main frame 14 is a trapezoid with the upper side being larger than the lower side when viewed from the front-rear direction (front view).

[0060] As Figure 3 shown, frame mounting portions 131a that protrude inward in the left-right direction are provided at the front and rear portions of each crawler frame 131 of the left and right crawlers 13a, 13b. The upper surfaces of the four frame mounting portions 131a and the lower surface of the lower frame portion 142 of the main frame 14 are overlapped in a state where they face each other, and are fastened and connected by fastening connectors, whereby the main frame 14 is mounted on the left and right crawlers 13a, 13b. That is, the electric work vehicle 1 includes the main frame 14 supported by the traveling unit 13. In addition, for the fastening connectors that fasten and connect the main frame 14 to the frame mounting portions 131a, for example, bolts and nuts are used.

[0061] In addition, in the present embodiment, as a preferred mode, the frame mounting portion 131a has a track width adjustment structure that can change the left-right distance (track width change) between the left and right crawlers 13a, 13b. The track width adjustment structure is, for example, a structure in which a plurality of bolt holes are provided in the left-right direction so that the left-right position of the bolts for fastening and connecting the main frame 14 and the frame mounting portion 131a can be changed.

[0062] Figure 5 is a schematic perspective view showing the state in which the main frame 14 is mounted on the traveling unit 13. As Figure 5As shown, in a state where the main frame 14 is installed on the traveling unit 13, the lower side of the lower frame portion 142 is disposed between the left and right crawler belts 13a and 13b in the left-right direction. In addition, the upper side of the lower frame portion 142 and the upper frame portion 141 are disposed above the upper ends of the left and right crawler belts 13a and 13b. Specifically, the left frame portion of the U-shaped upper frame portion 141 is disposed outside (left side) in the left-right direction than the inner end portion (right end portion) of the left crawler belt 13a in the left-right direction. In addition, the right frame portion of the upper frame portion 141 is disposed outside (right side) in the left-right direction than the inner end portion (left end portion) of the right crawler belt 13b in the left-right direction.

[0063] [2-3. Traveling drive device]

[0064] As Figure 3 shown, the traveling drive device 15 includes an electric motor 151 and a drive transmission portion 152. That is, the electric work vehicle 1 includes an electric motor 151 and a drive transmission portion 152. The drive transmission portion 152 transmits the driving force of the electric motor 151 to the traveling unit 13. Specifically, the drive transmission portion 152 transmits the driving force of the electric motor 151 to the above-described drive sprocket 132 (refer to Figure 4 ). In other words, the traveling unit 13 travels by the driving force of the electric motor 151.

[0065] The traveling drive device 15 is installed on the traveling unit 13 and the main frame 14. As described above, the traveling drive device 15 has an electric motor 151. Therefore, in other words, the electric motor 151 is supported by the traveling unit 13 and the main frame 14. By supporting the electric motor 151 with a plurality of components in this way, the electric motor 151 can be firmly supported.

[0066] As Figure 5 shown, at the front end of each crawler frame 131 included in the left and right crawler belts 13a and 13b, a first device mounting portion 131b having a rectangular plane (front end face) that extends in the vertical direction (up and down direction) is provided. In addition, on the front surface of the main frame 14, a pair of second device mounting portions 143a and 143b that are arranged at intervals in the left-right direction are provided. The pair of second device mounting portions 143a and 143b are arranged symmetrically left and right. The pair of second device mounting portions 143a and 143b are tabular protrusions that protrude forward from the front surface of the main frame 14 and extend in the up and down direction.

[0067] Figure 6 is a perspective view showing a schematic structure of the traveling drive device 15. Figure 6 is a view observed from a direction different from that of the Figure 3 shown traveling drive device 15 (specifically, the left rear oblique direction). As Figure 6As shown, a pair of lower mounting portions 153a and 153b, which are arranged at intervals in the left - right direction, are provided at the lower part of the rear surface of the traveling drive device 15. The pair of lower mounting portions 153a and 153b have a rectangular plane (rear end face) that extends in the vertical direction (up - down direction). In addition, a pair of upper mounting portions 154a and 154b, which are arranged at intervals in the left - right direction, are provided at the upper part of the rear surface of the traveling drive device 15. The pair of upper mounting portions 154a and 154b are arranged symmetrically left - right. The pair of upper mounting portions 154a and 154b are flat tabs that protrude rearward from the rear surface of the traveling drive device 15 and extend in the up - down direction.

[0068] When the traveling drive device 15 is mounted on the traveling unit 13, the rear end face of the left lower mounting portion 153a of the pair of lower mounting portions 153a and 153b overlaps in the front - rear direction with the front end face of the first device mounting portion 131b provided on the left crawler 13a. In addition, the rear end face of the right lower mounting portion 153b overlaps in the front - rear direction with the front end face of the first device mounting portion 131b provided on the right crawler 13b. Moreover, the overlapping portions at two locations are fastened and connected using fastening connectors such as bolts and nuts to fix the traveling drive device 15 to the traveling unit 13.

[0069] In addition, similar to the case where the main frame 14 is mounted on the traveling unit 13, the first device mounting portion 131b has a track - width adjustment structure that can change the track width. The track - width adjustment structure is, for example, a structure in which a plurality of bolt holes are provided in the left - right direction so that the left - right position of the bolts for fastening and connecting the lower mounting portions 153a and 153b and the first device mounting portion 131b can be changed.

[0070] When the traveling drive device 15 is mounted on the main frame 14, the pair of upper mounting portions 154a and 154b provided on the traveling drive device 15 side are arranged to sandwich a pair of second device mounting portions 143a and 143b provided on the main frame 14 side in the left - right direction. Thus, a state is formed in which the left upper mounting portion 154a and the left second device mounting portion 143a overlap in the left - right direction, and a state is formed in which the right upper mounting portion 154b and the right second device mounting portion 143b overlap in the left - right direction. In addition, the left upper mounting portion 154a overlaps with the left second device mounting portion 143a in a state of being located on the left side. The right upper mounting portion 154b overlaps with the right second device mounting portion 143b in a state of being located on the right side. The overlapping tabs on the left and right are fastened and connected using fastening connectors such as bolts and nuts to fix the traveling drive device 15 to the main frame 14.

[0071] Figure 7It is a perspective view showing a schematic structure of a chassis 102 composed of a traveling unit 13, a main frame 14, and a traveling drive device 15. As Figure 7 shown, the traveling drive device 15 is disposed in front of the main frame 14. In addition, the traveling drive device 15 is disposed more forward than first rollers 134a provided on the left and right crawlers 13a, 13b (refer to Figure 4 ). The first rollers 134a are rollers 134 disposed at the foremost ends of the grounding areas of the crawlers 13a, 13b. The front end of the traveling drive device 15 is disposed more forward than the front ends of the traveling unit 13 (the left and right crawlers 13a, 13b) (refer to Figure 4 ).

[0072] If configured in such a structure, for the electric work vehicle 1, the traveling drive device 15 is configured to be disposed on the opposite side of the work machine connection portion 11 (specifically, the opposite side in the front-rear direction). In this case, the traveling drive device 15 can function as a counterweight for vehicle rear components including the work machine 3. That is, by disposing the traveling drive device 15 at the front of the vehicle, the weight balance can be made good in a state where the work machine 3 is mounted on the vehicle body 10. The traveling drive device 15 will be described in more detail later.

[0073] [2-4. Power Electronics (Electrical Work) Section]

[0074] The electrical work section 16 is a part that centrally disposes electrical components (electrical work-related components) including components for power control such as an inverter and a converter, and is configured to be unitized for at least a part of the electrical components. As Figure 3 shown, specifically, the electrical work section 16 includes a storage box 161 and a high-voltage cable 163. The high-voltage cable 163 is a cable for high voltages such as 300V.

[0075] The storage box 161 is a box that houses at least a part of the electrical work-related components. As an example, an inverter (described below), a DC-DC converter that converts high voltage to low voltage, a charger for charging the battery 171 included in the battery section 17, a controller for comprehensively controlling the electrical work components, an inverter for an external power supply (e.g., AC100V), a junction box, a relay, a fuse box, and a blower (not shown in the figure) for cooling the DC-DC converter, etc. are disposed inside the storage box 161. Electrical work-related components including electrical work components are disposed in the storage box 161, and the storage box 161 can be called an electrical work unit. A plurality of holes (not shown) for allowing wires for electrically connecting the components disposed inside and external components to pass through are provided in the storage box 161.

[0076] The storage box 161 can unitize multiple electronic components including electric power components. Through this unitization, multiple electronic components can be disassembled and assembled as a unit relative to the vehicle body 10 during maintenance, so that the maintainability can be improved. In addition, through unitization, the disassembly and assembly parts of the wiring harness during maintenance can be reduced, and the operation burden during maintenance can be alleviated.

[0077] The inverter included in the electric power unit 16 is connected to the storage battery 171 included in the storage battery unit 17, the electric motor 151 included in the traveling drive device 15, and an electric motor (not shown) included in the work machine drive device 111 by means of a high-voltage cable 163. In addition, the inverter is connected to a controller disposed in the storage box 161 by means of a signal line. The inverter converts the DC power supplied from the storage battery 171 into AC power and supplies it to the electric motor.

[0078] In addition, in the present embodiment, the electric work vehicle 1 is provided with a cooling system 164 (refer to Figure 3 ) for cooling the inverter. The cooling system 164 is disposed behind the storage box 161. The cooling system 164 includes: a pipe 164a through which a coolant for cooling the inverter flows; a pump 164b for circulating the coolant; and a container 164c for storing the coolant. In addition to this, the cooling system 164 may further include a radiator. The electric power unit 16 may include the cooling system 164, or may not include the cooling system 164.

[0079] Figure 8 and Figure 9 are diagrams for explaining the mounting structure of the storage box 161 to the chassis 102. Figure 8 The state before the storage box 161 is mounted on the chassis 102 is shown. Figure 9 The state where the storage box 161 is mounted on the chassis 102 is shown.

[0080] As Figure 8 and Figure 9 shown, the storage box 161 has a structure in which the width in the left-right direction at the front is larger than that at the rear, and is in an L shape when viewed from above. In addition, an extension member 1611 extending in the left-right direction is mounted on the upper edge of the rear end of the storage box 161. The extension member 1611 protrudes more to the left than the left side surface of the rear part of the storage box 161.

[0081] On the left side of the storage box 161, there are provided: a first leg portion 161a that protrudes leftward from the upper front edge of the box body; and a second leg portion 161b that protrudes leftward from the left end of the extension member 1611. The first leg portion 161a and the second leg portion 161b are arranged such that their positions in the vertical direction and the horizontal direction are the same, and they are spaced apart in the front-rear direction. On the right side of the storage box 161, there are provided: a third leg portion 161c that protrudes rightward from the upper front edge of the box body; and a fourth leg portion 161d that protrudes rightward from the upper rear edge of the box body. The third leg portion 161c and the fourth leg portion 161d are arranged such that their positions in the vertical direction and the horizontal direction are the same, and they are spaced apart in the front-rear direction.

[0082] In the left frame 141a of the upper frame portion 141 that constitutes the main frame 14, the first mounting portion 1411, the second mounting portion 1412, and the third mounting portion 1413 are arranged in order from the front toward the rear at intervals in the front-rear direction. Further, in the right frame 141b of the upper frame portion 141, the fourth mounting portion 1414, the fifth mounting portion 1415, and the sixth mounting portion 1416 are arranged in order from the front toward the rear at intervals in the front-rear direction. A part of the above-mentioned mounting portions 1411 to 1416 is combined with the four leg portions 161a to 161d of the storage box 161.

[0083] In a state where the storage box 161 is mounted on the chassis 102, the first leg portion 161a and the first mounting portion 1411 are arranged to overlap in the vertical direction. Further, the second leg portion 161b and the third mounting portion 1413 are arranged to overlap in the vertical direction. Further, the third leg portion 161c and the fifth mounting portion 1415 are arranged to overlap in the vertical direction. Further, the fourth leg portion 161d and the sixth mounting portion 1416 are arranged to overlap in the vertical direction. Moreover, the overlapping portions are fastened and connected using fastening connectors such as bolts and nuts. In addition, the storage box 161 is mounted on the main frame 14 on the basis of implementing anti-vibration measures, which will be described later.

[0084] Since the first to fourth leg portions 161a to 161d are arranged at the upper end portion of the storage box 161, the storage box 161 is mounted on the chassis 102 in a state where its periphery (side portion) is surrounded by the main frame 14. In other words, the storage box 161 mounted on the chassis 102 is arranged inside the main frame 14.

[0085] In addition, although the above-mentioned portions where the storage box 161 is mounted on the main frame 14 are set to four portions, this is merely an example, and the number and positions of the portions where the storage box 161 is mounted on the main frame 14 can be appropriately changed.

[0086] In addition, in the present embodiment, the storage box 161 is configured to be L-shaped when viewed from above, but the shape of the storage box 161 can be appropriately changed.

[0087] As Figure 9 , Figure 4 and so on, the electric power unit 16 is arranged behind the traveling drive device 15. In addition, the electric power unit 16 is arranged in front of the work machine connecting portion 11 including the work machine drive device 111. And, the electric power unit 16 is arranged to overlap with the traveling portion 13 when viewed from above. Specifically, when viewed from above, a part of the electric power unit 16 is arranged between the left and right crawlers 13a, 13b, and the other part is arranged to overlap with at least one of the left and right crawlers 13a, 13b.

[0088] In addition, the electric power unit 16 is arranged between the battery 171 and the traveling portion 13 in the vertical direction. In other words, at least one electric power component is arranged between the battery 171 and the traveling portion 13. In addition, regarding the traveling portion 13 composed of the left and right crawlers 13a, 13b, a gap is generated between the left and right crawlers 13a, 13b. A part of the electric power unit 16 (electric power component) can enter this gap. In this case, if a part of the electric power component is in a state between the lower end of the battery 171 and the upper end of the traveling portion 13 in the vertical direction, it can be regarded that the electric power component exists between the battery 171 and the traveling portion 13. By arranging the battery 171, the electric power unit 16 (electric power component), and the traveling portion 13 in parallel, the space can be utilized without waste and the outer shape of the electric work vehicle 1 can be made compact.

[0089] In the present embodiment, the electronic components (electric power-related components) including the electric power components are arranged at the central portion in the vertical direction of the electric work vehicle 1. That is, the electric power-related components are integrally arranged near the center of gravity of the electric work vehicle 1. When the electric work vehicle 1 is subjected to external interference due to steps on the road surface or the like, the electric work vehicle 1 rotates around the center of gravity. In this regard, according to the present embodiment, the electric power-related components are integrally arranged near the center of this rotation. Therefore, the shaking of the electric power-related components accompanied by external interference can be weakened. In particular, most of the electric power components are sensitive to vibration. Thus, it is important to suppress the vibration of the electric power components by arranging them as in the present embodiment. That is, by arranging the electric power unit 16 as in the present embodiment, the reliability of the electric work vehicle 1 can be improved.

[0090] [2-5. Battery section]

[0091] As Figure 3As shown, the battery unit 17 includes a battery 171 and a battery frame 172. That is, the electric work vehicle 1 includes a battery 171. As described above, the battery 171 supplies power to the electric motor 151 that serves as the drive source of the traveling unit 13. In other words, power is supplied from the battery 171 to the electric motor 151. In addition, as described above, the battery 171 also supplies power to the electric motor included in the work machine drive device 111 that serves as the drive source of the work machine 3.

[0092] The battery frame 172 supports the battery 171. Specifically, the battery frame 172 has a left battery frame portion 172a, a right battery frame portion 172b, and a front battery frame portion 172c. The left battery frame portion 172a and the right battery frame portion 172b are each in the shape of a ladder having two upper and lower frames and a plurality of connecting frames that connect the two frames. The left battery frame portion 172a and the right battery frame portion 172b are arranged at intervals in the left-right direction. The distance between the left and right directions of the left battery frame portion 172a and the right battery frame portion 172b is the same as the distance between the left frame 141a and the right frame 141b of the upper frame portion 141 of the main frame 14 (refer to Figure 8 ). The front battery frame portion 172c connects the front end portion of the upper frame of the left battery frame portion 172a and the front end portion of the upper frame of the right battery frame portion 172b.

[0093] The battery 171 is arranged to be surrounded by the right battery frame portion 172b, the left battery frame portion 172a, and the front battery frame portion 172c. The battery 171 is mounted on the battery frame 172 by means of at least one battery mounting piece 173 (refer to Figure 10 ). In addition, the battery 171 may be mounted on the battery frame 172 without using the battery mounting piece 173.

[0094] The battery 171 is mounted on the main frame 14 by means of the battery frame 172. If a structure is formed in which the battery 171 is mounted on the main frame 14 using the battery frame 172, then even when the shape of the battery 171 is changed, the battery 171 can be mounted on the main frame 14 without changing the shape of the main frame 14.

[0095] Figure 10 and Figure 11 are diagrams for explaining the mounting structure of the battery unit 17 to the chassis 102. Figure 10 The state before the battery unit 17 is mounted on the chassis 102 is shown. Figure 11 The state after the battery unit 17 is mounted on the chassis 102 is shown. In addition, in Figure 10 and Figure 11 , the electric work unit 16 has already been mounted on the chassis 102.

[0096] On the left side of the battery frame 172, the first mounting portion 1721, the second mounting portion 1722, and the third mounting portion 1723 are provided at intervals in order from the front to the rear on the lower frame of the left battery frame portion 172a. Further, on the right side of the battery frame 172, the fourth mounting portion 1724, the fifth mounting portion 1725, and the sixth mounting portion 1726 are provided at intervals in order from the front to the rear on the lower frame of the right battery frame portion 172b.

[0097] When the battery unit 17 is mounted on the chassis 102, six mounting portions 1411 to 1416 provided on the upper frame portion 141 of the main frame 14 are used. Specifically, the first mounting portion 1721 and the first mounting portion 1411 are overlapped in the vertical direction for mounting. The second mounting portion 1722 and the second mounting portion 1412 are overlapped in the vertical direction for mounting. The third mounting portion 1723 and the third mounting portion 1413 are overlapped in the vertical direction for mounting. The fourth mounting portion 1724 and the fourth mounting portion 1414 are overlapped in the vertical direction for mounting. The fifth mounting portion 1725 and the fifth mounting portion 1415 are overlapped in the vertical direction for mounting. The sixth mounting portion 1726 and the sixth mounting portion 1416 are overlapped in the vertical direction for mounting. For each mounting group, mounting (fastening connection) with vibration prevention measures implemented using bolts, nuts, and vibration-proof rubber is performed.

[0098] In addition, as described above, the first leg portion 161a is mounted on the first mounting portion 1411. Therefore, at the first mounting portion 1411, the first leg portion 161a and the first mounting portion 1721 are overlapped in order from the bottom to the top, and the three overlapped portions are fastened and connected using bolts or the like. Similarly, the second leg portion 161b is mounted on the third mounting portion 1413. Therefore, at the third mounting portion 1413, the second leg portion 161b and the third mounting portion 1723 are overlapped in order from the bottom to the top, and the three overlapped portions are fastened and connected using bolts or the like. Further, the third leg portion 161c is mounted on the fifth mounting portion 1415. Therefore, at the fifth mounting portion 1415, the third leg portion 161c and the fifth mounting portion 1725 are overlapped in order from the bottom to the top, and the three overlapped portions are fastened and connected using bolts or the like. In addition, the fourth leg portion 161d is mounted on the sixth mounting portion 1416. Therefore, at the sixth mounting portion 1416, the fourth leg portion 161d and the sixth mounting portion 1726 are overlapped in order from the bottom to the top, and the three overlapped portions are fastened and connected using bolts or the like. That is, the storage box (electric power unit) 161 and the battery unit 17 are jointly fastened to the main frame 14 in a state where vibration prevention measures are implemented.

[0099] Figure 12It is a schematic cross-sectional view showing the common fastening structure of the storage box 161 and the battery unit 17 with respect to the main frame 14. Figure 12 It is Figure 11 a schematic cross-sectional view at the position XII-XII in []. Specifically, it is the common fastening structure of the third mounting portion 1413 of the main frame 14. In addition, the common fastening structures of other parts are also the same as those Figure 12 shown.

[0100] As Figure 12 shown, the third mounting portion 1723 (a part of the left battery frame portion 172a) and the second leg portion 161b (a part of the storage box 161) that overlap vertically are sandwiched between the head of the bolt 4 and the upper vibration-proof rubber 7 in the vertical direction. In addition, the third mounting portion 1413 (a part of the main frame 14) is sandwiched between the upper vibration-proof rubber 7 and the lower vibration-proof rubber 7 in the vertical direction. The portion on the opposite side of the head of the bolt 4 protrudes more downward than the lower vibration-proof rubber 7, and the washer 6 and the nut 5 are installed on this protruding portion. If the bolt 4 and the nut 5 are tightened in this state, the third mounting portion 1723, the second leg portion 161b, and the third mounting portion 1413 are tightly connected while implementing vibration-proof measures using the vibration-proof rubber 7.

[0101] In addition, for the parts that are not commonly fastened (such as the mounting parts with respect to the second mounting portion 1412, etc.), there is no part equivalent to Figure 12 the second leg portion 161b shown, but the other structures are the same as those Figure 12 shown. In addition, as described above, there are 4 common fastening parts, but this number can also be appropriately changed. For example, all 6 fastening connection parts of the main frame 14 and the battery frame 172 can be commonly fastened, and the number of common fastening parts can also be less than 4 parts in this embodiment.

[0102] From the above description, it can be seen that the main frame 14 supports the battery 171 by means of a vibration-proof portion (a specific example is the Figure 12 vibration-proof rubber 7 shown). The main frame 14 is a part with relatively high rigidity in the electric work vehicle 1. By installing the battery 171 in such a place by means of the vibration-proof portion, it is possible to make the battery 171 less affected by vehicle vibrations and reduce the possibility of the battery 171 having problems.

[0103] In addition, the main frame 14 also supports at least one electric power component (components included in the electric power unit 16). By using the same frame to support the storage battery 171 and the electric power components, it is possible to share the support structure of multiple components. Moreover, in the present embodiment, the storage battery 171 and at least one electric power component are mounted on the main frame 14 using the same components. Specifically, "using the same components" means "using the same bolts 4, nuts 5, and vibration-proof rubbers 7". In other words, the storage battery 171 and at least one electric power component are commonly fastened to the main frame 14. If such a structure is formed, it is possible to prevent the storage battery 171 and the electric power components from moving separately relative to the vehicle vibration.

[0104] Specifically, the storage battery unit 17 and the storage box (electric power unit) 161 are commonly fastened in a vibration-proof state using the same bolts 4, etc., so that relative movement between them can be suppressed. As a result, it is possible to suppress the buckling of the wiring harness connecting the storage battery 171 and the storage box 161, or to apply a large load to the connector part, so that the reliability of the electric power system of the electric work vehicle 1 can be improved.

[0105] In addition, as Figure 11 etc. show, the main frame 14 supported by the traveling unit 13 supports the storage battery 171 and the electric motor 151. The traveling unit 13, the storage battery 171, and the electric motor 151 are mounted on the same frame, enabling the sharing of components for support and making the electric work vehicle 1 more compact.

[0106] In addition, as Figure 11 , Figure 4 etc. show, the electric motor 151 and the drive transmission unit 152 are arranged on one side of the storage battery 171. If such a structure is formed, the electric motor 151 and the drive transmission unit 152 can be arranged in the vicinity. As a result, the drive system mounted on the electric work vehicle 1 can be made more compact.

[0107] Moreover, as Figure 4 etc. show, the electric motor 151 is arranged closer to one side than the end on the opposite side (the other side) of the drive transmission unit 152. If such a structure is formed, a gap can be created between the other side of the electric motor 151 and the storage battery 171 to create a space for placing components such as frame members. In addition, the end on the other side of the drive transmission unit 152 corresponds to the above-mentioned lower mounting portions 153a, 153b (also refer to Figure 6 ).

[0108] Specifically, one side is the front side of the vehicle. That is, the electric motor 151 and the drive transmission unit 152 are arranged on the front side of the battery 171. The electric motor 151 is arranged more forward than the rear end portion (the lower mounting portions 153a and 153b) of the drive transmission unit 152. In addition, the power-operated vehicle 1 has a working machine 3 arranged behind the battery 171 (refer to Figure 1 and Figure 4 ). Therefore, with respect to the power-operated vehicle 1, the electric motor 151, the drive transmission unit 152, and the working machine 3 are arranged on opposite sides in the front-rear direction with the battery 171 therebetween. As a result, heavy objects can be arranged at the front and rear portions of the power-operated vehicle 1 to achieve balance in the front and rear.

[0109] Figure 13 is a schematic top view showing the relationship between the traveling unit 13 and the battery 171. In addition, Figure 13 the battery 171 shown does not include battery mounting pieces 173 for mounting to the battery frame 172 (refer to Figure 10 ). As shown in Figure 13 , the battery 171 is arranged more inward than the left and right end portions of the traveling unit 13. Specifically, the left end portion of the battery 171 is located at a position more to the right than the left end portion of the left crawler belt 13a. The right end portion of the battery 171 is located at a position more to the left than the right end portion of the right crawler belt 13b. If configured in this way, the amount by which the upper portion of the power-operated vehicle 1 protrudes outward in the left-right direction with respect to the traveling unit 13 can be reduced, and the possibility of collision with obstacles present on the side of the power-operated vehicle 1 can be decreased.

[0110] In addition, in the present embodiment, the battery unit 17 protrudes outward in the left-right direction on both the left and right sides with respect to the traveling unit 13. However, this is merely an example, and it may also be configured such that the battery unit 17 is arranged more inward than the left and right end portions of the traveling unit 13. If configured in this way, the possibility of collision between the upper portion of the power-operated vehicle 1 and obstacles present on the side of the power-operated vehicle 1 can be decreased.

[0111] [2-6. Electrical component configuration frame portion]

[0112] As shown in Figure 3 , the electrical component configuration frame portion 18 includes a sub-frame 181. In other words, the power-operated vehicle 1 includes a sub-frame 181 arranged above the main frame 14. The sub-frame 181 supports various electrical components 182 arranged in the upper portion of the power-operated vehicle 1. Specifically, the electrical components 182 are electrical components driven by a low voltage (for example, 12V).

[0113] Power is supplied from the storage battery 171 to the electrical appliance 182 via a DC-DC converter (not shown) included in the electric power unit 16 and a low-voltage wiring harness 183 that is a low-voltage wiring harness. The low-voltage wiring harness 183 is also supported by the sub-frame 181. Specifically, it is not configured such that the entire low-voltage wiring harness 183 is disposed on the sub-frame 181. Among the low-voltage wiring harness 183, the wiring harness that forms the main line is disposed on the side of the chassis 102, and the wiring harness formed by bundling the auxiliary wires connected to the electrical appliance 182 disposed on the upper part of the vehicle is supported by the sub-frame 181.

[0114] Figure 14 FIG. is a perspective view showing a schematic structure of the sub-frame 181. Figure 15 FIG. is a schematic perspective view showing a state where the sub-frame 181 is mounted on the chassis 102. In addition, in Figure 15 the electric power unit 16 and the storage battery unit 17 are mounted on the chassis 102.

[0115] The sub-frame 181 is fixed to the chassis 102. At least a part of the sub-frame 181 is disposed above the storage battery 171 and the electric motor 151. Specifically, the sub-frame 181 is mounted on the chassis 102 so as to surround the upper part from the front of the chassis 102. In other words, the sub-frame 181 is mounted on the chassis 102 so as to surround the traveling drive device 15, the electric power unit 16, and the storage battery unit 17.

[0116] The front and upper parts of the electric work vehicle 1 are the places that first bear the load during a collision or rollover. Since the sub-frame 181 is provided in such a position, it is possible to protect the storage battery 171, the electric motor 151, and the electric power unit 16 from being directly applied with an external force during a collision or rollover. Although it is possible that the sub-frame 181 is damaged due to this protection, even in such a case, it is possible to improve the maintainability by replacing the frame, which is an inexpensive component.

[0117] In addition, in the present embodiment, the sub-frame 181 is covered from above by an exterior cover 12 (see Figure 2 etc.). However, this is only an example. At least a part of the sub-frame 181 may also be disposed outside the exterior cover 12. For example, as a structure in which the upper part of the sub-frame 181 protrudes outside the exterior cover 12, the sub-frame 181 can be used as a shelf during material handling. Thereby, the convenience of the electric work vehicle 1 can be improved.

[0118] The sub-frame 181 has a split structure (a separable structure). Figure 16 FIG. is a diagram for explaining the split structure of the sub-frame 181. As Figure 16 shown, the sub-frame 181 can be divided into a vehicle upper frame portion 181a, a vehicle front frame portion 181b, and a vehicle lower frame portion 181c.

[0119] The upper frame portion 181a above the vehicle has a pair of upper main frames 1810a and 1810b configured to be spaced apart in the left - right direction and extend in the front - rear direction. The pair of upper main frames 1810a and 1810b are connected by a plurality of upper connecting frames 1811 extending in the left - right direction. At the front end of each of the pair of upper main frames 1810a and 1810b, there are provided upper front frames 1812a and 1812b extending downward. At the rear end of each of the pair of upper main frames 1810a and 1810b, there are provided upper rear frames 1813a and 1813b extending downward.

[0120] The front frame portion 181b in front of the vehicle has a front main frame 1814 in which a U - shaped frame is formed in a posture extending obliquely rearward and constitutes a portion that is bent midway and extends horizontally rearward. At the left and right rear ends of the front main frame 1814, there are provided intermediate connecting frames 1815 that connect the left and right rear ends. At the left and right ends of the intermediate connecting frame 1815, there are provided intermediate connecting frame extension portions 1815a and 1815b that bend downward. In addition, on the lower edge portion of the front main frame 1814 extending in the left - right direction, there is provided a rectangular front plate portion 1816 that expands downward.

[0121] The lower frame portion 181c below the vehicle has a pair of lower main frames 1817a and 1817b that are L - shaped when viewed from the side. At the front - side ends of the pair of lower main frames 1817a and 1817b, there is provided a lower first connecting frame 1818 that extends in the left - right direction and connects the two frames 1817a and 1817b. At the rear - side ends of the pair of lower main frames 1817a and 1817b, there is provided a lower second connecting frame 1819 that extends in the left - right direction and connects the two frames 1817a and 1817b.

[0122] The left and right upper front frames 1812a and 1812b are fastened and connected to the intermediate connecting frame 1815 by fastening connectors (such as bolts and nuts), thereby connecting the upper frame portion 181a of the vehicle and the front frame portion 181b of the vehicle. The front plate portion 1816 is fastened and connected to the lower first connecting frame 1818 by fastening connectors, thereby connecting the front frame portion 181b of the vehicle and the lower frame portion 181c of the vehicle.

[0123] In addition, the sub - frame 181 formed by integrating the three frame portions 181a to 181c is mounted on the main frame 14. Specifically, the lower ends of the left and right upper rear frames 1813a and 1813b are fastened and connected to the upper frame portion 141 of the main frame 14 (refer to Figure 3The rear end surface of (). In addition, the left and right intermediate connection frame extensions 1815a and 1815b are fastened and connected to the upper surface of the front end of the main frame 14 by fastening connectors. In addition, the lower second connection frame 1819 is fastened and connected to the lower frame portion 142 of the main frame 14 (refer to Figure 3 ) The front end surface.

[0124] If the sub-frame 181 is set to a split structure as in the present embodiment, the disassembly method of the sub-frame 181 can be selected according to the part to be maintained, and the workability during maintenance can be improved. For example, when maintaining the battery 171, it is only necessary to disassemble the upper vehicle frame portion 181a of the vehicle, whereby the operator can easily operate the battery 171.

[0125] Figure 17 FIG. is a diagram for explaining an example of disassembling the electric work vehicle 1 during maintenance of the battery 171 such as battery replacement, Figure 17 in which the exterior cover 12 has been removed. As Figure 17 shown, during maintenance of the battery 171, the electrical appliances 182 and the low-voltage wiring harness 183 mounted on the upper vehicle frame portion 181a of the vehicle are also removed from the chassis 102 together with the upper vehicle frame portion 181a of the sub-frame 181.

[0126] A connector 183a is provided corresponding to the separable position of the low-voltage wiring harness 183 and the sub-frame 181. The necessary parts of the connector 183a are disassembled corresponding to the disassembly (division) of the sub-frame 181. When the upper vehicle frame portion 181a is removed, the connector 183a disposed near the upper vehicle frame portion 181a and the front vehicle frame portion 181b of the vehicle is disassembled. Thereby, the low-voltage wiring harness 183 mounted on the upper vehicle frame portion 181a and the low-voltage wiring harness 183 fixed to the main frame 14 and the front vehicle frame portion 181b of the vehicle can be simply separated.

[0127] In addition, in the present embodiment, the battery unit 17 is configured to be disposed on the upper part of the electric work vehicle 1. Therefore, the battery 171 can be easily operated only by removing the upper vehicle frame portion 181a (including electrical appliances and low-voltage wiring harness). Therefore, if a replacement battery 171 is prepared in advance, continuous operation can be performed with less time loss even without increasing the number of vehicles.

[0128] [2-7. Hydraulic device (hydraulic system)]

[0129] In Figure 4In the part indicated by the dashed box or its vicinity, the electric work vehicle 1 is equipped with a hydraulic device 19 that constitutes a hydraulic system. The hydraulic device 19 is a device for lifting the work machine 3. The elements constituting the hydraulic device 19 are centrally arranged at the rear of the electric work vehicle 1 where the work machine 3 is provided. By configuring it in this way, the oil circuit can be shortened and the energy loss can be reduced. As a result, unnecessary power consumption can be suppressed and the operating time of the electric work vehicle 1 can be extended.

[0130] The hydraulic device 19 at least includes a hydraulic cylinder and a hydraulic pump. The hydraulic pump is structured to be driven by a motor. Preferably, the hydraulic device 19 further includes a valve block having a relief valve. Additionally, preferably, the hydraulic device 19 further includes a control valve. Additionally, preferably, the hydraulic device 19 further includes a pipe (hydraulic pipe) through which oil flows.

[0131] In the present embodiment, the hydraulic device 19 is arranged between the battery 171 and the traveling unit 13 and is behind the electric work component (electric work unit 16). Additionally, the hydraulic device 19 is arranged lower than the electric motor of the work machine drive device 111. If configured in this way, it can be configured such that no electric work components, batteries, electric motors, or other power components are arranged below the hydraulic device 19. As a result, assuming that even if oil leaks due to a failure of the hydraulic device 19, the possibility of the leaked oil adhering to the power components can be reduced. Since the possibility of a failure of the power components caused by the adhesion of oil can be reduced, the possibility of a fatal malfunction such as inability to travel can be reduced.

[0132] Furthermore, regarding the traveling unit 13 composed of the left and right crawlers 13a, 13b, a gap is generated between the left and right crawlers 13a, 13b. A part of the hydraulic device 19 can enter this gap. Even in this case, if a part of the hydraulic device 19 exists in a state between the lower end of the battery 171 and the upper end of the traveling unit 13 in the vertical direction, the hydraulic device 19 is considered to exist between the battery 171 and the traveling unit 13.

[0133] <3. Details of the Traveling Drive Device>

[0134] Next, the traveling drive device 15 of the electric work vehicle 1 will be described in detail.

[0135] [3-1. Structure of the Traveling Drive Device]

[0136] Figure 18 is a perspective view showing the schematic structure of the traveling drive device 15. Figure 19 is a side view showing the schematic structure of the traveling drive device 15. As Figure 18 and Figure 19As shown, the traveling drive device 15 includes a traveling electric motor 151a, a slewing electric motor 151b, a speed reducer 155, a connecting portion 156, an output end portion 157, and a braking portion 158.

[0137] In addition, the electric motor 151 includes the traveling electric motor 151a and the slewing electric motor 151b. Further, the drive transmission portion 152 includes the speed reducer 155, the connecting portion 156, and the output end portion 157. Additionally, Figure 18 and Figure 19 a drive sprocket 132 is also shown, but in this embodiment, the drive sprocket 132 is a structural element of the traveling portion 13. However, the drive sprocket 132 can also be regarded as a structural element of the traveling drive device 15.

[0138] The traveling electric motor 151a generates traveling power. Specifically, the traveling power generated by the drive of the traveling electric motor 151a is transmitted to the output end portion 157 through the power transmission elements included in the speed reducer 155 and the connecting portion 156. This will be described in detail later. In addition, the power source of the traveling electric motor 151a is the above-mentioned storage battery 171 (refer to Figure 3 etc.). Specifically, power is supplied to the traveling electric motor 151a from the storage battery 171 through an inverter (not shown) included in the electric power unit 16.

[0139] The slewing electric motor 151b generates slewing power. Specifically, the slewing power generated by the drive of the slewing electric motor 151b is transmitted to the output end portion 157 through the power transmission elements included in the speed reducer 155 and the connecting portion 156. This will be described in detail later. In addition, the power source of the slewing electric motor 151b is the above-mentioned storage battery 171. Specifically, power is supplied to the slewing electric motor 151b from the storage battery 171 through an inverter included in the electric power unit 16.

[0140] The speed reducer 155 is connected to the traveling electric motor 151a and the slewing electric motor 151b. The speed reducer 155 includes a housing 155a and a speed reduction mechanism 155b provided inside the housing 155a (refer to Figure 20 etc.). That is, the traveling drive device 15 includes the speed reduction mechanism 155b. Specifically, the housing 155a has a left housing 155aL disposed on the left side and a right housing 155aR disposed on the right side. In addition, the pair of upper mounting portions 154a, 154b (refer to Figure 6 ) are separately provided on the left housing 155aL and the right housing 155aR.

[0141] Figure 20It is a perspective view showing the schematic structure of the traveling drive device 15 with the right housing 155aR removed. Figure 21 It is a perspective view showing the schematic structure of the traveling drive device 15 with the housing 155a removed. Figure 21 It is a view observed from the same direction as Figure 20 the same. Figure 22 It is a view observed from a direction different from Figure 21 that of the schematic perspective view of the traveling drive device 15 with the housing 155a removed.

[0142] As Figures 20 to 22 shown, the speed reduction mechanism 155b has: a left speed reduction mechanism 155bL disposed on the left side; and a right speed reduction mechanism 155bR disposed on the right side. In the present embodiment, the right speed reduction mechanism 155bR is the speed reduction mechanism of the traveling electric motor 151a, and the left speed reduction mechanism 155bL is the speed reduction mechanism of the turning electric motor 151b. However, the left and right positions of the traveling electric motor 151a and the turning electric motor 151b may be replaced, and the positions of the left and right speed reduction mechanisms 155bL and 155bR may be replaced according to this replacement. As described later, the left speed reduction mechanism 155bL and the right speed reduction mechanism 155bR share the final output shaft and uniformly output the output power of the two mechanisms 155bL and 155bR.

[0143] Each of the speed reduction mechanisms 155bL and 155bR is configured to include a plurality of power transmission elements. Specifically, the power transmission elements include gears. In addition to gears, the power transmission elements may also include chains and belts. In addition, the structures of the speed reduction mechanisms 155bL and 155bR will be described in detail later. In the present embodiment, the traveling drive device 15 includes a differential mechanism 159 (refer to Figure 24 ) linked to the turning electric motor 151b. The differential mechanism 159 is also included in the housing 155a, and this will be described later.

[0144] The connecting portion 156 connects the speed reduction mechanism 155b and the output end portion 157 in a manner capable of transmitting power. Specifically, the connecting portion 156 has: a left connecting portion 156L disposed on the left side; and a right connecting portion 156R disposed on the right side. That is, the output of the speed reduction mechanism 155b is taken out from two left and right portions to the outside. Each of the connecting portions 156L and 156R includes a plurality of power transmission elements, and this will be described in detail later.

[0145] The output end portion 157 is a part that outputs the driving forces of the traveling electric motor 151a and the slewing electric motor 151b to the outside of the present device 15. Since the connecting portion 156 has left and right connecting portions 156L and 156R, the output end portion 157 also has left and right output end portions 157L and 157R. In the present embodiment, the left output end portion 157L is constituted by a part of the left connecting portion 156L. The right output end portion 157R is constituted by a part of the right connecting portion 156R. This will be described in detail later.

[0146] The braking portion 158 brakes the power transmission elements of the speed reduction mechanism 155b. The brake is a brake for maintaining the stopped state of the electric work vehicle 1 during parking. That is, the brake is a parking brake. Specifically, the brake maintains the stopped state of the vehicle when parked on an inclined surface. In detail, the braking portion 158 brakes the power transmission elements of the right speed reduction mechanism 155bR provided corresponding to the traveling electric motor 151a. The detailed braking mechanism for causing the braking portion 158 to function will be described later.

[0147] [3-2. Details of Power Transmission]

[0148] Next, the details of the power transmission of the traveling drive device 15 will be described.

[0149] Figure 23 It is a power transmission system diagram of the traveling system. Figure 24 It is a power transmission system diagram of the slewing system. As Figure 23 and Figure 24 shown, the power transmission systems of the traveling system and the slewing system commonly include a pair of left and right planetary speed change mechanisms 57L and 57R. As can be understood from the following description, the left and right planetary speed change mechanisms 57L and 57R constitute a differential mechanism 159 that is linked with the slewing electric motor 151b.

[0150] The left and right planetary speed change mechanisms 57L and 57R are arranged symmetrically about the sun shaft 56. The left and right planetary speed change mechanisms 57L and 57R each have a plurality (for example, 3) of planetary gears 571. Regarding the left planetary speed change mechanism 57L, the plurality of planetary gears 571 are respectively rotatably supported by a planet carrier 572 disposed on the left side. Regarding the right planetary speed change mechanism 57R, the plurality of planetary gears 571 are respectively rotatably supported by a planet carrier 572 disposed on the right side. Regarding each of the planetary speed change mechanisms 57L and 57R, the plurality of planetary gears 571 are located at the same radius with the sun shaft 56 as the center, and are arranged to mesh with sun gears 573 respectively fixed to the left and right ends of the sun shaft 56.

[0151] Regarding the left and right planetary speed change mechanisms 57L and 57R, the annular gears 574 are respectively arranged concentrically with respect to the above-mentioned sun shaft 56. Each annular gear 574 has internal teeth on its inner peripheral surface and external teeth on its outer peripheral surface. Each annular gear 574 is arranged such that its internal teeth mesh with a plurality of planetary gears 571. Each annular gear 574 is rotatably supported on the sun shaft 56 by means of a bearing, or on a central shaft 58 protruding outward in the left and right directions from the planet carrier 572.

[0152] As Figure 23 shown, the rotational power of the first motor shaft 51 protruding from the traveling electric motor 151a is transmitted from the output gear 52 of the first motor shaft 51 to the central gear 55 fixed to the sun shaft 56 via the transmission gears 53 and 54. The rotational power transmitted to the central gear 55 is transmitted to the left and right pair of planetary speed change mechanisms 57L and 57R.

[0153] The rotational power transmitted to the left planetary speed change mechanism 57L is transmitted to the left bevel gear 59L fixed to the left end portion of the central shaft 58 fixed to the planet carrier 572 via the planet carrier 572. Similarly, the rotational power transmitted to the right planetary speed change mechanism 57R is transmitted to the right bevel gear 59R fixed to the right end portion of the central shaft 58 fixed to the planet carrier 572 via the planet carrier 572. In addition, the central shaft 58 of the planet carrier 572 corresponds to the output shaft of the speed reducer 155 (the differential mechanism 159 included in the speed reducer 155).

[0154] The rotational power transmitted to the left bevel gear 59L is transmitted to the relay shaft 60 included in the left connecting portion 156L and having bevel gears 61 fixed to both end portions. The rotational power transmitted to the relay shaft 60 is transmitted to the external output shaft 62 having a bevel gear 63 fixed to one end portion (right end portion). The other end portion (left end portion) of the external output shaft 62 constitutes the left output end portion 157L, and the left drive sprocket 132 is mounted on this portion.

[0155] Similarly, the rotational power transmitted to the right bevel gear 59R is transmitted to the relay shaft 60 included in the right connecting portion 156R and having bevel gears 61 fixed to both end portions. The rotational power transmitted to the relay shaft 60 is transmitted to the external output shaft 62 having a bevel gear 63 fixed to one end portion (left end portion). The other end portion (right end portion) of the external output shaft 62 constitutes the right output end portion 157R, and the right drive sprocket 132 is mounted on this portion.

[0156] As Figure 24As shown, the rotational power of the second motor shaft 71 protruding from the swing electric motor 151b is transmitted from the output gear 72 of the second motor shaft 71 to the central gear 80 fixed to the steering shaft 79 via a pair of transmission gears 73, 74 fixed to the first intermediate shaft 75 and a pair of transmission gears 76, 77 fixed to the second intermediate shaft 78. The rotational power transmitted to the steering shaft 79 via the central gear 80 is transmitted to a pair of left and right planetary speed change mechanisms 57L, 57R constituting the differential mechanism 159.

[0157] A transmission gear 81 installed on the left end side of the steering shaft 79 meshes with the external teeth of the ring gear 574 of the left planetary speed change mechanism 57L. Therefore, the rotational power transmitted to the steering shaft 79 is directly transmitted to the ring gear 574 of the left planetary speed change mechanism 57L. On the other hand, a transmission gear 82 installed on the right end side of the steering shaft 79 meshes with a reverse gear 84 installed on the reverse shaft 83, and the reverse gear 84 meshes with the external teeth of the ring gear 574 of the right planetary speed change mechanism 57R. Therefore, the rotational power transmitted to the steering shaft 79 is transmitted to the ring gear 574 of the right planetary speed change mechanism 57R after the rotational direction is reversed by the reverse gear.

[0158] For example, in a state where the rotation of the traveling electric motor 151a is stopped, the sun shaft 56 and the left and right sun gears 573 are fixed. Therefore, when the swing electric motor 151b rotates forward (or reversely), the left and right ring gears 574 rotate at the same rotational speed in opposite directions. Here, it is assumed that the left ring gear 574 rotates forward and the right ring gear 574 rotates reversely. In this case, the left planetary gear 571 and the planet carrier 572 rotate forward about the sun shaft 56, while the right planetary gear 571 and the planet carrier 572 rotate reversely about the sun shaft 56. Therefore, the external output shaft 62 that transmits the rotational power from the central shaft 58 of the left planet carrier 572 via the relay shaft 60 rotates forward, and the external output shaft 62 that transmits the rotational power from the central shaft 58 of the right planet carrier 572 via the relay shaft 60 rotates reversely. Thus, the left crawler 13a moves forward and the right crawler 13b moves backward. In this case, the electric work vehicle 1 rotates to the right in place.

[0159] On the other hand, if the electric motor 151a for traveling is rotated, the rotational power of the electric motor 151a for traveling is transmitted to the sun shaft 56 as described above. If the rotation of the electric motor 151b for turning is stopped in advance, the rotation of the ring gears 574 on the left and right sides is stopped and becomes fixed. Therefore, the rotational power transmitted to the sun shaft 56 is evenly transmitted to the external output shaft 62 on the left side (left output end 157L) and the external output shaft 62 on the right side (right output end 157R) by means of the left and right planetary speed change mechanisms 57L and 57R. As a result, the left and right drive sprockets 132 rotate at the same speed in the same rotation direction, and the electric working vehicle 1 travels straight. That is, the electric working vehicle 1 moves forward or backward according to the rotation direction of the electric motor 151a for traveling.

[0160] Based on the above principle, by appropriately controlling the rotation speed and rotation direction of the electric motor 151a for traveling and the electric motor 151b for turning, the electric working vehicle 1 can be turned while traveling. Figure 1 ) and the like to adjust the rotation speed and rotation direction of the electric motor 151a for travel and the electric motor 151b for rotation.

[0161] Here, refer to Figure 23 The braking portion 158 is described in detail. Figure 23 As shown in FIG. 1 , the brake unit 158 ​​is composed of an electromagnetic brake. Specifically, the brake unit 158 ​​includes an electromagnetic unit 1581 , a brake shaft 1582 , and a brake gear 1583 fixed to the brake shaft 1582 .

[0162] The electromagnetic part 1581 switches between a state in which the brake is applied to the rotor 1581a rotating together with the brake shaft 1582, and a state in which the brake is not applied. If the brake is applied to the rotor 1581a, the brake shaft 1582 and the brake gear 1583 cannot rotate. If the brake gear 1583 cannot rotate, the transmission gear 53, which is a power transmission element of the above-mentioned travel system connected to the brake gear 1583 via the intermediate gear 65, cannot rotate either. As a result, the left and right external output shafts 62 connected to the transmission gear 53 via a plurality of power transmission elements cannot rotate either, and the parking state of the electric working vehicle 1 during parking (parking) is maintained. On the other hand, when the brake is not applied to the rotor 1581a, the transmission gear 53 can rotate freely, and therefore, the brake part 158 ​​is not used to brake the travel system of the electric working vehicle 1.

[0163] In the present embodiment, it is configured such that when the electromagnetic unit 1581 is energized, braking is not applied to the rotor 1581a, and when the energization of the electromagnetic unit 1581 is cut off, braking is applied to the rotor 1581a. By configuring it in this way, when the electric work vehicle 1 is parked, it is possible to form a state in which braking is applied without being energized. In addition, when a failure occurs in the power system of the electric work vehicle 1 and the electric motor 151 does not rotate, the electric work vehicle 1 can be safely stopped in a state where braking is applied in advance. However, contrary to the structure of the present embodiment, it may also be configured such that when the electromagnetic unit 1581 is energized, braking is applied to the rotor 1581a, and when the energization of the electromagnetic unit 1581 is cut off, braking is not applied to the rotor 1581a.

[0164] In addition, in the present embodiment, it is configured such that the intermediate gear 65 meshes with the transmission gear 53. However, as long as the rotation of the traveling system can be stopped, the gear with which the intermediate gear 65 meshes may also be a gear fixed to another shaft. For example, the intermediate gear 65 may be configured to mesh with a gear fixed to the sun shaft 56. However, a structure in which it meshes with a gear (with a smaller torque) fixed to a shaft arranged upstream of the speed reduction mechanism 155b can apply braking with a smaller force, and thus is preferably configured.

[0165] From the above description, it can be seen that in the present embodiment, the intermediate gear 65 is arranged between the power transmission element of the speed reduction mechanism 155b and the braking unit 158. Specifically, the intermediate gear 65 is arranged between the power transmission element (gear 53) of the right speed reduction mechanism (speed reduction mechanism for the traveling system) 155bR and the braking gear 1583 of the braking unit 158.

[0166] Assume that if a braking mechanism for maintaining the parked state of the electric work vehicle 1 without using the intermediate gear 65 is to be configured, it is necessary to arrange the braking mechanism at the end of any shaft for power transmission of the traveling system. In this case, it is necessary to arrange the braking mechanism while avoiding the arrangement areas of the left and right electric motors 151a and 151b. By providing the braking mechanism, it is likely to cause the traveling drive device to become large-sized. In this regard, regarding the structure provided with the intermediate gear 65 as in the present embodiment, the braking mechanism can be configured with a smaller number of shafts for the speed reduction mechanism 155b arranged between the left and right electric motors 151a and 151b. Therefore, the traveling drive device 15 having the braking mechanism can be configured compactly.

[0167] In addition, assuming a structure in which the left and right crawlers 13a and 13b are driven by different electric motors, there is a need to provide braking portions (braking mechanisms) on the left and right output shafts (travel drive shafts) respectively. On the other hand, in the present embodiment, the number of braking portions 158 can be one, and in this regard, it can also be said that the structure of the present embodiment is an advantageous structure.

[0168] [3-3. Layout of Each Part, etc.]

[0169] Next, the layout of each part constituting the travel drive device 15 and the like will be described.

[0170] As Figure 18 shown, the speed reducer 155 is disposed between the travel electric motor 151a and the swing electric motor 151b. In other words, the speed reduction mechanism 155b is disposed between the travel electric motor 151a and the swing electric motor 151b (also refer to Figure 21 ). By disposing the speed reduction mechanism 155b between the two electric motors 151a and 151b, it is possible to centrally dispose the components (elements) constituting the speed reduction mechanism 155b in the vicinity of the two electric motors 151a and 151b. Therefore, it is possible to achieve the compactification of the travel drive device 15.

[0171] Specifically, the travel electric motor 151a and the swing electric motor 151b are arranged at intervals in the left-right direction. That is, the travel electric motor 151a and the swing electric motor 151b are separately disposed with respect to the speed reduction mechanism 155b in the left-right direction. Since the two electric motors 151a and 151b are arranged in the left-right direction, it is possible to shorten the width of the travel drive device 15 in the front-rear direction.

[0172] More specifically, as Figure 22 etc. shown, the first motor shaft 51 of the travel electric motor 151a connected to the speed reduction mechanism 155b and the second motor shaft 71 of the swing electric motor 151b connected to the speed reduction mechanism 155b are arranged on the same axis (on the first axis L1). Specifically, the first motor shaft 51 and the second motor shaft 71 are arranged on the same axis L1 extending in the left-right direction. In addition, specifically, the first motor shaft 51 is the output shaft of the travel electric motor 151a and is connected to the right speed reduction mechanism 155bR. Specifically, the second motor shaft 71 is the output shaft of the swing electric motor 151b and is connected to the left speed reduction mechanism 155bL.

[0173] If the first motor shaft 51 and the second motor shaft 71 are configured to be arranged on the same axis L1, the speed reducer 155 disposed between the two electric motors 151a and 151b can support the two motor shafts 51 and 71 using the same components. Based on this, in the present embodiment, asFigures 20 to 22 As shown, the first motor shaft 51 and the second motor shaft 71 are rotatably held by a holding portion 1551 provided in a housing 155a that covers a speed reduction mechanism 155b. The first motor shaft 51 and the second motor shaft 71 are rotatably held by the same (one) holding portion 1551. With such a configuration, the mounting structure of the output shafts of the two electric motors 151a and 151b can be made simple.

[0174] Specifically, the holding portion 1551 formed as one component is disposed within the housing 155a. The holding portion 1551 disposed within the housing 155a can be mounted on either the left and right housings 155aL and 155aR. In the present embodiment, as Figure 20 shown, the holding portion 1551 is mounted on the left housing 155aL.

[0175] Figure 25 is a schematic cross-sectional view showing the support structure of the holding portion 1551 for the two motor shafts 51 and 71. The holding portion 1551 has a left recess 1551aL that is recessed toward the right on the left side surface. In addition, the holding portion 1551 has a right recess 1551aR that is recessed toward the left on the right side surface. A bearing 1552 that rotatably supports the end portion (left end portion) of the first motor shaft 51 is disposed in the right recess 1551aR. In addition, a bearing 1552 that rotatably supports the end portion (right end portion) of the second motor shaft 71 is disposed in the left recess 1551aL.

[0176] In the present embodiment, the traveling drive device 15 is mounted on the traveling portion 13 and the main frame 14. However, from the above description, it can be seen that the mounting direction for the above components is in the front-rear direction (see Figures 5 to 7 ). With respect to the traveling drive device 15 having such a mounting direction, the braking portion 158 is disposed on one side in the front-rear direction of the speed reduction mechanism 155b. With such a structure, as described above, the braking portion 158 can be disposed near the speed reduction mechanism 155b by using the intermediate gear 65. As a result, the traveling drive device 15 can be configured compactly.

[0177] Specifically, as Figure 19As shown, the braking unit 158 is located at a position further forward than the first axis L1 of the traveling electric motor 151a and the slewing electric motor 151b that are on the same axis as each other. In addition, the second axis L2, which is the axis of the output shaft of the differential mechanism 159, is located at a position further forward than the first axis L1. If such a structure is formed, it is possible to form a structure for the electric work vehicle 1 in which the traveling electric motor 151a and the slewing electric motor 151b are not at the foremost part. As a result, even if the electric work vehicle 1 collides with an obstacle, it is possible to configure the electric motors 151a and 151b not to be directly subjected to an external force. That is, even if there is a collision with an obstacle, it is possible to reduce the possibility of failure of the high-voltage electric motors 151a and 151b. In addition, the second axis L2 corresponds to the axis of the above-mentioned central shaft 58 (refer to Figure 23 ).

[0178] In addition, in the present embodiment, with respect to the traveling drive device 15 mounted on the electric work vehicle 1, the braking unit 158 is at the foremost part. Therefore, even if the electric work vehicle 1 collides with an obstacle, it is possible to suppress failures of the electric motors 151a and 151b and the speed reducer 155 that are further rearward than the braking unit 158. That is, even if there is a collision with an obstacle, it is possible to suppress the possibility of a fatal failure that causes the drive system of the electric work vehicle 1 to be unable to travel.

[0179] In addition, in the present embodiment, the first axis L1, the second axis L2, and the third axis L3, which is the axis of the brake shaft 1582 of the braking unit 158 (refer to Figure 19 ), all extend in the left-right direction. As Figure 19 shown, when viewed from one side in the left-right direction (side view), the third axis L3 is located between the first axis L1 and the second axis L2 in the direction in which the virtual line VL1 connecting the first axis L1 and the second axis L2 extends. If such a structure is formed, it is possible to suppress the braking unit 158 from protruding with respect to the two electric motors 151a and 151b and the differential mechanism 159, and it is possible to make the outer shape of the traveling drive device 15 compact.

[0180] In addition, in the present embodiment, the height position of the output end portion 157 exists at a position further below than the second axis L2 that is further below than the first axis L1. This is achieved by forming the lower side of the traveling drive device 15 into a portal shape. This portal shape is achieved by arranging bevel gears 59L and 59R (refer to Figure 23 ) at the left and right ends of the output shaft (corresponding to the above-mentioned central shaft 58) of the speed reduction mechanism 155b (differential mechanism 159), and by providing left and right connecting portions 156L and 156R.

[0181] By forming the lower side of the traveling drive device 15 into a portal shape, with respect to the electric work vehicle 1, the height positions of the electric motors 151a and 151b can be increased relative to the output end portion 157 to which the drive sprockets 132 are mounted. Thus, in the present embodiment, the electric motors 151a and 151b are at a position higher than the crawlers 13a and 13b. As a result, even without increasing the lateral interval between the crawlers 13a and 13b, contact between the two laterally arranged electric motors 151a and 151b and the crawlers 13a and 13b is avoided. In addition, in a front view, the outer ends of the left and right electric motors 151a and 151b in the lateral direction can be configured not to protrude outward in the lateral direction with respect to the crawlers 13a and 13b. As a result, the electric work vehicle 1 can be formed compactly. In addition, by forming it into a portal shape, it is possible to easily adjust the wheelbase and the minimum ground clearance.

[0182] In addition, in detail, the connecting portion 156 (left and right connecting portions 156L and 156R) has a first connecting portion 1561 and a second connecting portion 1562. The first connecting portion 1561 extends in the lateral direction, and one end is connected to the output end portion 157. In detail, the first connecting portion 1561 includes the above-mentioned external output shaft 62 that extends in the lateral direction (refer to Figure 23 ). Moreover, the outer ends of the external output shaft 62 in the lateral direction are directly connected to the output end portion 157. In other words, the outer ends of the external output shaft 62 in the lateral direction constitute the output end portion 157.

[0183] In addition, the second connecting portion 1562 extends in a direction intersecting the lateral direction and is connected to the speed reduction mechanism 155b and the first connecting portion 1561. The second connecting portion 1562 includes relay shafts 60 for mounting bevel gears 61 at both ends. In detail, the relay shafts 60 are arranged in a direction orthogonal to the central axis 58, which is the output shaft of the speed reduction mechanism 155b (differential mechanism 159), and the external output shaft 62. The relay shafts 60 are connected to the central axis 58 and the external output shaft 62 in a manner capable of transmitting power by means of bevel gears 61 provided at both ends thereof.

[0184] If the connecting portion 156 is formed into such a structure, the direction in which the output of the speed reduction mechanism 155b (differential mechanism 159) is transmitted to the output end portion 157 can be set to two directions. Moreover, by being configured in two directions in this way, it is possible to easily adjust the lengths in each direction according to the characteristics required for the electric work vehicle 1. For example, expansion in the lateral direction (wheelbase direction) and expansion in the height direction can be achieved by adding shims and extending the shafts.

[0185] <4. Precautions, etc.>

[0186] Various technical features disclosed in this specification can be modified within the scope without departing from the gist of the technical creation. In addition, multiple embodiments and variations shown in this specification can be combined and implemented within the possible range.

[0187] <5. Annex>

[0188] The electric work vehicle of the present invention shown as an example can have the following structure (the first structure), including: a storage battery; an electric motor to which power is supplied from the storage battery; a traveling unit that travels using the driving force of the electric motor; and a drive transmission unit that transmits the driving force of the electric motor to the traveling unit, and the electric motor and the drive transmission unit are arranged on one side of the storage battery.

[0189] Based on the electric work vehicle of the above first structure, it can have the following structure (the second structure), and the electric motor is arranged closer to the one side than the end on the opposite side of the drive transmission unit.

[0190] Based on the electric work vehicle of the above first or second structure, it can have the following structure (the third structure), and the one side is the front side of the vehicle.

[0191] Based on the electric work vehicle of any one of the above first to third structures, it can have the following structure (the fourth structure), and at least one power electronic component is arranged between the storage battery and the traveling unit.

[0192] Based on the electric work vehicle of the above fourth structure, it can have the following structure (the fifth structure), the one side is the front side of the vehicle, and it includes a working machine arranged behind the storage battery.

[0193] Based on the electric work vehicle of the above fifth structure, it can have the following structure (the sixth structure), and a hydraulic device for lifting the working machine is arranged between the storage battery and the traveling unit and behind the power electronic component.

[0194] Based on the electric work vehicle of any one of the above first to sixth structures, it can have the following structure (the seventh structure), and the storage battery is arranged closer to the inner side than the left and right ends of the traveling unit.

[0195] Based on the electric work vehicle of any one of the above first to seventh structures, it can have the following structure (the eighth structure), and it includes a main frame supported by the traveling unit, and the main frame supports the storage battery and the electric motor.

[0196] Based on the electric work vehicle of the above eighth structure, it can be the following structure (ninth structure), and the main frame supports the battery by means of a vibration isolation part.

[0197] Based on the electric work vehicle of the above eighth or ninth structure, it can be the following structure (tenth structure), and the main frame also supports at least one power electronic component.

[0198] Based on the electric work vehicle of the above tenth structure, it can be the following structure (eleventh structure), and the battery and the at least one power electronic component are mounted on the main frame using the same components.

[0199] Based on the electric work vehicle of any one of the above eighth to eleventh structures, it can be the following structure (twelfth structure), and the battery is mounted on the main frame by means of a battery frame that supports the battery.

[0200] Based on the electric work vehicle of any one of the above eighth to twelfth structures, it can be the following structure (thirteenth structure), which includes a sub-frame arranged above the main frame, and at least a part of the sub-frame is arranged above the battery and the electric motor.

[0201] Based on the electric work vehicle of any one of the above eighth to thirteenth structures, it can be the following structure (fourteenth structure), and the electric motor is supported by the main frame and the traveling part.

Claims

1. An electric working vehicle, wherein: The electric working vehicle comprises: Batteries; an electric motor to which electric power is supplied from the battery; a traveling unit that travels using a driving force of the electric motor; and a drive transmission unit that transmits the driving force of the electric motor to the traveling unit, The electric motor and the drive transmission unit are arranged on one side of the battery.

2. The electric working vehicle according to claim 1, wherein: The electric motor is arranged closer to the one side than an end portion of the drive transmission portion on the side opposite to the one side.

3. The electric working vehicle according to claim 2, wherein: The one side is the front side of the vehicle.

4. The electric working vehicle according to claim 1, wherein: At least one power electronic component is arranged between the battery and the traveling unit.

5. The electric working vehicle according to claim 4, wherein: The one side is the front side of the vehicle, The electric working vehicle includes a working machine disposed behind the battery.

6. The electric working vehicle according to claim 5, wherein: A hydraulic device for raising and lowering the working machine is arranged between the battery and the travel unit and behind the power electronic component.

7. The electric working vehicle according to claim 1, wherein: The battery is arranged on the inner side than left and right ends of the traveling portion.

8. The electric working vehicle according to claim 1, wherein: The electric working vehicle includes a main frame supported by the traveling portion. The main frame supports the battery and the electric motor.

9. The electric working vehicle according to claim 8, wherein: The main frame supports the battery via a vibration-proof portion.

10. The electric working vehicle according to claim 9, wherein: The main frame also supports at least one power electronic component.

11. The electric working vehicle according to claim 10, wherein: The battery and the at least one power electronic component are mounted to the main frame using the same components.

12. The electric working vehicle according to claim 8, wherein: The battery is mounted on the main frame via a battery frame that supports the battery.

13. The electric working vehicle according to claim 8, wherein: The electric working vehicle includes a sub-frame disposed above the main frame. At least a portion of the subframe is disposed above the battery and the electric motor.

14. The electric working vehicle according to claim 8, wherein: The electric motor is supported by the main frame and the traveling portion.

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