KR100385354B1 - car semiautomatic clutch and control method - Google Patents

Abstract

The present invention relates to a semi-automatic clutch for a vehicle to check the engine speed of the vehicle, that is, the driving speed of the vehicle, and to control all functions such as the regulation of the clutch and the power transmission condition. If the vehicle is equipped with a vacuum device such as a brand name of a brake), it is a semi-automatic clutch (1) for a vehicle that can be attached and operated at the same time by simply attaching the structure without changing the structure. Manual and semi-automatic switching means 100 is installed on 40); Power supply means for supplying power to the ECU or the ECM 30 in accordance with the operation of the manual and semi-automatic switching means 100; A position detecting means (200) for supplying power to the intake valve (10) and opening the vacuum passage (20) at the time when the power supply means receives power from the power supply means; A vacuum tank 300 for forming a vacuum pressure by the vacuum passage 20 opened by the position detecting means 200; Clutch operation means (400) for operating the clutch pedal (50) in accordance with the operation of the vacuum pressure and the solenoid valves in the vacuum tank (300); A brake switch 500 mounted to cancel the power connection force of the clutch pedal 50 and to prevent frequent reciprocation; Reversing switch 600 for adjusting the gear reduction ratio when reversing, and the sensing means 700 that can detect whether the body is open or closed itself.

Description

Car semiautomatic clutch and control method

The present invention relates to a semi-automatic clutch for a vehicle that checks the engine speed of the vehicle to control all functions such as clutch clamping and power transmission conditions. More specifically, the hydrobag (trade name of hydro vacuum brake) and If the vehicle is equipped with the same vacuum device, it relates to a semi-automatic clutch for a vehicle that can be attached and operated at the same time by simply attaching without changing the structure.

In general, clutches used in automobiles are installed between the flywheel and the input shaft of the transmission to disconnect the power transmitted to the transmission as necessary, to disconnect the engine when starting or shifting gears of the transmission, and to generate power when starting. It serves to convey.

On the other hand, the clutch to transfer power or short circuit as described above is largely composed of manual clutch and automatic clutch, manual clutch is divided into dry clutch, wet clutch, conical clutch, automatic clutch is divided into fluid clutch, electronic clutch.

In general, a vehicle having a manual transmission as described above is controlled by the driver frequently pressing the clutch pedal according to the engine speed (RPM) and the vehicle speed in order to operate the clutch when the gear shift is performed. The driver has experienced more fatigue than a driver with an auto clutch.

Therefore, in recent years, a vehicle equipped with an automatic transmission is used more than a manual transmission vehicle.

However, a vehicle equipped with an automatic clutch is not economical because the fuel economy of the driving is worse than the manual, and even the quick power is late, many drivers feel frustrated.

Therefore, in view of the above point, a lot of semi-automatic clutches have been developed at home and abroad.

However, the semi-automatic transmission that is currently being developed is almost completely dead without all the products and functions lacked in contact with consumers.

That is, the principle of the products developed in the prior art is the piston method using the motor hydraulic type or vacuum pressure, the hydraulic method using the booth attached to the vehicle and the cable method, etc. It is somewhat different, but it is almost the same level, but the products are very poor, so it is still difficult for drivers who are tamed for manual vehicles.

In addition, if you examine the mechanical conditions made to connect the clutch power transmission of a general vehicle, you can use the clutch using the accelerator pedal sensor to find out how deep the accelerator is stepped on and the vehicle speed sensor to find out how much the vehicle speed is. The amount of power to be connected is determined. Also, in determining this, all strokes of the clutch cannot be divided step by step, so by adjusting the speed at which the clutch flows out quickly or lately, it is possible to use a method that depends only on the power connection speed of the clutch or calculate the vehicle speed and the depth of the accelerator. There were only ways to connect the clutch as appropriate. Since the vehicle must always be operated in accordance with the malfunction and change values of various sensors and switches, the driver's mechanical adaptability is reduced, and rather, it is more inconvenient than manual operation, which has slowed the domestic and overseas semi-automatic clutch markets.

In addition, the reason why the conventional vehicle uses the vehicle speed sensor is to use the clutch power connection according to the speed of the vehicle to be quickly connected without idling, and when the engine brake is used, when the brake is pressed to stop the driving, It is common to use to make clean. Although the clutch should be clamped at the most appropriate time even when the brake is applied, the clutch enforcement is set to speed in advance regardless of the driver's intention, and when the brake is applied, the clutch enforcement is performed and there is a slight difference depending on the force that controls the clutch. Normally, when the brake is stepped down at 45 km, the power transmission is cut off. At low gear speeds, frequent clutch reciprocation causes idling and makes the driver feel more uncomfortable.

The present invention eliminates all the parts that require a lot of changes and adjustments to solve the above problems, one engine speed (RPM) detection circuit capable of detecting the engine speed and the brake ON / mounted on the brake pedal OFF switch, reversing switch to adjust gear deceleration ratio when reversing, and TPS that can detect whether the body is open or closed by itself. Off "and run at low speed or" on "(power on) the accelerator signal by stepping on the accelerator, when the signal is sent to the ECU or ECM, it is converted into a system according to the engine speed (RPM), which the operator uses according to the machine performance. Even if you don't try to do it, the machine is built with the set conditions so that you can get the best power transmission. The.

In order to achieve the above object, the present invention is to vary the traveling speed in response to the operation of the engine, the accelerator pedal and brake pedal, and the shift lever for driving the vehicle by the ECU or ECM for recording information processing or data. And a clutch positioned between the engine and the transmission and transmitting a power of the engine to the transmission in response to a depression amount of the clutch pedal. Manual and semi-automatic switching means for; Power supply means for supplying power to the ECU or the ECM in accordance with the operation of the manual and semi-automatic switching means; Position detecting means for receiving power from the power supply means and supplying power to the intake valve at the time of being "on" and opening the vacuum passage; A vacuum tank for forming a vacuum pressure by the vacuum passage opened by the position sensing means; Clutch operation means for operating the clutch in accordance with the operation of the vacuum tank and the vacuum pressure in the vacuum tank and the solenoid valves; A brake switch mounted to cancel the power connection force of the clutch and to prevent frequent reciprocation; It is characterized in that the reverse switch for adjusting the gear reduction ratio when reversing, and the sensing means for detecting whether the body is open or closed.

In addition, the clutch operating means is a boosting tank for maintaining a vacuum pressure in the vacuum tank, an elastic plate installed in the boosting tank and sucked / restored in one direction by the vacuum tank, and installed to elastically hold the elastic plate in one direction It is characterized in that the elastic body, and the chain bracket is installed on the side corresponding to the elastic body and one end is installed on the fixed bracket is installed in conjunction with the clutch pedal.

1 is a schematic view showing a vanclutch transmission device for a vehicle according to the present invention.

Figure 2a or 2b is a view showing the vanclutch device of the present invention,

2A is a plan view of a half clutch

2b is a side view of a vanclutch

3 is a graph showing the engine speed according to the present invention clutch total stroke

4 is a view showing a clutch power connection distance of the present invention.

5a to 5c is a flow chart showing a control method of the vehicle vanclutch according to the present invention.

<Description of Symbols for Main Parts of Drawings>

1: Semi-automatic clutch 10: Intake valve

11: first exhaust valve 12: second exhaust valve

20: Vacuum passage 30: ECU or ECM

40: shift lever 50: clutch pedal

60: surge tank 70: engine

100: manual, semi-automatic switching means 110: push button

200: position detection means 300: vacuum tank

400: clutch operation means 410: power tank

420: elastic plate 430: elastic body

440: fixing bracket 450: chain bracket

500: brake switch

In embodying the technical idea of the present invention, a special performance and structure are required for the specification of the component parts. Hereinafter, specific examples of the use state of the present invention will be described in detail with reference to the accompanying drawings.

1 is a view schematically showing a vanclutch transmission of the present invention,

1 is a semi-automatic clutch, 10 is a suction valve, 11 represents a first exhaust valve, 12 represents a second exhaust valve, and the suction valve 10 is vacuum when the power is supplied ("on"). The passage 20 is opened and closed when the power is cut off (“off”), and the first exhaust valve 11 opens the vacuum passage upon power supply (“on”) and opens the vacuum passage when the power is cut off (“off”). Closed, the second exhaust valve 12 shuts off the vacuum passage upon power supply (" on ") and opens upon power off (" off ").

30 is an ECU or ECM which plays a role of information processing and data recording.

60 is the surge tank and 70 is the engine.

The basic configuration of the present invention includes a manual and semi-automatic switching means 100 which is installed on the shift lever 40 in order for the driver to switch to semi-automatically when driving the vehicle; Power supply means for supplying power to the ECU or the ECM 30 in accordance with the operation of the manual and semi-automatic switching means 100; A position detecting means (200) for supplying power to the intake valve (10) and opening the vacuum passage (20) at the time when the power supply means receives power from the power supply means; A vacuum tank 300 for forming a vacuum pressure by the vacuum passage 20 opened by the position detecting means 200; Clutch operation means (400) for operating the clutch pedal (50) in accordance with the operation of the vacuum pressure and the solenoid valves in the vacuum tank (300); A brake switch 500 mounted to cancel the power connection force of the clutch pedal 50 and to prevent frequent reciprocation; Technical features are provided by the reverse switch 600 for adjusting the gear reduction ratio during the reverse and the sensing means 700 that can detect whether the body is open or closed.

The power supply means includes a battery and a cable connected to the ECU or the ECM 30 and various circuits. The manual and semi-automatic switching means 100 is a push button that is turned on or off according to the operation of the shift lever 40. 110, it is preferable to install mainly on the top of the shift lever 40.

The position detecting means 200 is composed of a magnet 210 installed in the clutch pedal 40 and a position sensor 220 installed in the vehicle body.

As shown in FIG. 2A or 2B, the clutch operating means 400 includes a boosting tank 410 for maintaining a vacuum pressure in the vacuum tank 30, and is installed in the boosting tank 410 and attached to a vacuum tank. An elastic plate 420 sucked / restored in one direction by an elastic member, an elastic body 430 installed to elastically hold the elastic plate 420 in one direction, and one end of which is installed on a side corresponding to the elastic body 430. It is composed of a chain bracket 450 is installed on the fixing bracket 440 is installed to be linked to the pedal.

The elastic plate 420 is formed of a rubber or elastic material having a good elasticity and silicon, and has a shape as if the rice bowl shape up, and the elastic body is extended to the outside of the hollow portion.

The elastic body 440 is a tension spring, the force tank 410 serves as a cylinder and the elastic plate 420 serves as a piston.

One side of the chain bracket 450 is formed of a cable 451 is connected to one end of the elastic body 440, the other end is composed of a chain 452 is installed fluidly on the fixing bracket 440.

The sensing means 700 inputs the organization state of the accelerator pedal in the ECU or the ECM 30 to adjust the constant and damping force of the spring, and the like. The throttle position sensor used in the electronically controlled fuel injection device and the electronically controlled automatic transmission ( Throttle Position Sensor).

Therefore, the vehicle-only semi-automatic clutch configured as described above is switched to semi-automatically at the same time when the driver first presses the manual and semi-automatic switches 110 in order to use the vehicle semi-automatically, and the ECU or the ECM 30 starts to operate. .

On the other hand, the ECU or ECM 30 supplies the power to the intake valve 10 until the position sensing means 200 (“off”) is powered on to open the vacuum passage 20. At this time, the second exhaust valve 12 is turned on and the vacuum passage is closed.

In addition, the intake force obtained when the engine 30 is rotating is to pull the elastic member 430 inside the power tank 410 toward the arrow a of FIG. 1, so that the chain bracket 450 connected to the power tank 410 is pulled. Turns on the position sensing means 200 of the clutch 50, the signal of the position sensing means 200 signals the ECU or the ECM 30, and the ECU or the ECM 30 receives the suction valve 10. ) To the P1 position and stop. In this case, power transmission is completely cut off.

Therefore, the gear shift is performed in the above state.

On the other hand, when the push button 110, which is the manual / semi-automatic switching means 100, is turned off, the ECU or the ECM 30 detects an “off” state and operates a delay circuit of the position sensing means 200 to release the first exhaust. The valve 11 is turned "on", thereby allowing air to be sucked into the vacuum boost tank 410, and as far as the set time of the delay circuit, for example, as shown in FIG. The clutch pedal 50 is returned to the arrow B in FIG.

The delay circuit operates for only 0.5 seconds as long as there is a signal (if 0.5 seconds is set) even when the signal comes in from 0.1 to 1 hour. However, even if there is a signal, it is released if the operation time is shorter than the set value.

In this case, the ECU or the ECM 30 turns off the first exhaust valve 11 of FIG. 1 (closes the vacuum passage) and simultaneously opens and closes the second exhaust valve 12 for a predetermined time.

This is to allow the driver to feel the impact of the power transmission at all, even when the clutch is lowered quickly to the power transmission start point when the clutch is broken.

On the other hand, the speed of operating the power transmission and the free play in the state that the clutch is broken is the time when the first exhaust valve 11 and the second exhaust valve 12 shown in Figure 1 and the vacuum passage of the valves is large? Or small or small.

At this time, the first exhaust valve 11 has a vacuum passage of approximately 8 mm in diameter, and the vacuum passage of the second exhaust valve 12 has a diameter of approximately 1.2 mm.

In addition, as shown in Fig. 3, ① to ③ is a point where the clutch is completely disconnected, ③ is a point where the clutch starts power transmission, ④ is a point where the clutch ends the power transmission, ④ to ⑤ is the free play of the clutch to be.

In addition, in the present invention, even without a vehicle speed sensor, the relationship between the engine speed (RPM) and the vehicle speed is 1250 RPM when the vehicle speed is 4 km, and at this time, the clutch power can be released without unreasonably pressing the brake 80.

At this time, the gear ratio is 4 km vehicle speed 30km ~ RPM 1200,

20km-RPM1150,

15km to RPM 1100 for two-speed vehicles

It is about 10km to RPM1000 per stage.

Therefore, as can be seen above, the clutch reciprocation can be reduced in low speed operation.

Although the above figures may be slightly different between each vehicle, even if the vehicle speed is not used, the engine speed (RPM) is used to increase the power transmission connection force of the clutch, making the connection force more precise, and the low speed without the gear sensor when releasing. When the brake 80 is stepped on, the power transmission release state of the clutch is separated according to the gear stage, thereby minimizing the reciprocating motion of the clutch.

At this time, the gear is in the first stage and the clutch is in the power transmission position.

When the next brake switch 500 is off, that is, when the brake switch 500 shown in FIG. 1 is "off" from "on", the ECU or ECM 30 compensates for the engine speed (RPM) ( Signal of the engine speed (RPM) is set in the ECU or the ECM (30) so that the engine exhaust speed (RPM) of the second exhaust valve 12 shown in FIG. The power is "off" and at the same time the "off" vacuum passage is opened to allow the clutch to start transmitting in a very smooth state.

At this time, when the engine load increases during the power transmission process and the engine speed (RPM) falls below 850, the ECU or the ECM 30 "turns on" the power supply at the second exhaust valve 12 to close the vacuum passage.

When the engine speed compensation again becomes RPM850 or more, the second exhaust valve 12 receives the signal from the ECU or the ECM 30 and opens again. While repeating the above operation, the driver can use the brake 80 while driving at a sufficient speed, so that the vehicle can be driven using only the brake on a frequent road.

Here, the engine speed (RPM) compensation is described in detail as follows.

The engine rotation speed (RPM) compensation only operates when the semi-automatic clutch is used to reduce idle engine idle, and in order to use the semi-automatic clutch, the push button 110, which is a manual or semi-automatic switching means 100, is turned on. Only when the brake switch 500 is "off", the ECU or the ECM 30 compensates the engine turning power by giving a pulse signal (when RPM 850 or less) to the stamping motor installed in the engine room, and "off" when the engine speed reaches 850 RPM. "I will.

In addition, even when the second exhaust valve 12 is “off” and the clutch power transmission connection force continues, the second exhaust valve 12 is automatically moved up and down while maintaining the engine speed RPM 850, and no stepped on the accelerator (not shown) on any incline. You can make it slower.

In addition, in order to assist compensation, the vacuum passage is closed at an engine speed RPM 850 or less and opened at RPM 850 or more according to an instruction of the ECU or the ECM 30.

As described above, regardless of the wear of the clutch disc in the transmission, the power connection force is always smoothly connected to satisfy the condition of the engine speed (RPM).

On the other hand, when the brake switch 500 is "on", power is supplied to the ECU or the ECM 30 to supply power to the intake valve 10 only when there is a brake signal at all times.

However, the brake 70 has a RPM 1250 signal as shown in FIG. 3 in order to release the clutch power connection force and prevent frequent reciprocation when the brake switch 500 is "on". Wait for 3 seconds and again after 3 seconds the ECU or ECM 30 “offs” the brake signal.

This is to prevent the clutch from breaking when the brake is "on" during high speed driving and to fully utilize the engine brake.

The brake signal is "on" as soon as the engine speed (RPM) falls below 1250.

As shown in FIG. 4, the signal of the engine speed RPM is changed into a signal in five stages as in the ECU or ECM 30, and the A signal is operated by the first exhaust valve 11 shown in FIG. 1. It works only when the delay circuit is used and "on" the accelerator (not shown).

That is, as shown in Figure 4, the engine speed (RPM) to make a signal from 1 to 5 steps and gives a one-pulse signal to the first exhaust valve 11 in accordance with each signal.

For example, it divides the clutch power transmission connection distance into five stages and controls the connection distance according to the value of the engine speed (RPM) .In order to connect to the distance of 1 in FIG. 1) gives a one-pulse signal to the first exhaust valve 11 and the RPM continues to rise to give a one-pulse signal to the first exhaust valve 11 up to 5 in order. When the driver uses the manual clutch, the clutch can be automatically controlled according to the engine speed (RPM) as if the driver controls the high and low clutch connection force according to the engine speed (RPM).

As shown in FIG. 5A, the B signal divides the RPM signal into five types and operates according to the RPM signal from each step 1 to 5 regardless of the Excel signal.

As shown in FIG. 5B, when the RPM1 to step 4 are described, the engine rotation speed in the first step S1 turns on the compensation circuit and the brake circuit when the engine speed is higher than RPM850 while the accelerator is off. In step S2, when the engine speed is RPM850≤RPM≤1050, the second exhaust valve and the compensation circuit are turned off and the brake circuit is turned on.In step S3, when the engine speed RPM is 1051≤RPM≤1250, It is determined whether the semi-automatic switch is operated, and if the RPM is 1251≤RPM≤1450 in step S4, the brake circuit is turned off.

In addition, if the engine rotational speed is RPM 1451≤RPM≤1650 in step 5 (S5), it is determined whether the manual and semi-automatic switches are operated after turning on the first exhaust valve by the set value of the second exhaust valve.

Here, R5 of FIG. 4 operates the first exhaust valve 11 by the set time of the second exhaust valve 12 when the RPM is increased while the vehicle is running regardless of the Excel, thereby speeding up the power transmission of the clutch. Can be connected. This is because there is no idling when the clutch connection is made quickly while the vehicle is running.

The setting time of the second exhaust valve 12 refers to the time when the clutch is intermittent and the clutch moves to the power transmission start position. This means that the PRM starts when the vehicle is stopped and shifts gears. The gear is raised in proportion to the speed, and under elevated conditions, the clutch can be quickly connected after gear shifting, regardless of the accelerator.

Therefore, the brake switch 500 and the gear shift during high-speed driving, the engine speed (RPM) is read even without stepping on the accelerator to make a proper clutch connection force thereto.

This condition is the same for both low and high speeds.

However, as shown in FIG. 3 or FIG. 4, when R4 is present at the time when the clutch operates from 1 to 3 (first exhaust valve to the second exhaust valve), the engine speed (RPM) signal A signal does not exist even if there is no condition According to the instruction, the ECU or the ECM 30 simultaneously opens the vacuum passages of the first exhaust valve 11 and the second exhaust valve 12 by the operation time, so that the clutch is quickly connected. At this time, if the signal is input to the ECU or the ECM 30 immediately after the gear shift, the auxiliary role is performed as much as the delay circuit is formed in the first exhaust valve 11.

Referring to the operation of the semi-automatic clutch for a vehicle of the present invention having the configuration as described above in more detail based on the accompanying drawings.

First, when the driver starts the engine to drive the vehicle and "on" pushbutton 110, the clutch is broken, the gear is in the forward or third gear and the clutch is powered at high speed when the brake is "off". The connection flows out until the delivery point.

This is a state in which the vehicle speed is gradually running due to the opening of the second exhaust valve diagram 12 in response to the PRM850 signal shown in FIG. 3.

At this time, when stepping on the accelerator to quickly drive the vehicle, the ECU or the ECM 30 receives the Excel signal and operates the engine speed (RPM) step A, starting from step 1 with the RPM changed to five types of signal systems. In step 5, the ECU or the ECM 30 gives a delay signal to the first exhaust valve 11 step by step according to the engine speed (RPM) signal.

Therefore, the first exhaust valve 11 is appropriately set according to the engine speed (RPM) in the power transmission connection force of the clutch, so that it can be set without any noise due to idling and quick connection force during power transmission. .

In addition, the accelerator switch is in the ON / OFF mode so that when the driver “offs” the brake to start the vehicle and drives at a low speed or presses the accelerator, the accelerator signal is “on” (powered) and sent to the ECU or the ECM 30. It is converted to a system according to the engine speed (RPM), which allows the machine to be set at the set condition even if the driver does not intend to use it according to the machine performance, so that the best power transmission effect can be obtained.

At this time, the engine speed (RPM) does not immediately go down even when the clutch is cut off while driving the vehicle. The machine stops the clutch for about 3 seconds. It takes about 1 second.

As described above, even when the semi-automatic clutch is used, even at low speed or high speed driving, the driver's mind can be programmed as it is with only one engine speed (RPM) signal.

In reverse, the power is supplied from the reverse switch 600 mounted on the transmission to be input to the ECU or the ECM 30, and the ECU or the ECM 30 makes a reverse delay circuit by the reduction ratio of the forward and reverse gears. (At this time, the operating time of the first exhaust valve 11 is adjusted.)

On the other hand, when you want to change manually in the semi-automatic clutch "turn on" push button 110 for 3 seconds immediately release the semi-automatic transmission and manually return. At this time, the first exhaust valve 11 is operated for 1 second to release quickly.

In addition, when the power and engine keys are "off", they are automatically released. The operation of the second exhaust valve 12 is released lightly.

In addition, when always wanting to use a semi-automatic clutch, only a slight touch of the push button 110 starts the "on" operation again.

As described above, according to the present invention, all the switches are turned on and off, so that the driver “offs” the brake to drive the vehicle and drives at a low speed or steps on the accelerator to “on” the power supply. When sent to the ECU or ECM, it is converted into a system based on the engine speed (RPM), which allows the machine to be set at the set conditions without the driver's intention to use it according to the machine's performance.

In addition, even if the clutch power transmission connection continues, it can automatically rise and fall while maintaining the engine speed RPM 850, and even on any slope, it can be made to run at low speed even without stepping on the accelerator.

In addition, the power transmission connection force of the clutch is appropriately set according to the engine speed (RPM), so there is no crying due to idling and quick connection force during power transmission.

Claims (5)

An engine for driving a vehicle by an ECU or an ECM for recording information or data, an accelerator pedal and a brake pedal, a transmission for varying the traveling speed in response to the operation of the shift lever, between the engine and the transmission In a vehicle that is located and includes a clutch for transmitting the power of the engine to the transmission in response to the amount of depression of the clutch pedal, Manual and semi-automatic switching means for the driver to switch semi-automatically when the vehicle is driven; Power supply means for supplying power to the ECU or the ECM in accordance with the operation of the manual and semi-automatic switching means; Position sensing means for receiving power from the power supply means and supplying power to the intake valve at the time of being "on" and opening the vacuum passage; A vacuum tank for forming a vacuum pressure by the vacuum passage opened by the position sensing means; Clutch operation means for operating the clutch in accordance with the operation of the vacuum tank and the vacuum pressure in the vacuum tank and the solenoid valves; A brake switch mounted to cancel the power connection force of the clutch and to prevent frequent reciprocation; Semi-automatic clutch for vehicle, characterized in that the reverse switch for adjusting the gear reduction ratio when reversing, and the sensing means for detecting whether the body is open or closed. delete The method of claim 1, The clutch operating means includes a boosting tank for maintaining a vacuum pressure in the vacuum tank, an elastic plate installed in the boosting tank and sucked / restored in one direction by a vacuum tank, and installed to elastically hold the elastic plate in one direction. Semi-automatic clutch for a vehicle, characterized in that it is made of an elastic body and a chain bracket and a cable which is installed on a side corresponding to the elastic body, one end of which is installed on a fixed bracket that is interlocked with the clutch pedal. Determining whether the manual or semi-automatic switch is operated; Manually or semi-automatically switching according to whether the switch is operated; Supplying power to the ECU or the ECM according to the conversion value of the switch and starting power off of the clutch; Determining whether the on / off time of the manual / semi-automatic switching switch is at least 3 seconds at the power cutoff point; Checking the power transmission time and the power cutoff point of the clutch and determining whether the engine is reversed when the power of the ECU or the ECM is turned off for 3 seconds or more; Determining whether the brake is on / off in the reverse state; determining whether the clutch is at a power transmission point in the on state; turning on the compensation circuit when the brake is in the off state; Checking whether the accelerator is turned on or off according to an on signal of the compensation circuit; And determining whether the first exhaust valve is turned on when the accelerator is on, and classifying the engine rotational speed step by step to return to operation of the manual and semi-automatic switches. The method of claim 4, wherein The engine speed is the first step of turning on the compensation circuit and the brake circuit when the engine speed is more than RPM850 in the accelerator is off; If the engine speed is RPM850 ≦ RPM ≦ 1050, turning off the second exhaust valve and the compensation circuit and turning on the brake circuit; If the engine speed RPM is 1051≤RPM≤1250, 3 steps to determine whether the manual and semi-automatic switch operation; If the RPM is 1251≤RPM≤1450, there are four steps of turning off the brake circuit, If the RPM is 1451 ≤ RPM ≤ 1650, the operation method of the semi-automatic clutch for a vehicle, characterized in that there are five steps to determine whether the manual and semi-automatic switch operation after turning on the first exhaust valve by the set value of the second exhaust valve.