KR102193745B1 - Transmission of agriculture vehicle - Google Patents

Abstract

Disclosed are a transmission device of an agricultural work vehicle and a vehicle slip prevention and drag control method using the same. The transmission of an agricultural work vehicle according to an embodiment of the present invention includes a first transmission comprising a driving unit directly connected to an engine output shaft, a driven unit arranged in parallel so as to transmit power to the driving unit, and power transmission to the rear of the driven unit. It is composed of a second transmission unit arranged in series so as to be possible, and the second transmission unit includes a high/low clutch for increasing or decreasing the speed of the first shifted transmission power, and according to the connection (Engage/DisEngage) state of the high/low clutch. The main point of the configuration is that the secondary shift or brake performance can be exhibited.

Description

Transmission of agricultural work vehicle, and vehicle slip prevention and drag control method using the same {Transmission of agriculture vehicle}

The present invention relates to a transmission device of an agricultural work vehicle, and in particular, a transmission device for an agricultural work vehicle in which the width of a shift section is widened by applying a plurality of hydraulic clutches operated by hydraulic pressure, and a vehicle slip prevention and drag control method using the transmission device It is about.

Agricultural work vehicles called'Tractors' are structurally similar to ordinary automobiles, but they are equipped with a powerful engine, so they have good traction and are sturdy, so they are mainly used for cultivation, and to the rear of the aircraft for use in cultivation. It is designed to be able to selectively attach or detach various types of work machines.

In order to improve work efficiency through agricultural work vehicles, the width of the shifting section must be wide so that the driving speed and the rotational speed of the power take-off shaft (PTO shaft, Power Take Off) can be optimally adjusted according to the soil quality of the target part. Unlike general vehicles, a work vehicle employs a complex type of transmission having a wide range of speeds.

1 shows a mission combination (shift combination) that is applied to a conventional agricultural work vehicle.

Referring to FIG. 1, a mission combination of a conventional agricultural work vehicle is largely composed of a mission unit 1 and a rear vehicle unit 6. The transmission unit (1) includes a shuttle transmission unit (2) related to forward and reverse shifts, a peripheral speed unit (3) and a sub transmission unit (4) for realizing a wide range of speed changes, and a front wheel drive unit (5) for double speed turn and front wheel drive. ), and the rear vehicle unit 6 properly distributes the power shifted by the transmission unit 1 to the left and right rear wheels.

The shuttle transmission unit (2) constituting the transmission unit (1) is a hydraulic multi-plate clutch method that implements selective power connection by hydraulic oil that allows flow by operating the driver's lever, and the peripheral speed unit (3) is a four-stage synchronizer type. It consists of gears. In addition, the auxiliary transmission unit 4 is capable of selectively engaging several pairs of gears having different gear ratios while moving left and right by lever operation.

The front wheel drive unit 5 is applied with a hydraulic multi-plate clutch method similar to the shuttle transmission unit 2, and various parts constituting the transmission unit 1 and the rear vehicle unit 6 form a closed space. ) And protected, and the transmission case 8 is filled with oil as a lubricant that promotes smooth power transmission between gears and smooth shaft rotation, and reduces friction and wear between parts.

The auxiliary transmission unit 4 is provided with the shifting power first shifted while passing through the peripheral speed unit 3 and shifts once again, and the shifting power finally completed while passing through the auxiliary transmission unit 4 is the rear vehicle. It is provided on the eastern part 6 and is properly distributed to the left and right rear wheels which are driving wheels through the rear vehicle part 6.

In the drawings, reference numeral 7 denotes a PTO driving unit that draws engine power out of the aircraft in order to utilize the power output from the engine as power for driving the work machine.

However, in the mission combination of the conventional agricultural work vehicle configured as described above, the peripheral transmission device and the auxiliary transmission device that perform the shift related to the actual driving speed are mechanical structures that move the shifter by operating the driver's lever to change the desired number of shifts. There is a problem that the shift operation is not easy, and fatigue is accumulated during frequent shift operation.

Moreover, there is a disadvantage in that the maneuverability and stability are deteriorated due to a large shift shock during shifting, but if there is no separate brake operation when located on a slope in a neutral state, the vehicle and the surrounding safety are seriously caused by the vehicle being pushed or unwanted drag. There is a safety problem that a situation that can be threatened can be produced.

Korean Patent Registration No. 0988155 (Registration Date 2010. 10. 08)

An object to be solved by the present invention is to provide a transmission device capable of facilitating shifting, providing convenience of shifting, and reducing a shift shock during shifting.

Another problem to be solved by the present invention is to provide a transmission with a function capable of preventing a vehicle from being pushed or dragged in a neutral state without additional installation of a separate safety device.

The present invention as a means of solving the problem, the first transmission consisting of a motive unit directly connected to the engine output shaft, and a driven unit connected to the motive unit to transmit power; And a second transmission unit arranged in series to transmit power to the rear of the driven unit.

Here, the number of first shift stages by the first transmission unit may be 4 stages, and the number of secondary transmission stages by the second transmission unit may be 2 stages.

In addition, the motive part may be selectively connected to the hydraulic clutch before and after the motive shaft directly connected to the engine output shaft, the first and second hydraulic clutches installed on the motive shaft, and the first and second hydraulic clutches. It includes the provided prime mover gears, and the driven part may be composed of a driven shaft parallel to the driven shaft, and driven gears on a driven shaft that mesh one by one with the prime movers on the driven shaft.

The motive gears applied to the present embodiment may be configured to be free to rotate about the motive shaft.

At this time, the prime mover is composed of first and second prime movers disposed back and forth with a first hydraulic clutch therebetween, and third and fourth prime movers disposed back and forth with a second hydraulic clutch disposed therebetween, and the driven gear , The first and second driven gears rotated by engaging with the first and second prime movers respectively, and the third and fourth driven gears rotated by engaging with the third and fourth motive gears, respectively.

The second transmission unit applied in this embodiment includes a high-speed short gear to which the power first shifted from the first transmission is input, an idle shaft that is parallel to the axis of the high-speed short gear and rotates at all times in engagement with the high-speed short gear, and a high-speed short gear. It may include a low-speed short gear engaged with the idle shaft on the other side of the fish and constantly rotated, and a high/low clutch disposed between the high-speed short gear and the low-speed short gear so as to be integrally rotatable on the output shaft.

At this time, the high/low clutch pressurizes both the high-speed (Hi) and low-speed (Low) two-way clutches in a shift mode to connect the selected gear among the high-speed gears and the low-speed gears to enable power transmission. The gears can be operated so that the brake mode in which the gears are connected to the output shaft is executed simultaneously.

In addition, it may further include a vehicle speed detection means for detecting the vehicle speed when the first transmission is in the neutral mode, and when the vehicle speed is detected in the neutral state through the vehicle speed detection means, the high/low clutch is configured to execute the brake mode. It can work.

In addition, it is preferable that the high/low clutch is operated in the direction of releasing the brake mode when a shift operation of the first transmission unit is detected in the brake mode state.

The present invention as another means for solving the problem, the steps of detecting a shift or neutral mode of the transmission; Determining whether a vehicle speed is detected when the transmission is in a neutral mode; And when the transmission is in the neutral mode and the vehicle speed is detected, it switches to the brake mode so that the brake performance is displayed by engaging both the high and low clutches of the high/low clutch described above. It provides a push and drag control method using a transmission device of an agricultural work vehicle including a step;

In this case, when an operation for shifting is detected in the state in which the brake mode is switched, releasing an engagement state of one of the high-speed clutch or the low-speed clutch to release the brake mode.

According to the transmission apparatus according to the embodiment of the present invention, a configuration using a plurality of hydraulic clutches operated by hydraulic pressure, compared to a conventional mechanical configuration in which the shifter is changed to change the number of shift stages, can greatly reduce the operational fatigue in shifting operation. In addition, it is possible to achieve ease of operation and provide convenience of operation with high satisfaction.

In addition, a wider range of shifts is possible by shifting the first and second shifts by the first and second transmissions, reducing shift shock, improving maneuverability and stability. As you can drive or work at a more optimized speed that fits, you can improve driving performance and further increase work efficiency.

Moreover, according to the clutch operation of the high/low clutch in the gear neutral state, two pairs of gears with different gear ratios (high-speed gear and low-speed gear) are simultaneously engaged, thereby exerting brake performance, and a separate safety device. It is possible to implement a safer agricultural work vehicle that does not cause a vehicle push or drag in a neutral state without additional addition.

1 is a structural diagram of a mission combination (shift combination) of a conventional agricultural work vehicle.
Figure 2 is a schematic diagram of a transmission device for an agricultural work vehicle according to an embodiment of the present invention.
3 is a view showing the operating state of the present invention, a view showing the connection state and power flow of the clutch when a low-speed (1st to 4th gear) shift.
Figure 4 is a view showing the operating state of the present invention, a view showing the connection state and power flow of the clutch when a high (5th ~ 8th) shift.
5 is a view showing another operating state of the present invention, a view showing the connection state of the high/low clutch for exerting the brake function in a gear neutral state.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In describing the present invention, detailed descriptions thereof will be omitted for configurations that may unnecessarily obscure the subject matter of the invention.

2 is a schematic diagram of a transmission of an agricultural work vehicle according to an embodiment of the present invention.

Referring to FIG. 2, a transmission according to an exemplary embodiment of the present invention includes a first transmission 10 and a second transmission 20 disposed at the rear thereof. The first transmission unit 10 converts the power output from the engine into an appropriate speed suitable for the corresponding speed selected by the driver, and the second transmission unit 20 increases or decreases the first transmission power. Involved in shifting.

The first transmission unit 10 is a driven unit 12 directly connected to the engine output shaft 206 and a driven unit 14 that is connected to be capable of transmitting power and receives power from the motive unit 12 to rotate. ). A plurality of motive gears 121 to 124 and hydraulic clutches 126 and 128 for power switching constitute the motive part 12, and the driven part 14 engages in a one-to-one correspondence with the motive gear. A plurality of driven gears 141 to 144 are provided.

Specifically, the motive unit 12 is a first and a second unit that is installed on the motive shaft 120 directly connected to the engine output shaft 206 and the motive shaft 120 and is operated by pressure oil to selectively connect or release power. 2 hydraulic clutches 126 and 128 are provided. In addition, it includes prime movers 121 to 124 provided to be selectively connected to the hydraulic clutch before and after the first and second hydraulic clutches 126 and 128.

The motive gears are disposed on the motive shaft 120 in a form that is free to rotate with respect to the motive shaft 120, and the first motive gear is disposed back and forth with the first hydraulic clutch 126 at the front end of the motive shaft 120 between them. A third prime mover 123 and a fourth prime mover 124 disposed back and forth with 121 and the second prime mover 122, and the second hydraulic clutch 128 at the rear end of the drive shaft 120 therebetween. Consists of

The first and fifth gears, 2nd and 6th gears, 3rd and 7th gears, 4th and 8th gears are in turn from the first motive gear 121, and the first hydraulic clutch 126 and the second hydraulic clutch 128 are structurally They are independent on the side, but are dependent on each other on the operational side. That is, when the first hydraulic clutch 126 is operated, the second hydraulic clutch 128 is not operated. Conversely, when the second hydraulic clutch 128 is operated, the first hydraulic clutch 126 is deactivated.

When the first hydraulic clutch 126 is operated in a direction connecting the driving shaft 120 and the first driving gear 121, the power of the driving shaft 120 is the first hydraulic clutch 126 and the first driving gear 121 ) Is transmitted to the driven part 14, and on the contrary, when the first hydraulic clutch 126 is connected in a direction that enables power transmission between the driving shaft 120 and the second driving gear 122, the power is first It is transmitted to the driven part 14 through the hydraulic clutch 126 and the second prime mover 122.

Similarly, when the second hydraulic clutch 128 is operated in a direction connecting the driving shaft 120 and the third driving gear 123, the power of the driving shaft 120 is the second hydraulic clutch 128 and the third driving gear. When the second hydraulic clutch 128 is operated in a direction connecting the motive shaft 120 and the fourth motive gear 124, the power is transmitted to the driven part 14 through 123. 128) and the fourth prime mover 124 to the driven part 14.

The driven part 14 is composed of a driven shaft 140 parallel to the driving shaft 120 and the driven gears on the driven shaft 140 meshed one by one with the driving gears on the driving shaft 120. Gears are, again, first and second driven gears 141 and 142 rotated by meshing with the first and second driving gears 121 and 122, respectively, and the third and fourth driving gears 123 and 123 ( 124) and the third and fourth driven gears 143 and 144 that are rotated in engagement with each other.

The second transmission unit 20 includes a high speed gear 200 and a low speed gear 202, a high/low clutch 204 disposed between the high speed gear 200 and the low speed gear 202, and high/low gears. It is composed of an idle shaft 208 parallel to the output shaft 206 on which the clutch 204 is installed. The short high speed gear 200 is integrally rotatably installed at the end of the driven shaft 140 of the first transmission 10, and the idle shaft 208 is constantly rotated while being engaged with the short high speed gear 200.

The high/low clutch 204 is disposed on the output shaft 206 so as to be rotatable integrally with the gear and output shaft 206 selected according to the driver's operation among the high speed gear 200 and the low speed gear 202. And the idle shaft 208 has two reduction gears 207 and 209 having different diameters that engage each of the high speed short gear 200 and the low speed short gear 202 to enable power transmission. Installed.

The reduction gear meshed with the high speed short gear 200 has a larger diameter than the high speed short gear 200, so the first reduction is made in the process of transferring the rotational force of the high speed short gear 200 to the reduction gear 207, and coaxial The other reduction gear 2090 on the top has a smaller diameter than the low-speed gear 202, and the rotational force is once again reduced in the process of bypassing the idle shaft 208 and being input to the low-speed gear 202.

The high speed gear 200 on the driven shaft 140 is rotated at a speed increased or decreased by the gear ratio of the number of gears selected in the first transmission 10, and the idle shaft 208 and the idle shaft 208 The engaged low speed gear 202 is also rotated together, and at this time, the power is transmitted to the driven shaft 140 through the high speed gear 200 and the high/low clutch 204 according to the connection position of the high/low clutch 204 Or is transmitted to the driven shaft 140 by bypassing the idle shaft 208.

That is, when the high/low clutch 204 is operated in a direction connecting the high speed gear 200 and the driven shaft 140, the shifting power output from the first transmission unit 10 is transmitted through the high speed gear 200. It is directly transmitted to the high/low clutch 204 to rotate the driven shaft 140, and conversely, when operated in a direction connecting the low speed gear 202 and the driven shaft 140, the shifting power is the idle shaft 208 It is transmitted to the driven shaft 140 via the high/low clutch 204 at the speed of rotation reduced by bypassing.

The high/low clutch 204 is operated in a general transmission mode in which one of the high speed gear 200 and the low speed gear 202 is selected and the selected gear and the output shaft 206 are connected so as to transmit power. , Both gears are connected to the output shaft 206 at the same time by pressing both the high-speed (Hi) and low-side two-way clutches to be operated so that the brake mode is implemented.

That is, the high/low clutch 204 is operated in both directions, so that two pairs of gears having different gear ratios (high speed gear 200 and reduction gear 207 and low speed gear 202 and other reduction gear 209) are simultaneously operated. When engaged, the output shaft 206 is in a holding state that cannot rotate, thereby exerting a brake function, and thus, vehicle push or drag can be suppressed in a neutral state without the addition of a separate safety device.

It is preferable to configure the brake mode to be executed based on a signal that detects that the first transmission unit 10 is in neutral. More preferably, when the first transmission unit 10 is in neutral and a vehicle speed is detected through a vehicle speed detection means (not shown), the high/low clutch 204 is operated in both directions based on a corresponding detection signal, so that the brake It is desirable to configure the mode to run.

The reason that the vehicle speed occurs while the transmission is in a neutral state is because it can be seen that the vehicle is pushed when the vehicle is positioned on a slope in a neutral state or an unintended vehicle movement occurs on a level ground. It is a kind of safety device to prepare.

Meanwhile, when a shift operation of the first transmission unit 10 is detected while the brake mode is being executed, the high/low clutch 204 is operated in the direction of releasing the brake mode, so that the vehicle can run normally. That is, when a shift operation of the first transmission unit 10 is sensed in the brake mode, the connection of either clutch is released and the clutch is switched to a driving state.

The detection of the shift operation for the first transmission unit 10 is based on a position detection signal of the corresponding shift lever detected by the position detection sensor, or to be supplied to the first hydraulic clutch 126 and the second hydraulic clutch 128. A shift operation may be detected based on a signal detected from a movement of a fluid or a port opening state of a hydraulic control valve that controls and regulates the flow of hydraulic pressure.

The shift and brake mode execution performed by the transmission according to an embodiment of the present invention will be described below with reference to the operating state diagrams of FIGS. 3 to 5.

3 is a diagram showing the connection state and power flow of the clutch when shifting down (1st to 4th gear), and when shifting down, the high/low clutch 204 on the output shaft 206 of the second transmission unit 20 is at a low speed. It is fixed in a state engaged with the gear 202, and the first hydraulic clutch 126 or the second hydraulic clutch 128 on the driving shaft 120 of the first transmission unit 10 is the first, second, and third It is implemented by being engaged with any one of the fourth motive gears.

That is, when the first hydraulic clutch 126 is engaged toward the first motive gear 121 in the neutral state of the second hydraulic clutch 128, the engine power input to the motive shaft 120 is the first hydraulic clutch 126, It is provided to the second transmission unit 20 through the first motor gear 121, the first driven gear and the driven shaft 140, and when the first hydraulic clutch 126 is engaged toward the second motor gear 122 , The power of the driving shaft 120 is transmitted to the second transmission unit 20 through the first hydraulic clutch 126, the second driving gear 122, the second driven gear and the driven shaft 140.

Similarly, when the second hydraulic clutch 128 is engaged toward the third prime mover 123 in the neutral state of the first hydraulic clutch 126, the engine power input to the prime mover 120 is transferred to the second hydraulic clutch 128. , It is provided to the second transmission unit 20 through the third motive gear 123, the driven gear and the driven shaft 140, and when the second hydraulic clutch 128 is engaged to the fourth motive gear 124, It is transmitted to the second transmission unit 20 through the second hydraulic clutch 128, the fourth driving gear 124, the driven gear and the driven shaft 140.

4 is a diagram showing the connection state and power flow of the clutch during high-speed (5th to 8th) shifting, in the high-speed, the high/low clutch 204 on the output shaft 206 of the second transmission unit 20 is at a high speed. In the state of being engaged with the gear 200, the first hydraulic clutch 126 or the second hydraulic clutch 128 on the first transmission unit 10, the driving shaft 120, like the downshift, It is implemented by being engaged with any one of the third and fourth prime movers.

This upshift is the same as the downshift except that the high/low clutch 204 of the second transmission unit 20 is operated to be connected to the high speed gear 200, so a duplicate description thereof will be omitted. .

Meanwhile, FIG. 5 is a view showing a state in which the brake mode is engaged in the gear neutral state of the first transmission unit, and will be described in connection with the control logic of FIG. 6 related to device control according to another aspect of the present invention for executing the brake mode. do.

As described above, the brake mode is executed by operating the high/low clutch 204 in both directions based on the detection signal when the first transmission 10 is in neutral and the vehicle speed is detected through the vehicle speed detection means. That is, the two gears are simultaneously connected to the output shaft 206 by pressing both the high-speed (Hi) and low-end clutches to switch to the brake mode.

When the high/low clutch 204 is operated in both directions and the brake mode is executed, two pairs of gears with different gear ratios (high speed gear 200 and reduction gear 207 and low speed gear 202 and other reduction gears ( Since 209) is in an engaged state at the same time, the output shaft 206 is in a holding state that cannot rotate, and accordingly, vehicle push or drag in the neutral state of the first transmission 10 may be suppressed.

The detection of the neutral state of the first transmission unit 10 is based on a signal for detecting the position of the corresponding shift lever, or a signal detected from the movement of a fluid or a port opening state of a hydraulic control valve that controls and regulates the flow of hydraulic pressure. It is possible, and the vehicle speed detected by the vehicle speed detecting means in the neutral state becomes important information for determining that the vehicle is unintended.

When a shift operation of the first transmission unit 10 is detected while the brake mode is being executed, the high/low clutch 204 is operated in the direction of releasing the brake mode, and thus the vehicle is in a drivingable state. That is, when a shift operation of the first transmission unit 10 is sensed in the brake mode, the connection of either clutch is released and the clutch is switched to a driving state.

According to the transmission apparatus according to the embodiment of the present invention, as a configuration using a plurality of hydraulic clutches actuated by hydraulic pressure, operation fatigue in shift operation can be greatly reduced compared to a conventional mechanical configuration in which the shifter is moved to change the number of shift stages. And the ease of operation can be achieved, and thus the convenience of operation with high satisfaction can be provided.

In addition, a wider range of shifts is possible by shifting the first and second shifts by the first and second transmissions, reducing shift shock, improving maneuverability and stability. As you can drive or work at a more optimized speed that fits, you can improve driving performance and further increase work efficiency.

Moreover, according to the clutch operation of the high/low clutch in the gear neutral state, two pairs of gears with different gear ratios (high-speed gear and low-speed gear) are simultaneously engaged, thereby exerting brake performance, and a separate safety device. It is possible to implement a safer agricultural work vehicle that does not cause a vehicle push or drag in a neutral state without additional addition.

In the above detailed description of the present invention, only specific embodiments according thereto have been described. However, it should be understood that the present invention is not limited to a particular form mentioned in the detailed description, but rather, it is understood to include all modifications, equivalents, and substitutes within the spirit and scope of the present invention as defined by the appended claims. Should be.

10: first transmission part 12: motive part
14: driven unit 20: second transmission unit
120: motor shaft 121~124: motor gear
126: first hydraulic clutch 128: second hydraulic clutch
140: driven shaft 141~144: driven gear
200: high speed short gear 202: low speed short gear
204: high/low clutch 206: output shaft
207, 209: reduction gear 208: idle shaft

Claims (11)

A first transmission comprising a motive part directly connected to the engine output shaft and a driven part connected to the motive part to transmit power; And
Including; a second transmission unit arranged in series so as to transmit power to the rear of the driven unit,
The second transmission unit includes a high-speed short gear to which the power first shifted from the first transmission is input, an idle shaft parallel to the axis of the high-speed gear and constantly rotates by meshing with the high-speed gear, and a portion of the other side engaged with the high-speed gear. It is composed of a low-speed gear that is constantly rotated by meshing with an idle shaft, and a high/low clutch disposed between the high-speed gear and the low-speed gear to enable integral rotation on the output shaft
The high/low clutch pressurizes both a shift mode or a high-speed (Hi) and low-speed (Low) two-way clutch that connects a selected gear of the high-speed gear and the low-speed gear so as to transmit power to the output shaft so that the two gears are simultaneously operated. A transmission for an agricultural work vehicle, characterized in that it is operated to execute a brake mode connected to the output shaft.
The method of claim 1,
The first gear shift by the first shifting unit is 4 gears,
The transmission device of an agricultural work vehicle, characterized in that the number of secondary shift stages by the second transmission unit is two stages.
The method of claim 1,
The motive part is provided to be selectively connected to the hydraulic clutch before and after the motive shaft directly connected to the engine output shaft, first and second hydraulic clutches installed on the motive shaft, and the first and second hydraulic clutches. Including motor gears,
The driven part is a transmission of an agricultural work vehicle, characterized in that it is composed of a driven shaft parallel to the driving shaft, and driven gears on a driven shaft meshed one by one with the driving gears on the driving shaft.
The method of claim 3,
The transmission gears of an agricultural work vehicle, characterized in that the rotational free rotation about the driving shaft.
The method of claim 4,
The prime mover includes first and second prime movers disposed back and forth with a first hydraulic clutch therebetween, and third and fourth prime movers disposed back and forth with a second hydraulic clutch disposed therebetween,
The driven gear is characterized in that it is composed of first and second driven gears that are rotated by meshing with the first and second motive gears, and third and fourth driven gears that are rotated by meshing with the third and fourth driving gears, respectively. Transmission of a work vehicle for agriculture.
delete delete The method of claim 1,
Vehicle speed detection means for detecting the vehicle speed when the first transmission is in the neutral mode; further comprising,
When the vehicle speed is detected in a neutral state through the vehicle speed detecting means, a high/low clutch is operated to execute the brake mode.
The method of claim 8,
When a shift operation of the first transmission unit is sensed in the brake mode state, the high/low clutch is operated in a direction to release the brake mode.
Detecting a shift or neutral mode of the transmission;
Determining whether a vehicle speed is detected when the transmission is in a neutral mode; And
When the transmission is in the neutral mode and the vehicle speed is detected, the high and low clutches of the high/low clutch according to any one of claims 1 to 5 and 8 to 9 The step of switching to the brake mode so that the braking performance is exerted by engaging all of them; a vehicle slip prevention and drag control method using a transmission of an agricultural work vehicle comprising.
The method of claim 10,
When an operation for shifting is detected in the state in which the brake mode is switched, releasing the brake mode by releasing an engagement state of one of the high-speed clutches and the low-speed clutches; a transmission for an agricultural work vehicle further comprising: Vehicle slip prevention and drag control method used.

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