electric work vehicle

Abstract

To suppress such problem that a battery for travelling is overcharged, while charging the battery for travelling with electric power (electromotive force) to be generated by a motor.SOLUTION: An electric work vehicle comprises: a storage battery 4 that can be charged and discharged; a motor M that is driven by electric power of the storage battery 4; travelling devices (10 and 11) that are driven by the motor M; a regeneration mechanism that charges the storage battery 4 with electromotive force to be generated by the motor M when a vehicle body is decelerated; a charged-state detection portion 22 that detects a charged state of the storage battery 4; energy converters (17, 18 and 29) that convert electric energy of the electromotive force to other energy; and a control portion 21 that controls the energy converters (17, 18 and 29) in accordance with the charged state detected by the charged-state detection portion 22, so that at least a part of the electric energy is consumed.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present invention relates to an electric work vehicle in which a traveling device is driven by a motor. [Background technology]

[0002] As shown in Patent Document 1, an electric vehicle (electric work vehicle) drives a traveling device using a motor generator (motor). The traveling vehicle can also charge a battery (travel battery) with the power generated when the motor is reverse-driven. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2015-679 Summary of the Invention [Problem to be solved by the invention]

[0004] However, there is a limit to the storage capacity of the driving battery that can be charged with power, and if a driving battery that has stored electricity at the upper limit of its storage capacity (fully charged state) is further charged, the driving battery may become overcharged, causing the driving battery to malfunction or deteriorate.

[0005] The present invention aims to prevent the driving battery from being overcharged while charging the driving battery with electric power (electromotive force) generated by a motor. [Means for solving the problem]

[0006] In order to achieve the above object, an electric work vehicle according to one embodiment of the present invention comprises a rechargeable storage battery, a motor driven by power from the storage battery, a traveling device driven by the motor, a regeneration mechanism that charges the storage battery with electromotive force generated by the motor when the vehicle is decelerated, and a charge state detection unit that detects the charge state of the storage battery.、 According to the charging state detected by the charging state detection unit The motor outputs a control unit that consumes at least a portion of the energy; a PTO mechanism that transmits the power of the motor to an attached working device; and a resistor. Equipped with The control unit controls the PTO mechanism and / or the resistor to consume the energy when the working device is not attached, and controls the resistor to consume the energy when the working device is attached, so that the storage battery is not charged by the electromotive force generated by the motor. do.

[0007] With this configuration, the amount of charge to the storage battery can be reduced by consuming the electrical energy output by the motor according to the state of charge of the storage battery before the storage battery becomes overcharged. This prevents the storage battery from becoming overcharged, and allows the power (electromotive force) generated by the motor to be appropriately charged to the storage battery.

[0008] The energy converter may also include a resistor, and the resistor may consume the electrical energy.

[0009] With this configuration, electrical energy is easily consumed, the storage battery can be more easily prevented from being overcharged, and the power (electromotive force) generated by the motor can be appropriately charged.

[0010] The vehicle may further include a PTO mechanism that transmits the power of the motor to an attached working device, and the control unit may use the PTO mechanism as the energy converter and operate the PTO mechanism to consume the electrical energy when the working device is not attached.

[0011] With this configuration, electrical energy is easily consumed, the storage battery can be more easily prevented from being overcharged, and the power (electromotive force) generated by the motor can be appropriately charged.

[0012] Further, the control unit is configured to, when the charging state is a state in which the storage battery is charged with a capacity equal to or greater than a predetermined ratio of the storage capacity that can be charged by the storage battery, Note E At least a portion of the energy may be consumed.

[0013] With this configuration, the amount of power charged to the storage battery is reduced before the storage battery reaches a fully charged state, preventing the storage battery from reaching a fully charged state. As a result, the storage battery can be more accurately prevented from becoming overcharged, and the power (electromotive force) generated by the motor can be appropriately charged to a storage battery with a sufficient storage capacity.

[0014] The ratio may be a state in which 90% or more of the power stored in the storage battery is charged with respect to the storage capacity.

[0015] With this configuration, the storage battery is actively charged when the charge rate is below 90%, and power is not supplied to the storage battery when the charge rate is 90% or higher. As a result, the storage battery is more accurately prevented from reaching a fully charged state while maintaining a high charge rate, and the power (electromotive force) generated by the motor can be appropriately charged.

[0016] The control unit may also cause all of the electrical energy to be consumed.

[0017] This configuration prevents the battery from being supplied with power depending on its state of charge, which effectively prevents the battery from reaching a fully charged state and allows the motor to generate power (electromotive force) in an appropriate manner.

[0018] The regenerative mechanism may also include a regenerative braking mechanism that reduces the power transmitted from the motor to the traveling device.

[0019] With this configuration, the energy generated when braking the aircraft can be converted into electricity, and this electricity can be used to charge the storage battery, thereby enabling efficient charging of the storage battery.

[0020] The control unit further includes a notification unit that performs a predetermined notification. Note E When at least a part of the energy is consumed, the notification unit may be caused to notify at least one of the fact and the state of charge.

[0021] With this configuration, the worker can easily understand the status of the storage battery being charged. [Brief explanation of the drawings]

[0022] [Figure 1] FIG. 2 is a left side view of the tractor. [Figure 2] FIG. 2 is a left side view illustrating the arrangement of an inverter and the like. [Figure 3] FIG. 2 is a diagram illustrating a flow of power transmission. [Figure 4] FIG. 1 is a block diagram illustrating a configuration for charging a battery with electromotive force of a motor. [Figure 5] FIG. 2 is a block diagram illustrating the configuration of a control unit. [Figure 6] FIG. 10 is a diagram illustrating a flow of consuming electrical energy according to a state of charge. DETAILED DESCRIPTION OF THE INVENTION

[0023] The following description will be given of an embodiment of the present invention with reference to the drawings. In the following description, unless otherwise specified, the direction of arrow F in the drawings will be referred to as "front," the direction of arrow B as "rear," the direction of arrow U as "up," and the direction of arrow D as "down."

[0024] [Overall configuration of the tractor] The electric work vehicle of this embodiment will be described below using a tractor as an example. As shown in Figure 1, the tractor has left and right front wheels 10, left and right rear wheels 11, and a cover member 12.

[0025] The tractor also includes a machine frame 2 and a driving section 3. The machine frame 2 is supported by left and right front wheels 10 and left and right rear wheels 11.

[0026] The cover member 12 is disposed at the front of the vehicle body, and the driving section 3 is provided behind the cover member 12. In other words, the cover member 12 is disposed in front of the driving section 3.

[0027] The driver's section 3 has a protective frame 30, a driver's seat 31, and a steering wheel 32. An operator can sit in the driver's seat 31. This allows the operator to get into the driver's section 3. The left and right front wheels 10 are steered by operating the steering wheel 32. The operator can perform various driving operations in the driver's section 3.

[0028] The tractor is equipped with a traction battery 4. The cover member 12 is configured to be swingable about an opening / closing axis Q that extends along the left-right direction of the vehicle body. This allows the cover member 12 to be opened and closed. When the cover member 12 is in a closed state, the traction battery 4 is covered by the cover member 12.

[0029] As shown in Fig. 2, the tractor includes an inverter 14 and a motor M. The traction battery 4 supplies power to the inverter 14. The inverter 14 converts DC power from the traction battery 4 into AC power and supplies it to the motor M. The motor M is then driven by the AC power supplied from the inverter 14.

[0030] 2 and 3, the tractor includes a hydrostatic continuously variable transmission 15 and a transmission 16. As shown in Fig. 3, the hydrostatic continuously variable transmission 15 has a hydraulic pump 15a and a hydraulic motor 15b.

[0031] The hydraulic pump 15a is driven by rotational power from the motor M. When the hydraulic pump 15a is driven, rotational power is output from the hydraulic motor 15b. The hydrostatic continuously variable transmission 15 is configured so that the speed of the rotational power is changed between the hydraulic pump 15a and the hydraulic motor 15b. The hydrostatic continuously variable transmission 15 is also configured so that the gear ratio can be changed continuously.

[0032] The rotational power output from the hydraulic motor 15b is transmitted to the transmission 16. The rotational power transmitted to the transmission 16 is changed in speed by a gear-type speed change mechanism of the transmission 16 and distributed to the left and right front wheels 10 and the left and right rear wheels 11. In this way, the left and right front wheels 10 and the left and right rear wheels 11 are driven.

[0033] 2 and 3, the tractor also includes a mid PTO shaft 17 and a rear PTO shaft 18 (hereinafter, these may be collectively referred to as the "PTO mechanism"). Rotational power output from the motor M is distributed to the hydraulic pump 15a, the mid PTO shaft 17, and the rear PTO shaft 18. This causes the mid PTO shaft 17 and the rear PTO shaft 18 to rotate.

[0034] If a working device is connected to the mid PTO shaft 17 or the rear PTO shaft 18, the working device will be driven by the rotational power of the mid PTO shaft 17 or the rear PTO shaft 18. For example, as shown in FIG. 2, in this embodiment, a brush cutting device 19 is connected to the mid PTO shaft 17. The brush cutting device 19 is driven by the rotational power of the mid PTO shaft 17.

[0035] [Motor] As shown in Fig. 4, inverter 14 converts DC current supplied from driving battery 4 into three-phase AC current of a predetermined frequency and supplies it to motor M. Motor M drives front wheels 10 and rear wheels 11 (hereinafter collectively referred to as "wheels") with rotational power according to the frequency of the three-phase AC.

[0036] [Regeneration mechanism] Next, the configuration of the regenerative mechanism will be described with reference to FIG.

[0037] The tractor of this embodiment is equipped with a regenerative braking mechanism 20. The regenerative braking mechanism 20 uses the rotational power that drives the wheels to cause the motor M to generate electricity, thereby consuming the rotational power and slowing down (braking) the vehicle. In other words, the regenerative braking mechanism 20 brakes the vehicle by converting the driving force of the wheels into electric power. The regenerative braking mechanism 20 brakes the vehicle by reducing the rotational power that drives the wheels due to the rotational resistance when the motor M generates electricity. The electromotive force (electric power) generated (generated) by the motor M is then supplied to the traction battery 4 (corresponding to a "storage battery"), and the traction battery 4 is charged.

[0038] Here, if the driving battery 4 is further charged when it is in a fully charged state, in which power is charged to the upper limit of the storage capacity that can be charged (stored) in the driving battery 4, the driving battery 4 will be overcharged, and the driving battery 4 may break down or deteriorate.

[0039] Therefore, the regeneration mechanism of this embodiment limits charging of the driving battery 4 by the motor M when the state of charge of the driving battery 4 is in a predetermined state. For example, when the charging rate of the driving battery 4 is such that the driving battery 4 is fully charged, the power generated by the motor M is consumed by the energy converter so that the power (electromotive force) generated by the motor M is not supplied to the driving battery 4, and the motor M is not charged the driving battery 4. The energy converter converts the electrical energy of the power generated by the motor M into other energy.

[0040] This control prevents further charging of the driving battery 4, which has already been charged to the upper limit of its storage capacity, and prevents overcharging of the driving battery 4. As a result, breakdowns and deterioration of the driving battery 4 are suppressed, and the driving battery 4 can be appropriately charged with the power (electromotive force) generated by the motor M.

[0041] Specifically, the regenerative mechanism includes a regenerative braking mechanism 20, a control unit 21, a charge state detection unit 22, a switching mechanism 28, and an energy converter.

[0042] The control unit 21 controls the regenerative brake mechanism 20 and the mechanical brake mechanism 25 in response to manual operation of a brake operating device 24 provided on the driving unit 3 (see FIG. 1) to decelerate the vehicle.

[0043] The control unit 21 also controls the charging of the driving battery 4, which is performed using the electromotive force of the motor M generated during braking. The charging control is performed according to the state of charge of the driving battery 4.

[0044] Furthermore, the tractor may be equipped with a notification unit 26. In this case, the control unit 21 causes the notification unit 26 to notify at least one of the fact that charging is being restricted (electrical energy output by the motor M is being consumed) and the charging state (fully charged state). This allows the operator to easily understand the state in which the traction battery 4 is being charged.

[0045] The charge state detection unit 22 detects the charge state of the driving battery 4. The driving battery 4 has an upper limit to the amount of power (storage capacity) that can be stored (charged). The charge state detection unit 22 detects, for example, whether the driving battery 4 is fully charged, that is, charged to the full (up to the upper limit) of its storage capacity.

[0046] The switching mechanism 28 switches between outputting the rotational power output by the motor M to the wheels or to the energy converter. More specifically, the switching mechanism 28 switches between outputting the rotational power output by the motor M to the hydrostatic continuously variable transmission 15 or to the energy converter.

[0047] The energy converter consumes the energy output by the motor M. For example, the energy converter is a resistor 29 that converts the electrical energy output by the motor M into thermal energy and consumes it. The energy converter may also be a PTO mechanism, which is at least one of the mid PTO shaft 17 and the rear PTO shaft 18. In this case, provided that a working device is not connected to the PTO mechanism, the switching mechanism 28 switches the state in which the rotational drive (kinetic energy) of the motor M is transmitted to the wheels to a state in which it is transmitted to the PTO mechanism. This consumes the kinetic energy output by the motor M by driving the PTO mechanism, thereby suppressing the motor M from generating electric power. In this way, the electrical energy supplied from the motor M to the traction battery 4 is appropriately consumed, suppressing charging of the traction battery 4 and preventing the traction battery 4 from being overcharged. As a result, breakdowns and deterioration of the traction battery 4 are suppressed, and the traction battery 4 can be appropriately charged with the electric power (electromotive force) generated by the motor M.

[0048] It should be noted that both the resistor 29 and the PTO mechanism may be used as an energy converter. In this case, the resistor 29 and the PTO mechanism may be used differently depending on the charging state, working state, braking state, etc. For example, when a working device is connected to the PTO mechanism, the PTO mechanism is not driven and electrical energy is consumed only by the resistor 29. Furthermore, when the amount of power generated by the motor M is large, electrical energy may be consumed by both the resistor 29 and the PTO mechanism. Furthermore, a mechanism capable of consuming electrical energy may be provided as an energy converter together with the resistor 29 or the PTO mechanism, or in addition to the resistor 29 and the PTO mechanism.

[0049] [Control Unit] Next, the configuration of the control unit 21 will be described with reference to FIG. 4 and FIG.

[0050] The control unit 21 includes a braking detection unit 41, a charging state acquisition unit 42, a braking control unit 43, a switching control unit 48, a notification control unit 46, and a storage unit 47. The control unit 21 includes a processor such as a CPU or EUC.

[0051] The braking detection unit 41 detects that the brake operation device 24 has been operated and the amount of operation of the brake operation device 24. The braking detection unit 41 transmits the information that the brake operation device 24 has been operated and the amount of operation of the brake operation device 24 to the braking control unit 43. The charge state acquisition unit 42 acquires the charge state of the driving battery 4 detected by the charge state detection unit 22.

[0052] The braking control unit 43 controls the braking operation of the vehicle based on the information received from the braking detection unit 41. Specifically, the braking control unit 43 controls the operation of the mechanical brake mechanism 25 and also controls the operation of the regenerative brake mechanism 20 via the motor control unit 44. The mechanical brake mechanism 25 decelerates (brakes) the vehicle by reducing the rotation of the wheels through friction or the like. In other words, the mechanical brake mechanism 25 brakes the vehicle by reducing the driving force of the wheels by converting the kinetic energy that drives the vehicle into thermal energy. The regenerative brake mechanism 20 decelerates (regenerative braking) the vehicle by causing the motor M to generate electricity using the rotational power that drives the wheels, as described above. In other words, the regenerative brake mechanism 20 brakes the vehicle by reducing the driving force of the wheels by converting the kinetic energy that drives the vehicle into electrical energy.

[0053] Furthermore, the braking control unit 43 charges the driving battery 4 using electromotive force (regenerative power) generated by the motor M during braking by regenerative braking. Furthermore, the braking control unit 43 controls (limits) the charging of the driving battery 4 according to the state of charge of the driving battery 4 acquired by the state-of-charge acquisition unit 42. Specifically, when the driving battery 4 is fully charged, the braking control unit 43 controls the switching control unit 48 to switch the destination of the driving force of the motor M from the wheels to the energy converter, or to switch the destination of the supply of electrical energy from the driving battery 4 to the resistor 29, thereby preventing the driving battery 4 from being charged by the electromotive force (regenerative power) of the motor M.

[0054] This prevents the driving battery 4 from being overcharged due to further charging from a fully charged state, which in turn prevents breakdowns and deterioration of the driving battery 4, and allows the driving battery 4 to be appropriately charged with the power (electromotive force) generated by the motor M.

[0055] The notification control unit 46 controls the notification unit 26 to cause the notification unit 26 to issue a predetermined notification. The notification unit 26 notifies at least one of the state of charge of the driving battery 4 and a notification that charging of the driving battery 4 using electromotive force (regenerative power) of the motor M is being limited. The state of charge indicates, for example, that the driving battery 4 is fully charged, and a notification that charging is being limited indicates that the electrical energy output by the motor M is being consumed.

[0056] The storage unit 47 stores various types of information, programs that control the operation of each functional block, etc. It also stores various types of information such as information detected by the braking detection unit 41 and the charge state of the driving battery 4 acquired by the charge state acquisition unit 42.

[0057] [Charging control] Next, referring to Figures 4 and 5, a process flow for charging the driving battery 4 using the electromotive force (regenerative power) of the motor M according to the state of charge will be described using Figure 6. Note that the charging control is not limited to the configuration performed in the device configuration shown in Figures 4 and 5, and may be performed in any device configuration.

[0058] First, it is confirmed whether the vehicle is in a braking state. Whether the vehicle is in a braking state is always confirmed while the vehicle is traveling. For example, the control unit 21 detects whether the vehicle is in a braking state by detecting whether the brake operating device 24 has been operated, or by acquiring the number of rotations of the drive shaft of the wheel, or by acquiring a change in the vehicle's position if vehicle position information can be acquired (step #1 in FIG. 6).

[0059] When it is determined that the vehicle is in a braking state (step #1 in FIG. 6: Yes), it is determined whether the charging state of the driving battery 4 is fully charged. Specifically, the control unit 21 acquires the charging state of the driving battery 4 detected by the charging state detection unit 22 (step #2 in FIG. 6).

[0060] If the charging state of the driving battery 4 is not fully charged (step #2 No in FIG. 6), the control unit 21 controls the regenerative braking mechanism 20 to supply the electromotive force (regenerative power) generated by the motor M to the driving battery 4, thereby charging the driving battery 4 (step #3 in FIG. 6).

[0061] If the driving battery 4 is fully charged (step #2 Yes in FIG. 6), the control unit 21 controls the regenerative braking mechanism 20 to transmit the driving force (kinetic energy) output by the motor M or the electrical energy supplied by the motor M to the energy converter (step #4 in FIG. 6). As a result, the electrical energy output by the motor M is consumed, and the electromotive force (regenerative power) generated by the motor M is not supplied to the driving battery 4, so the driving battery 4 is not charged.

[0062] When the driving battery 4 is fully charged, the driving battery 4 is not charged, which prevents the driving battery 4 from being overcharged. As a result, breakdowns and deterioration of the driving battery 4 are prevented, and the driving battery 4 can be appropriately charged with the power (electromotive force) generated by the motor M.

[0063] [Another embodiment] (1) In the above embodiment, the state of charge of the driving battery 4 acquired to determine whether to charge the driving battery 4 is not limited to full charge, but may be a predetermined state of charge. In this case, the energy consumed by the energy converter may be adjusted according to the state of charge, and control may be performed to reduce the amount of power supplied to the driving battery 4. Power reduction may be performed continuously according to the state of charge, or may be performed in stages. Furthermore, power reduction may be performed only when the state of charge deteriorates to a predetermined level or more. With this configuration, the amount of power supplied to the driving battery 4 is controlled more precisely, and the power (electromotive force) generated by the motor M can be more appropriately charged to the driving battery 4.

[0064] Furthermore, for example, the charge state detection unit 22 may detect the charge rate of the driving battery 4 as the charge state of the driving battery 4. The charge rate of the driving battery 4 is the ratio of the amount of charge to the storage capacity of the driving battery 4. Then, the energy consumed by the energy converter may be adjusted according to the ratio of the amount of charge, and control may be performed to suppress the amount of power supplied to the driving battery 4. Furthermore, when the ratio of the amount of charge reaches or exceeds a predetermined ratio, the energy consumed by the energy converter may be increased as the ratio increases, and the amount of power supplied to the driving battery 4 may be controlled to be limited. Furthermore, the control unit 21 may consume all of the electrical energy output by the motor M when the charge rate of the driving battery 4 is equal to or higher than a predetermined ratio. For example, when the charge rate is 90% or higher, all of the electrical energy output by the motor M may be consumed.

[0065] This prevents the driving battery 4 from being charged to a predetermined charging rate before the driving battery 4 is fully charged. As a result, the driving battery 4 can be prevented from being overcharged with a margin of safety, and the electric power (electromotive force) generated by the motor M can be more appropriately charged into the driving battery 4.

[0066] (2) In each of the above embodiments, the driving battery 4 may be any device that can be charged and discharged, such as a secondary battery such as a storage battery or a capacitor.

[0067] (3) In each of the above embodiments, the mechanical brake mechanism 25 may not be required, and braking of the vehicle may be performed by any mechanism. Also, the regenerative brake mechanism 20 may be configured to convert any power into electricity used to charge the driving battery 4 without braking the vehicle.

[0068] Also, the vehicle may be configured to decelerate in response to the operation of a gearshift or other device without the brake operating device 24. The vehicle may also be decelerated in response to a program for automatic driving. In this case, the regeneration mechanism also limits the electromotive force to be charged to the driving battery 4 in accordance with the state of charge.

[0069] With the above-described configuration, the driving battery 4 can be appropriately charged with the electric power (electromotive force) generated by the motor M in any driving mode of the electric work vehicle.

[0070] (4) In each of the above embodiments, the traveling device is not limited to wheels and may be a crawler.

[0071] (5) In each of the above embodiments, when the state of charge of the driving battery 4 is in a predetermined state, the electrical energy of the power (electromotive force) generated by the motor M may be consumed by the energy converter, and the torque of the motor M may be reduced.

[0072] With this configuration, the electrical energy output by the motor M is consumed and the torque of the motor M can be reduced, so that charging of the driving battery 4 can be more appropriately suppressed.

[0073] (6) In each of the above embodiments, the regeneration mechanism and the control unit 21 are not limited to being configured with the above-described functional blocks, but may be configured with any functional blocks. For example, the functional blocks of the regeneration mechanism and the control unit 21 may be further subdivided, or conversely, some or all of the functional blocks may be combined. Furthermore, the functions of the regeneration mechanism and the control unit 21 are not limited to the above-described functional blocks, but may be realized by a method executed by any functional block. Furthermore, some or all of the functions of the regeneration mechanism and the control unit 21 may be configured with software. A program related to the software is stored in any storage device such as the storage unit 47, and is executed by a processor such as a CPU included in the control unit 21 or a separately provided processor. [Industrial Applicability]

[0074] The present invention can be applied to electric agricultural vehicles such as tractors, harvesters, and rice transplanters, as well as various electric work vehicles that travel electrically to perform various tasks. [Explanation of symbols]

[0075] 4. Driving battery (storage battery) 10 Front wheels (running gear) 11 Rear wheels (running gear) 17 Mid PTO shaft (PTO mechanism) 18 Rear PTO shaft (PTO mechanism) 20 Regenerative braking mechanism 21 Control section 22 Charging state detection unit 26. Information Department 29 Resistor Medium motor

Claims

1. A rechargeable storage battery; a motor driven by the power of the storage battery; a traveling device driven by the motor; a regeneration mechanism that charges the storage battery with electromotive force generated by the motor when the aircraft is decelerated; a charge state detection unit that detects a charge state of the storage battery; a control unit that consumes at least a portion of the energy output by the motor in accordance with the state of charge detected by the state of charge detection unit; a PTO mechanism that transmits power from the motor to an attached working device; a resistor; The control unit causes the energy to be consumed by at least one of the PTO mechanism and the resistor when the working device is not attached, and causes the energy to be consumed by the resistor when the working device is attached, thereby preventing the storage battery from being charged by the electromotive force generated by the motor.

2. 2. The electric work vehicle according to claim 1, wherein the control unit causes at least a portion of the energy to be consumed when the charging state is a state in which the storage battery is charged to a capacity that is equal to or greater than a predetermined percentage of the storage capacity that the storage battery can charge.

3. 3. The electric work vehicle according to claim 2, wherein the ratio is a state in which the storage battery is charged with 90% or more of the power of the storage capacity.

4. The electric work vehicle according to claim 1 , wherein the control unit causes all of the energy to be consumed.

5. The electric work vehicle according to claim 1 , wherein the regenerative mechanism includes a regenerative braking mechanism that reduces power transmitted from the motor to the traveling device.

6. Further comprising a notification unit that issues a predetermined notification, The electric work vehicle according to claim 1 , wherein when at least a portion of the energy is consumed, the control unit causes the notification unit to notify the user of the consumption and / or the state of charge.

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