KR100383931B1 - auxiliary departure device for sloping road of automotive vehicle - Google Patents

Abstract

The present invention relates to an oscillation assist device for a hill road of a vehicle, and when a brake pedal is spaced after a temporary stop while driving a hill road, a constant air pressure is always applied to the relay valve side so that the braking force of a constant state is always exhibited in the front / rear brake mechanism. By providing stable braking and preventing excessive load transfer from the power transmission system during re-driving, the vehicle also provides a hillside oscillation assistance device that can properly control the acceleration point in anticipation of the time required to release the working air pressure. Has its purpose.

The present invention for achieving the above object, the air tank 110 for storing the high-pressure compressed air generated by the operation of the compressor 100, and when braking the compressed air stored in the air tank 110 The air tank may be operated according to the pressure of the compressed air supplied through the dual brake valve 120 and the first control pipe line 140 which is operated by the brake pedal 120a to be supplied to the first control pipe line 140. The first relay valve 130 for controlling the delivery pressure of the compressed air to be supplied to the first supply pipe 200 from the 110 through the supply pipe, the compressed air discharged from the first relay valve 130, the third supply pipe The brake chamber 230 supplied through the furnace 220, the slack adjuster 230a accommodated in the brake chamber 230 and moved by the pressure of the compressed air, and rotated by the movement of the slack adjuster 230a. Before / after braking is performed via the cam 230b According to the vehicle brake comprising a brake mechanism (240 250); A pressure reducing valve 150 is connected to the air tank 110 to reduce the pressure of the compressed air stored therein to an appropriate level; The pressure reducing valve 150 is provided with a solenoid valve 170 which is opened upon braking through the pressure reducing control passage 160 and closed when the braking is released; The solenoid valve 170 is connected to the second relay valve 180 for receiving compressed air from the air tank 110 through the second supply pipe 210; The second relay valve 180 is provided with a second control conduit 190 for connecting between the first relay valve 130; The solenoid valve 170 has an inclination angle sensor 261, a clutch sensor 262, a clutch disc displacement sensor 263, a vehicle speed sensor 264, a brake switch 265, a gear neutral switch 266, and an acceleration sensor 267. The control unit 260 for controlling the opening and closing operation of the solenoid valve 170 is detected by the braking to the braking release state during the driving of the hill, respectively.

Description

Auxiliary departure device for sloping road of automotive vehicle

The present invention relates to a hillside oscillation assistance device for a vehicle, and more particularly, to maintain a continuous braking force when releasing the brake operation during a temporary stop while driving on a hillside, as well as to push the vehicle body back to the rear when the vehicle is restarted. On the other hand, the present invention relates to a hillside oscillation assistance device for a vehicle that can properly prevent the braking force at the time of re-starting so that the vehicle body can be prevented from being pushed or dragged.

In general, a brake system mounted on a vehicle is mainly an air over hydraulic brake (AOH) mounted on a medium bus or a large commercial vehicle, and a full air pneumatic brake (FA) mounted on a large bus. ) And a hydraulic brake mounted on a general passenger car or the like.

On the other hand, the medium-sized bus or large commercial vehicle of the braking device is provided with a hillside oscillation auxiliary device for stopping the vehicle body continuously in the braking state after stopping the hill road while driving, or prevented from being pushed back when restarting. The configuration of a full air pneumatic brake device having the same hillside oscillation assistance device is shown in FIG. 1.

That is, the compressor 10 receives air and generates compressed air of high pressure, an air tank 12 storing air compressed at high pressure by the compressor 10, and sequentially installed from the air tank 12. A control pipe line 20 (or a pilot pipe line) connecting the dual brake valve 14, the solenoid valve 16, and the relay valve 18, respectively, to directly connect the relay valve 18 from the air tank 12. By the supply line 22, the operation line 24 connecting the brake chamber 26 from the relay valve 18, and the compressed air received in the brake chamber 26 and supplied through the operation line 24. And a front wheel brake mechanism 28 and a rear wheel brake mechanism 30 that are operated.

The front wheel brake mechanism 28 and the rear wheel brake mechanism 30 are respectively connected to the slack adjuster 26a, which is accommodated in the brake chamber 26 and moved by compressed air, and is connected to the slack adjuster 26a. Each of the cams 26b is rotated, and the cams 26b are rotated by the movement of the slack adjuster 26a to brake brake shoes in the front wheel brake mechanism 28 and the rear wheel brake mechanism 30. It is operated to generate (S) a braking force by adhering to the brake drum (D) side.

In addition, the solenoid valve 16 is to be controlled to open and close by the control unit 32, the control unit 32 is an inclination angle sensor 34 for detecting the inclination angle of the road surface to the vehicle body running, and Clutch sensor 36 for detecting the operation of the clutch pedal, clutch disk displacement sensor 38 for detecting the contact between the clutch disk and the flywheel before and after braking to detect the power transmission or disengagement point, detecting the vehicle speed of the running vehicle The vehicle speed sensor 40, the brake switch 42 for detecting whether the brake pedal is operated by the braking operation, the gear neutral switch 44 for detecting the neutral position of the transmission gear, and the acceleration sensor for detecting the operation of the accelerator pedal. A corresponding input signal is applied from 46 respectively.

The solenoid valve 16 opens the control line 20 between the dual brake valve 14 and the relay valve 18 during braking and closes the control line 20 when the braking is released. It is controlled by 32.

The control channel 20 extends from the air tank 12 to the relay valve 18 via the dual brake valve 14 and the solenoid valve 16, and the relay valve 18 when braking. It is a pipeline in which pneumatic pressure is applied to control the opening operation of.

In addition, the supply pipe 22 is a pipe for directly supplying the high pressure compressed air stored in the air tank 12 to the relay valve 18, and when the relay valve 18 is opened during braking, the air tank ( 12 is a conduit for directly supplying the high pressure compressed air stored in the brake chamber 26.

On the other hand, the relay valve 18 in accordance with the degree of pneumatic pressure delivered to the control pipe 20 by the dual brake valve 14 is opened to varying degrees of opening depending on the degree to which the brake pedal 14a is pressed during braking. The pressure of the compressed air delivered to the brake chamber 26 through the supply line 22 is controlled.

That is, when a large pneumatic pressure is applied to the relay valve 18 through the control conduit 20, the degree of pneumatic pressure supplied to the brake chamber 26 through the supply conduit 22 also increases.

In other words, the degree of pneumatic pressure supplied to the relay valve 18 through the control conduit 20 corresponds to the control pressure for controlling the degree of pneumatic pressure supplied to the brake chamber 26 through the supply conduit 22. will be.

Reference numeral 11 in the drawings is an air dryer for removing moisture contained in the air compressed from the compressor (1).

Accordingly, during braking during hill driving, the control unit 32 first receives the corresponding signals from the inclination angle sensor 34, the clutch sensor 36, the gear neutral switch 44, and the acceleration sensor 46, and brakes on the hill road. In this case, the solenoid valve 16 installed on the control conduit 20 maintains an open state.

At the same time, when the dual brake valve 14 is opened by the pressurization of the brake pedal 14a, the solenoid valve 16 in which the high pressure compressed air stored in the air tank 12 is opened through the control conduit 20 is opened. Is applied to the relay valve 18 to actuate the relay valve 18, and by the operation of the relay valve 18 to the relay valve 18 from the air tank 12 through the supply line 22. As a result, compressed air that is waiting to be supplied to the brake chamber 26 is introduced into the brake chamber 26 through the operation pipe 24, and the compressed air introduced into the brake chamber 26 operates the slag adjuster 26a. On the other hand, in accordance with the operation of the slack adjuster 26a, the cam 26b provided on the front wheel brake mechanism 28 and the rear wheel brake mechanism 30 is rotated so that the brake shoe S is placed on the brake drum D. By being in close contact, braking is achieved.

On the other hand, when the vehicle is stopped on the hill road through the operation as described above, the control unit 32 stops the completion state of the vehicle via the clutch sensor 36, the vehicle speed sensor 40 and the gear neutral switch 44 Upon detection, an operation signal is output to the solenoid valve 16 to close the control conduit 20.

As a result, even if the driver releases the brake pedal 14a that has been pressurized for braking, compressed air remains on the control conduit 20 between the solenoid valve 16 and the relay valve 18. The compressed air that is waiting to be supplied from the air tank 12 to the relay valve 18 via the supply line 22 continuously pressurizes the slack adjuster 26a in the brake chamber 26 to rotate the cam 26b. By maintaining the front wheel brake mechanism 28 and the rear wheel brake mechanism 30 in a braking state.

That is, even when the brake pedal 14a is spaced apart after braking while the vehicle is driving down a hill, the control unit 32 may control the corresponding operation element to maintain the vehicle stopped state.

However, when the brake pedal 14a is released from the hill road oscillation assistance device operated as described above without braking at the proper foot force required for braking on the hill road, the opening of the solenoid valve 16 is opened. As a result, the front / rear brake mechanisms 28 and 30 may not be completely braked by the pressure of the compressed air remaining on the operation pipe 24, and the vehicle body may be pushed downward from the hill road.

In addition, when braking with excessive effort during braking, excessive load is transmitted from the power transmission system when the vehicle is restarted after stopping, and there is a concern that damage may occur in the clutch disc or the propulsion shaft or the rear axle.

On the other hand, when restarting after braking, the control unit 32 detects the driver's willingness to drive the solenoid from the clutch sensor 36, the clutch disk displacement sensor 38, the gear neutral switch 44, and the acceleration sensor 46. By switching the valve 16 to the open state and discharging the compressed air remaining between the relay valve 18 to the outside, the operation of the front and rear brake brake mechanisms 28 and 30 is terminated.

At this time, due to the characteristics of the pneumatic brake device, there is a delay time for releasing the working air pressure, so that the front / rear brake mechanisms 28 and 30 are driven in a state in which the front / rear brake mechanisms are not completely operated. In the mechanisms 28 and 30, there is a risk that a so-called lining drag phenomenon occurs when traveling is performed while the lining of the brake shoe S is attached to the brake drum D side.

In addition, if the operating air pressure is released early, there is a disadvantage that the vehicle stopped on the hill road is pushed backward.

Accordingly, the present invention is conceived in view of the above, and when the brake pedal is spaced out after the temporary stop while driving on a hill road, a constant air pressure can be always applied to the relay valve side so that the braking force is always constant in the front / rear brake mechanism. As a result, it is possible to stabilize the braking and prevent excessive load transfer from the power transmission system during re-run, and to estimate the time required for releasing the working air pressure, and to control the acceleration time properly. The purpose is to provide.

The present invention for achieving the above object, the first operation is operated by the air tank for storing the high-pressure compressed air generated by the operation of the compressor and the brake pedal operated when braking the compressed air stored in the air tank Dual brake valve for supplying a control pipe, the first relay for controlling the delivery pressure of the compressed air to be supplied by the first supply pipe from the air tank in accordance with the pressure of the compressed air supplied through the first control pipe Valve, a brake chamber for receiving compressed air discharged from the first relay valve through a third supply line, a slack adjuster accommodated in the brake chamber and moved by compressed air pressure, and a movement of the slack adjuster. A brake of an automobile including a front / rear brake mechanism in which braking is performed via a cam rotated by the cam; A pressure reducing valve is connected to the air tank to reduce the pressure of the compressed air stored therein to an appropriate level; The pressure reducing valve is provided with a solenoid valve which is opened upon braking through the pressure reducing control channel and closed when the braking is released; A second relay valve connected to the solenoid valve for receiving compressed air from the air tank through a second supply line; The second relay valve is provided with a second control conduit for connecting with the first relay valve; The solenoid valve has a control unit for controlling the opening / closing operation of the solenoid valve by detecting the braking or braking termination state during hill driving from the inclination angle sensor, the clutch sensor, the clutch disc displacement sensor, the vehicle speed sensor, the brake switch, the gear neutral switch, and the acceleration sensor, respectively. Characterized in that is connected.

1 is a block diagram showing the configuration of a hillside oscillation auxiliary apparatus of a conventional vehicle.

Figure 2 is a block diagram showing the configuration of the hillside oscillation auxiliary apparatus of a vehicle according to the present invention.

<Description of the symbols for the main parts of the drawings>

100-compressor 110-air tank

120-Dual Brake Valve 130,180-First and Second Relay Valve

140,190-150th pressure reducing valve

160-decompression control line 170-solenoid valve

200, 210, 220-1st, 2nd, 3rd supply line 230-Brake chamber

230a-slack adjuster 230aa-displacement sensor

230b-cam 240,250-front / rear brakes

260 control unit 260a delay time control unit

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

Figure 2 is a block diagram showing the configuration of the hillside oscillation auxiliary apparatus according to the present invention.

According to the present invention, as shown in the drawing, the compressor 100 receives air and generates high pressure compressed air, an air tank 110 storing air compressed at high pressure by the compressor 100, and this air. Receiving compressed air from the tank 110, and the brake to open between the brake and the dual brake valve 120 and the first relay valve 130 having a double check valve (130a), respectively; One control pipe 140 is configured to include.

In addition, the present invention is the solenoid valve 170 and the second relay sequentially connected through the pressure reducing valve 150 and the pressure reducing control passage 160 connected to reduce the pressure of the compressed air supplied to the air tank 110 Between the valve 180, the second control valve 190 connecting the second relay valve 180 and the double check valve 130a, and the first relay valve 130 from the air tank 110; Compression supplied to the first supply pipe 200 directly connected, the second supply pipe 210 connecting between the air tank 110 and the second relay valve 180, and the first relay valve 130 The brake chamber 230 is further configured to receive air through the third supply pipe 220.

In addition, the present invention is the slack adjuster (230a) and the slack adjuster (230a) is received in the brake chamber 230 is moved by the operating force by the compressed air supplied through the third supply pipe (220) The brake shoe S is squeezed on the brake drum D by the cam 230b rotated by the movement of the brake wheel S, and the front wheel brake mechanism 240 and the rear wheel brake mechanism 250 are braked. .

On the other hand, the solenoid valve 170 is to be controlled by the control unit 260 to open and close its operation, in particular, when the braking while driving on the hill road is opened when braking is completed after the braking pedal 120a is removed, the braking power is removed The control unit 260 is an inclination angle sensor 261 for detecting the inclination angle of the road surface or the inclination angle of the vehicle body and a clutch sensor 262 for detecting whether the clutch pedal is operated. , Clutch disc displacement sensor 263 for detecting displacement of clutch disc, vehicle speed sensor 264 for detecting vehicle speed, brake switch 265 for detecting brake pedal operation, gear for detecting neutral position of transmission gear The input signal is applied to the neutral switch 266 and the acceleration sensor 267 to detect whether the accelerator pedal is operated.

Here, the dual brake valve 120 is opened by the stepping force applied to the brake pedal 120a when braking, so that the compressed air stored in the air tank 110 through the first control pipe passage 140 through the double check valve ( Supply to the first relay valve 130 via 130a).

In addition, the solenoid valve 170 is controlled by the control unit 260 during braking so as to maintain the reduced pressure control pipe line 160 connecting between the pressure reducing valve 150 and the second relay valve 180 in a traffic state. In the second relay valve 180, a second supply pipe connecting the air tank 110 and the second relay valve 180 through the compressed air delivered by being decompressed through the decompression control pipe 160. The pressure of the compressed air supplied to the second control conduit 190 through the furnace 210 is controlled. At this time, the compressed air supplied to the second control conduit 190 passes through the double check valve 130a. The first relay valve 130 is supplied.

In addition, the solenoid valve 170 is switched from the open state to the closed state under the control of the control unit 260 when the brake is released, and the pressure reducing control connecting the pressure reducing valve 150 and the second relay valve 180. The pipe line 160 is disconnected, and the compressed air remaining in the second control pipe line 190 between the second relay valve 180 and the double check valve 130a is left to be separated from the first relay valve 130. A continuous pressing force is applied to the brake chamber 230 communicated through the supply line 220.

In the meantime, the double check valve 130a is configured to supply compressed air supplied through the first control pipe line 140 and the second control pipe line 190 to the first relay valve 130 when braking. When the double check valve 130a receives compressed air through one of the first control pipe line 140 and the second control pipe line 190, the double check valve 130a supplies the double check valve 130 to the first relay valve 130 so as to supply the compressed pipe line 220. Compressed air is supplied into the brake chamber 230 through the.

In addition, the first relay valve 130 is brake chamber 230 through the supply pipe 220 from the first supply pipe 200 according to the degree of air pressure supplied through the first control pipe line 140 when braking. In addition to adjusting the pressure of the compressed air supplied into the brake chamber 230, the brake chamber 230 is provided from the first supply pipe 200 through the supply pipe 220 according to the degree of air pressure supplied through the second control pipe 190. It is to adjust the pressure of compressed air to be supplied.

That is, the degree of pneumatic pressure supplied to the first relay valve 130 through the first control pipe 140 and the second control pipe 190 corresponds to the control pressure for controlling the operation degree of the brake chamber 230. will be.

In addition, in the control unit 260 to release the operating air to the atmosphere through the exhaust port of the first relay valve 130 when the brake is released after braking to predict the delay time required for complete discharge to increase or decrease the time of restarting A delay time controller 260a is provided to allow control.

Here, the displacement detection sensor 230aa is connected to the delay time controller 260a to detect an operation amount of the slack adjuster 230a during braking, and the displacement detection sensor 230aa is connected to the slack adjuster during braking. Since the displacement amount of 230a can be detected to predict the level of the working air pressure, the delay time controller 260a is required until the complete release of the working air pressure at the time of termination after braking through the displacement sensor 230aa. The estimated time can be calculated.

In addition, the control unit 260 receives the time leading to the complete release of the working air pressure calculated by the delay time control unit 260a, and can be adjusted by adding or subtracting the starting point when restarting.

That is, according to the amount of depression of the brake pedal 120a pressurized by the driver during braking, the delay time controller 260a changes the air pressure acting on the third supply line 220 through the first relay valve 130. When detecting the amount of movement of the slack adjuster 230a through the displacement sensor 230aa, the control unit 260 detects the acceleration time from the acceleration sensor 267 upon restarting and then considers the delay time. It is possible to control the operation of the engine.

For example, if it is expected that the vehicle body rolling due to the termination of the early braking force is expected to be restarted, the control is applied to pull the acceleration point, while the front brake mechanism 240 and the rear brake mechanism 250 are caused by the termination of the delay braking force at the time of restart. In each case, the lining drag is expected to occur.

Hereinafter, the operation of the hillside oscillation auxiliary apparatus of the vehicle according to the present invention will be described in detail.

When the vehicle is braking while driving on a hill, the control unit 260 receives a corresponding signal from the inclination angle sensor 261, the clutch sensor 262, the gear neutral switch 266, and the acceleration sensor 267 and brakes on the hill. It is determined that the state is to maintain the solenoid valve 16 in the open state.

At the same time, when the dual brake valve 120 is opened by the pressurization of the brake pedal 120a, the high pressure compressed air stored in the air tank 110 passes through the first control conduit 140 through the double check valve 130a. The first relay valve 130 is operated through the first relay valve 130, and the first relay valve 130 is operated to the first relay valve 130 through the first supply line 200 by the operation of the first relay valve 130. As a result, the compressed air that is waiting to be supplied to the brake chamber 230 through the supply line 220 operates the slack adjuster 230a in the brake chamber 230, and the cam (according to the operation of the slack adjuster 230a). 230b) rotates the brake shoe (S) in close contact with the brake drum (D) to switch the front wheel brake mechanism 240 and the rear wheel brake mechanism 250 to the braking state, respectively.

On the other hand, after the vehicle is stopped on the hill road through the operation as described above, when the pedal force applied to the brake pedal 120a is removed to close the dual brake valve 120, the control unit 260 and the inclination angle sensor 261 and A stop signal is detected through the clutch sensor 262, the vehicle speed sensor 264, the brake switch 265, and the gear neutral switch 266, and the closing signal is commanded to the solenoid valve 170.

At this time, the compressed air remaining on the first control conduit 140 between the dual brake valve 120 and the double check valve 130a is discharged into the atmosphere through the dual brake valve 120 and the first relay valve ( 130) the operating pressure cannot be transmitted.

On the contrary, the compressed air remaining on the second control pipe line 190 between the second relay valve 180 and the double check valve 130a is connected to the air tank 110 through the second supply pipe 210. Since the pressure remains from the continuous pressure, the operating pressure can be continuously transmitted to the first relay valve 130, so that the continuous operating pressure can be applied to the brake chamber 230 on the supply line 220. Since it is possible to continue the operation of the slack adjuster (230a) and the cam (230b), it is to maintain the front wheel brake mechanism 240 and the rear wheel brake mechanism (250) in a braking state, respectively.

At this time, the second relay valve 180 can maintain the pressure of the compressed air delivered to the double check valve 130a through the second control pipe 190 at a constant reduced pressure, which is the second relay The valve 180 receives the compressed air decompressed through the decompression valve 150 through the decompression control conduit 160, and then receives the second supply conduit 190 from the second supply conduit 210. This is because it is possible to control the pressure of the compressed air sent out through.

As a result, even if the driver releases the brake pedal 120a that has been pressurized for braking on the hill, the second control pipe 190 between the second relay valve 180 and the first relay valve 130 is not present. Since the compressed air decompressed to a constant size always remains, the brake chamber 26 is generated by operating the front / rear wheel brake mechanisms 240 and 250 respectively through the operation of the slack adjuster 230a and the cam 230b. The degree of braking force can be maintained at a constant state of the vehicle at all times.

That is, even if the brake pedal 120a is spaced apart after braking while the vehicle is driving down a hill, the control unit 260 may control the corresponding operation element to maintain the vehicle's stopped state, as well as the front / rear brake mechanisms. A constant magnitude of braking force is always applied to the 240 and 250.

At this time, the braking force acting on the front / rear brake mechanisms 240 and 250 by the brake chamber 230, the slack adjuster 230a, and the cam 230b does not press the brake pedal 120a after braking on a hill. It is suitable to prevent pushing down from the hill road, and it is unreasonable in the power transmission system such as clutch disc or propulsion shaft or rear axle in the state of complete braking of the front / rear brake mechanisms (240,250) when restarting after stopping. It is regulated so that load transfer is not made.

That is, this means that the second relay valve 180 sends the compressed air supplied from the air tank 110 through the second supply pipe 210 to the first relay valve 130 through the second control pipe 190. This is because the control pressure for controlling the pressure thereof is supplied with the air pressure reduced by the pressure reducing valve 150 through the pressure reducing control passage 160.

On the other hand, when starting again after braking, the control unit 260 detects the driver's willingness to drive the solenoid from the clutch sensor 262, the clutch disk displacement sensor 263, the gear neutral switch 266, and the acceleration sensor 267. When the valve 170 is opened, the compressed air remaining on the second control conduit 190 between the second relay valve 180 and the first relay valve 130 is compressed into the second relay valve 180. It is quickly discharged into the atmosphere through the air to terminate the operation of the front and rear brake mechanisms 240 and 250, so that the driving is carried out in the state where the lining is attached to the brake drum (D) side in the front / rear brake mechanism (240,250) Lining drag does not occur.

In more detail, during the braking, the delay time controller 260a detects the movement amount of the slack adjuster 230a that is moved during braking through the displacement sensor 230aa to detect the level of the working air pressure. Through this, the delay time controller 260a can calculate the estimated time required to completely release the working air pressure when restarting after braking.

At this time, the control unit 260 cancels the early braking force when the degree of the operating air pressure acting as the brake chamber 230 is restarted based on the time taken to complete release of the operating air pressure calculated by the delay time controller 260a. As a result, when the vehicle body is anticipated to be pushed, the acceleration time is controlled to be pulled, while the control unit 260 is configured to delay the acceleration time when it is expected to generate a lining drag in the brake mechanism due to the delay of the braking force. Will be

As described above, according to the hillside oscillation assistance device for a vehicle according to the present invention, even when the vehicle does not press the brake pedal 120a after the vehicle is temporarily stopped while driving on the hillside, the vehicle body is not pushed to the rear and the front / rear brakes when re-driving Due to the rapid termination of the mechanisms 240 and 250, the lining drag phenomenon does not occur, while the number of solenoid valves 170 in the components for the construction of the hill oscillation auxiliary device is reduced than before, so that manufacturing cost is reduced. do.

In addition, the present invention can calculate the estimated time required for the complete release of the working air pressure when restarting after braking, through which the control unit 260 is the brake and the brake of the body according to the cancellation of the early braking force or the delay braking force Lining drag from the system can be prevented.

Claims (5)

The air tank 110 stores the high pressure compressed air generated by the operation of the compressor 100 and the brake pedal 120a operated when the compressed air stored in the air tank 110 is braked to operate the first air tank 110. Dual brake valve 120 to supply to the control pipe 140, the first supply pipe 200 from the air tank 110 in accordance with the pressure of the compressed air supplied through the first control pipe 140 The first relay valve 130 for controlling the delivery pressure of the compressed air to be supplied and sent, the brake chamber 230 is supplied through the third supply pipe 220, the compressed air sent from the first relay valve 130 Before braking is performed through the slag adjuster 230a accommodated in the brake chamber 230 and moved by the pressure of the compressed air, and the cam 230b rotated by the movement of the slack adjuster 230a. Of vehicles including rear and rear brake mechanisms (240,250) In the brake; A pressure reducing valve 150 is connected to the air tank 110 to reduce the pressure of the compressed air stored therein to an appropriate level; The pressure reducing valve 150 is provided with a solenoid valve 170 which is opened when braking through the pressure reducing control passage 160 and closed when the braking is released; The solenoid valve 170 is connected to the second relay valve 180 that receives compressed air from the air tank 110 through the second supply pipe 210; The second relay valve 180 is provided with a second control conduit 190 for connecting between the first relay valve 130; The solenoid valve 170 has an inclination angle sensor 261, a clutch sensor 262, a clutch disk displacement sensor 263, a vehicle speed sensor 264, a brake switch 265, a gear neutral switch 266, and an acceleration sensor 267. Hill oscillation assistance device for a vehicle, characterized in that the control unit 260 for controlling the opening and closing operation of the solenoid valve 170 is detected when the braking to the braking release state during each hill driving. The method of claim 1, wherein the first relay valve 130 is compressed air through any one of the two pipelines when braking between the first control pipe 140 and the second control pipe 190 The hilltop oscillation assistance device for a vehicle, characterized in that the double check valve 130a is installed to supply it to the first relay valve 130 when supplied. According to claim 1, wherein the pressure reducing valve 150 is installed in the air tank 110, the pressure of the compressed air supplied from the air tank 110, the appropriate pressure required to maintain the vehicle body in the braking state during braking during hill road driving Hill deceleration assistance device for a vehicle characterized in that it is set to reduce the pressure so that excessive transmission of the load is not made in the power transmission system when restarting after braking. The method of claim 1, wherein the control unit 260 is added to the delay time control unit 260a for estimating the delay time required for the complete discharge of the operating air pressure when the brake is released after braking to increase or decrease the acceleration time upon restarting Hillside oscillation auxiliary device for a vehicle. 5. The operating air pressure of claim 4, wherein the delay time controller 260a predicts the level of the working air pressure through the displacement sensor 230aa which detects a movement amount of the slack adjuster 230a that is moved during braking. Hillside oscillation assistance device for a vehicle, characterized in that it is calculated to calculate the estimated time required for the complete release.