JP2836679B2 - Clutch device for semi-automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch device for a semi-automatic transmission which uses a mechanical clutch to control its operation by switching between automatic and manual operations as needed.

[0002]

2. Description of the Related Art Conventionally, there has been known a semi-automatic transmission in which a clutch is manually operated only at the time of starting using a mechanical clutch and a clutch operation during traveling is computer-controlled.

[0003] Referring to FIG. 4, in such a transmission, the clutch booster 11 for clutch operation has a first air circuit 14 and a second air circuit 16 via a double check valve 17. doing. When the clutch pedal 12 is operated, the first air circuit 14 opens the hydraulic control opening / closing valve 21 b with the pressure oil supplied from the clutch master cylinder 21 through the hydraulic circuit 21 a, and the air source 20 controls the booster 11. Power cylinder 1
3 is supplied with air. The second air circuit 16 is connected to the booster 11 from the air source 20 via the computer-controlled solenoid valve 15 regardless of the operation of the clutch pedal 12.
Supplying air to

The first and second air circuits 14 and 16 are connected via a double check valve 17 from an inlet on the higher pressure side (connected to the air circuit 14 or 16) to an outlet circuit 19 and an air circuit. Air is supplied to the power cylinder 13 of the booster 11 through the circuit 18 and the outer lever 23 for operating the clutch is connected to the rod 24.
It is generally configured to operate via a.

In FIG. 4, reference numeral 22 denotes a stroke sensor, and reference numeral 25 denotes a rod.

FIG. 16 shows an outline of the double check valve. Double check valve 17 has two inlets or inlets 17-I1, 17-I2 and one outlet or outlet 17-O.
The valve body 17-V is accommodated in the space 17-S in the double check valve 17. In FIG. 16, when the valve element 17-V is located on the inlet 17-I2 side (the right side in FIG. 16) (the state shown), the flow path I1-R on the inlet 17-I1 side is opened. However, the flow path I2-R on the inlet 17-I2 side is closed by the valve element 17-V. Therefore, the inlet 17-I1 communicates with the outlet 17-O. On the other hand, if the valve element 17-V moves to the inlet 17-I1 side (the left side in FIG. 16),
The flow path I1-R on the inlet 17-I1 side is the valve element 17-V.
And the inlet 17-I2 and outlet 1
7-O communicates. The valve element is pushed by the higher pressure due to the differential pressure of the air pressure applied to the inlets 17-I1 and 17-I2, moves to the side opposite to the inlet with the higher pressure, and is located there. Further, iron-based materials have been conventionally used for valves.

In the above technique, the double check valve 17 and the clutch booster 11 are installed at different places as shown in FIG. 4, so that the first air circuit 14, There is a problem that the piping of the second air circuit 16 and the outlet circuit 18 is required.

That is, in the layout of the vehicle, the piping requires a space, and the piping must be arranged avoiding other members so as not to interfere with other members, so that the structure becomes complicated. When the structure becomes complicated, the workability (of the assembling work) deteriorates, and a problem easily occurs in terms of quality.

Further, by providing the double check valve, the first and second air circuits, and the outlet circuit, the weight of the entire clutch device of the semi-automatic transmission increases. Such an increase in weight has the consequence of reducing the cost of the vehicle and increasing the payload without increasing the weight of the vehicle in recent years.

[0010] In addition, the conventional valve is heavy because it uses an iron-based material. Therefore, the response of the double check valve of the automatic control system was not always good.

[0011]

SUMMARY OF THE INVENTION The present invention has been proposed in view of the above-mentioned problems of the prior art, and has as its object to simplify the layout when mounted on a vehicle and to cause air leakage and the like. Another object of the present invention is to provide a clutch device for a semi-automatic transmission having a double check valve which has good workability and good responsiveness during assembly.

[0012]

The clutch device for a semi-automatic transmission according to the present invention shown in FIG. 1 has a plate fixed to a rear portion of a power cylinder of a clutch booster, and an outlet of a double check valve fixed to the plate. An O-ring and an O-ring positioning member are connected to the tube at the rear of the power cylinder. An air tube is attached to one of the inlets of the double check valve via a connector. The air tube is connected to an upper valve body of a clutch booster via a ring and an O-ring positioning member, and the air tube is arranged so as to be straight and parallel to the axis of the clutch booster.

According to the clutch device for a semi-automatic transmission according to the present invention having the above-described structure, the plate is fixed to the rear portion of the power cylinder of the clutch booster, and the double check valve is fixed to the plate. The valve is mounted directly on the clutch booster and does not require a separate mounting location.

Since the outlet of the double check valve is connected to the power cylinder via the O-ring and the collar serving as the O-ring positioning member, the mounting direction and the collar mounting direction are the same, so that the assembling work is facilitated and the mounting operation is facilitated. Since the gap size can be freely set in the direction, the mounting can be performed accurately, and as a result, the working efficiency and the quality of the product are improved.

Further, the air supplied by operating the clutch pedal is supplied by an air tube arranged in a straight line parallel to the axis of the clutch booster, and the air supplied by the solenoid valve is supplied to the other side of the double check valve. Because it is connected directly to the inlet, it is extremely compact and highly reliable.

The clutch device for a semi-automatic transmission according to the present invention shown in FIG. 5 has a double check valve and a cylinder body of a clutch booster integrally formed, and a flow from a poppet valve formed in the cylinder body. A first air circuit communicates with the first inlet of the double check valve by a passage, and the second air circuit is connected to the second inlet of the double check valve via a cap screwed from the solenoid valve to the cylinder body. Communication.
Outlet of double check valve is O-ring and O
It is characterized in that it is connected to a tube at the rear of the power cylinder via a ring positioning member.

According to the clutch device for a semi-automatic transmission according to the present invention having the above-described structure, the double check valve is formed integrally with the cylinder body of the clutch booster. Is opened, and communicates with the first inlet of the double check valve through a flow path provided in the cylinder body.

On the other hand, a second air circuit is connected to the second inlet via an electromagnetic valve controlled by a computer from an air source. Therefore, the clutch operation required when performing a shift operation under computer control while the vehicle is traveling is:
This is suitably performed by supplying operating air from the second inlet via the solenoid valve and the second air circuit.

The outlet of the double check valve is connected to a tube at the rear of the power cylinder via an O-ring and a collar serving as an O-ring positioning member. Therefore, the external piping of the clutch booster is only two pipes connected to the air source and the solenoid valve. Therefore, the vehicle layout becomes extremely easy, and workability is improved.

Further, according to the present invention, in which the valve body of the double check valve is made of a light alloy or resin or has a shape provided with a lightweight hole, the valve body is light and has good sealing properties. The response of the double check valve is extremely good.

At the same time, the flare connection of the tube is eliminated with respect to the first inlet, so that there is no fear of crack breakage and the reliability is improved.

Further, in the clutch device for a semi-automatic transmission according to the present invention shown in FIG. 6, a plate is fixed to a rear portion of a power cylinder of a clutch booster, and a connector is connected to one inlet of a double check valve fixed to the plate. The end of the air tube opposite to the connector is connected to the upper valve body of the clutch booster via an O-ring and an O-ring positioning member, and the outlet of the double check valve is powered through the tube. The double check valve is connected to the cylinder, and the axis of the double check valve is arranged parallel to the axis of the clutch booster.

Alternatively, in the clutch device for a semi-automatic transmission according to the present invention shown in FIG. 12, a plate is fixed to a rear portion of an upper valve body of a clutch booster, and a connector is connected to one inlet of a double check valve fixed to the plate. The end of the air tube opposite to the connector is connected to the upper valve body of the clutch booster via an O-ring and an O-ring positioning member, and the outlet of the double check valve is connected via a tube. The double check valve is connected to the rear of the power cylinder, and is arranged so that the axis of the double check valve is perpendicular to the axis of the clutch booster.

In implementing the clutch device for a semi-automatic transmission according to the present invention, the O-ring positioning member is preferably a collar. This is because the gap size can be freely set in the mounting direction.

It is preferable that the valve body of the double check valve is made of a light alloy or a resin, or is formed in a shape provided with a light hole. This is because the lightness of the valve body improves the responsiveness or followability of the double check valve of the automatic control system. Further, it is preferable that the valve seat of the double check valve is formed of a sealing material. This is for improving the sealing performance.

When the clutch device for a semi-automatic transmission according to the present invention is implemented, as shown in FIGS. 6 and 13, the double check valve is provided with an automatic clutch-side inlet whose operation frequency is overwhelmingly large. Up,
It is installed in an inclined state with the manual clutch side inlet, which has a small number of operations, facing downward. As a result, the valve body in the double check valve is located on the inlet side connected to the upper valve body on the clutch booster due to gravity when there is no control (when the driver does not operate the clutch pedal), and it is required that the operating speed be high. When the automatic clutch is turned on, the air pressure in the double check valve does not move and the pressure of the air is connected to the power cylinder of the clutch booster. It is preferred that

Here, the inclination of the double check valve is preferably 10 ° or more with respect to the horizontal plane.

[0028]

Embodiments of the present invention will be described below with reference to the drawings. In the attached drawings, arrow U
Is above the gravitational force when mounted on a car.

First, referring to FIGS. 1 and 2, a first embodiment of the present invention will be described.
An embodiment will be described.

In FIG. 1, the clutch booster indicated by reference numeral 11 is composed of a main body 11a and a power cylinder 13. A plate 7 to which a plurality (two in the illustrated example) of studs 7b are fixed is fixed to an end portion (the left side in FIG. 1) of the power cylinder 13.

The plate 7 is provided with a hole 7a, and when the plate 7 is mounted on the rear part of the power cylinder 13, the tube 6 provided at the end of the power cylinder 13 passes through the hole 7a. It is arranged to do.

When the double check valve 1 is attached with the nut 7C with the stud 7b,
The outlet 1a of the double check valve 1 is connected to the tube 6 in a state where the outlet 1a is sealed by a ring 5 and a collar 4 as an O-ring positioning member. The tube 6 has a ring-shaped convex portion 6a for positioning the collar.

One inlet 1b of the double check valve 1 is connected to an air tube 3 via a screwed connector 2, and the other end of the air tube 3 is provided with a ring-shaped convex portion 3a. Sealed by the O-ring 5 positioned by the collar-4, it is inserted into the connection hole 11c of the upper valve body 11b of the main body 11a.
In this case, the air tube 3 is configured so as to be parallel and straight with the axis of the booster.

FIG. 2 is a view taken in the direction of arrow A in FIG. 1. The other inlet 1c of the double check valve 1 is controlled by a solenoid valve via a connector 2a, and the clutch and the transmission are used as air sources on the computer-controlled side. It is connected.

Therefore, if the connection hole 11c of the upper valve body 11b of the main body 11a is connected to an air source (not shown), the tube 3 functions as a conventional first air circuit, and the solenoid valve and the connector 2a are connected by a tube. When connected, this tube acts as a conventional second air circuit, and the tube 6 provided at the rear of the power cylinder 13 acts as a tube attached to the outlet of the conventional double check valve. Body 11
The conventional function can be achieved only by the two pipes of the connection hole 11c and the connector 2a.

The other end, which is the opposite end of the tubes 6 and 3, is fixed to the double check valve 1. The double check valve is fastened in the axial direction of both tubes 6 and 3 with stud bolts. Thus, there is no air leakage from the seal due to the O-ring 5 positioned by the collar 4. In addition, since one end of the tube is not fixed, the tube is not cracked and broken, and the reliability is high.

Here, in the embodiment of FIGS.
When the vehicle is mounted, the axis of the double check valve 1 is mounted to be inclined with respect to the horizontal plane, so that the valve body of the double check valve 1 closes the inlet of the clutch pedal control side, which is used less frequently, by gravity. , Second
Of the clutch booster 11 is communicated with the power cylinder of the clutch booster 11 when the clutch is not controlled. Thereby, since the opening and closing control of the solenoid valve by the computer control is frequent, the movement of the valve body in the double check valve 1 is suppressed to the minimum during the automatic clutch control in which the operating speed of the valve body is required to be high. Therefore, the air supply is performed faster than before, and the operating speed of the automatic clutch is improved.

FIG. 3 is an exploded perspective view of a clutch booster for operating the clutch device of the semi-automatic transmission according to the present invention. FIG.
2 and the same reference numerals as in FIG.

FIG. 5 illustrates a second embodiment of the present invention. FIG. 5 shows a clutch booster used in the clutch device of the semi-automatic transmission according to the present invention. In FIG. 5, the right half is the cylinder body 12
A cross section of a portion including the double check valve 150 of 0;
It shows a cross section of a portion including the upper valve body 130, and the left half shows a power cylinder 140.

The sleeve 103 of the double check valve 150 is inserted into the cylinder body 120. The sleeve 103 is provided with a port 142 that connects the first inlet 143 and the outlet 108, and a port 107 that connects the second inlet 109a and the outlet 108.

The second inlet 109a is a cap 1 for fixing the sleeve 103 to the cylinder body 120.
09. As described later, the second inlet 109a is connected to the second air circuit 116 and communicates with the solenoid valve 115. The solenoid valve 115 is controlled by a computer (not shown).
The air from the air source (not shown) is supplied to the second air circuit 11 separately from the operation of the clutch pedal (see reference numeral 12 in FIG. 4).
6 to the second inlet side.

The valve body 10 sliding inside the sleeve 103
1 is configured to alternately open and close a port 142 communicating with the first inlet 143 and a port 107 communicating with the second inlet 109a at both ends thereof.

Here, the sealing portion 101-S of the valve body 101
Is made of a sealing material such as rubber or synthetic resin. The valve element 101 is made of a light alloy or a resin, or is formed in a shape provided with a lightweight hole 101-L, and is made as light as possible. FIG. 5 shows a case where the valve element 101 is at the intermediate position.

Outlet 10 of double check valve
8 is connected by an O-ring 105 and a collar 104 as a 0-ring positioning member by a power cylinder 140 and a tube 141 provided at the rear thereof.

The first inlet 143 is connected to the first inlet 143.
Is connected to an unillustrated air source via a poppet valve 131 and a connection port 137. The air circuit 106 is connected to the bottom 1 of the recess 134.
This is a flow path provided so as to communicate the first inlet 143 with the first inlet 143, and the concave portion 134 is formed in a connection portion between the cylinder body 120 and the upper valve body 130.

The poppet valve 131 employs a conventionally known member. When a clutch pedal (not shown) is depressed, the poppet valve 131 is connected to the return spring 138 via a relay valve 136 by a hydraulic circuit (not shown). The double check valve is pushed up in the gravity direction of FIG. 5 through the first circuit 106 and the first inlet 143.

In the embodiment of FIG. 5 configured as described above, an air source (not shown) is connected to the connection port 137, and the second air circuit 11 from the solenoid valve 115 (a conventional product can be used).
When 6 is connected to the second inlet 109a, all piping including the double check valve is completed. And FIG.
According to the embodiment, since the clutch booster is also compactly formed, there is no influence on the vehicle layout.

In the embodiment shown in FIG. 5, when the vehicle is mounted, the axis of the double check valve 150 is mounted so as to be inclined with respect to the horizontal plane. So as to cover the inlet 143 on the side, in other words,
The second air circuit 116 is located at the time of no clutch control so that the second air circuit 116 communicates with the power cylinder 140 of the clutch booster. Accordingly, since the opening and closing control of the electromagnetic valve by the computer control is frequent, the movement of the valve element 101 in the double check valve 150 is suppressed to the minimum during the automatic clutch control in which the operating speed of the valve element is required to be high. As a result, air is supplied faster than before, and the operating speed of the automatic clutch is improved.

FIGS. 6 and 7 show a clutch booster used in a clutch device of a semi-automatic transmission according to a third embodiment of the present invention. FIG. 6 shows a state where the clutch booster 211 is mounted on the clutch device. FIG. 7 is a view seen in the direction of arrow A7 in FIG.

As shown most clearly in FIG.
In the embodiment, the axis C-1 of the double check valve 201 is parallel to the axis C-2 of the clutch booster 211. As shown in FIG. 6, the axis C-2 of the clutch booster 211 is the axis CC of the clutch device.
Are arranged obliquely with respect to.

In other words, when the vehicle is mounted, the axis of the double check valve 201 is mounted so as to be inclined with respect to the horizontal plane, and the valve body of the double check valve 201 closes the infrequently used inlet by gravity. The second piping is located at the time of non-clutch control so as to communicate with the power cylinder of the clutch booster 211. Accordingly, since the opening and closing control of the solenoid valve by the computer control is frequent, the double check valve 201 is required at the time of the automatic clutch which requires a high operating speed.
The movement of the valve body in the inside is suppressed to the minimum limit, the air supply is performed faster than before, and the operating speed of the automatic clutch is improved.

FIGS. 8 to 11 show the clutch booth according to the third embodiment taken out alone. FIG.
11, reference numeral 201 denotes a double check valve, 2
02 denotes an elbow connector. Elbow connector 2
In the numeral 02, one end of a tube 209 communicating between the double check valve 201 and the clutch booster 211 is received in an outlet of the double check valve 201 via a nut 207 and a sleeve 208.

The other end of the tube 209 (elbow connector 2)
Similarly, the end opposite to 02) is connected to the rear end of the power cylinder 213 of the clutch booster 211 via the nut 207 and the sleeve 208.

In FIG. 11, reference numeral 203 denotes an air tube. The air tube 203 is connected to the double check valve 20 via a straight connector 206.
1 and the upper valve body 218
(FIG. 8) and the control valve 219 (FIG. 8). Reference numeral 204 indicates a color.
The O-ring 205 positioned by the seal seals the air tube 203 and the upper valve body 218.

Although not shown, a straight connector is provided at the right end of FIG. 8 in the double check valve 201, and the straight connector is connected to a hose for supplying high-pressure air from an air source.

FIGS. 12 to 15 show a fourth embodiment of the present invention. Also in the fourth embodiment, similarly to the third embodiment, the solenoid valve-side inlet is disposed above, and thereby the valve body of the double check valve 201 closes the infrequently used manual-side inlet. Will be located. This aspect is most clearly shown in FIG. 13, in which the axis CD of the double check valve 201 is inclined by an angle θ with respect to the horizontal axis HL. Note that this angle θ is set to 10 ° or more, and in the illustrated example, the angle θ is 12 °.

Here, as is apparent from FIG. 15, in the fourth embodiment, in the plan view, the axis CD of the double check valve 201 and the axis C-20 of the clutch booster 211 intersect at right angles. Are located.

[0058]

The present invention is configured as described above,
The following excellent effects can be obtained. (1) Since the double check valve is fixed or integrated with the booster, and one inlet is connected to the upper valve body and the outlet is connected to the power cylinder, the other inlet is connected between the booster and other parts. Only the upper pipe and the upper valve body need to be air-pipe. Further, in the clutch device of the semi-automatic transmission, only two air pipes are required for the clutch booster, so that much space is not required for the pipes, so that the number of piping steps can be reduced, and the weight can be reduced by shortening the pipe length. (2) In the first embodiment, the tube between the inlet and the upper valve body is parallel to the axis of the booster, so that no extra space is required. (3) The connection at the end of the pipe is composed of an O-ring and a collar for positioning the O-ring, and is configured to be assembled in the same direction.
It easily absorbs the mounting dimensional difference and improves the quality against air leakage and the like. (4) Therefore, a space on the vehicle layout which is compact and highly reliable is secured. (5) Since the double check valve is installed with its axis inclined such that the inlet of the automatic clutch, which is overwhelmingly operated, is located upward (see FIGS. 6 and 13), normally, when the clutch is not controlled, Due to gravity, the valve element in the double check valve is located on the inlet side that communicates with the upper valve body on the clutch booster. Therefore, the valve body in the double check valve does not move at the time of an automatic clutch that requires a high operating speed, and the air pressure is in communication with the power cylinder of the clutch booster. Can be done quickly. (6) The responsiveness is improved by reducing the weight of the double check valve body and improving the sealing performance.

[Brief description of the drawings]

FIG. 1 is a partial cross-sectional side view of a clutch booster showing a first embodiment of the present invention.

FIG. 2 is a view taken in the direction of arrow A in FIG. 1;

FIG. 3 is an exploded perspective view of the clutch booster of FIG. 1;

FIG. 4 is a configuration diagram of a clutch device of a semi-automatic transmission showing an example of a conventional technique.

FIG. 5 is a sectional view showing the configuration of a clutch booster according to a second embodiment of the present invention.

FIG. 6 is a side view of a third embodiment of the present invention.

FIG. 7 is a view as seen in the direction of arrow A in FIG. 6;

FIG. 8 is a side view of the booster alone shown in FIG. 6;

FIG. 9 is a view as seen in the direction of arrow B in FIG. 8;

FIG. 10 is a view as seen in the direction of arrow C in FIG. 8;

FIG. 11 is a plan view of the booster alone shown in FIG. 6;

FIG. 12 is a side view of a booster alone according to a fourth embodiment of the present invention.

FIG. 13 is a view as seen in the direction of arrow D in FIG. 12;

FIG. 14 is a view as seen in the direction of arrow E in FIG. 12;

FIG. 15 is a plan view of a booster alone according to a fourth embodiment of the present invention.

FIG. 16 is a sectional view for explaining an outline of a conventional double check valve.

[Explanation of symbols]

 1, 17, 150, 201 ... double check valve 2 ... connector 3 ... air tube 4, 104, 204 ... collar 5, 105, 205 ... O-ring 6 ... tube 7. ..Plate 11, 211: Clutch booster 11a: Main body 11b, 211b: Upper valve body 12: Clutch pedal 13: Power cylinder 15, 115: Solenoid valve 101: Valve Body 104 ・ ・ ・ Collar 105 ・ ・ ・ O-ring 106 ・ ・ ・ First air circuit 108 ・ ・ ・ Outlet 109 ・ ・ ・ Cap 109a ・ ・ ・ Second inlet 120 ・ ・ ・ Cylinder body 130 ・ ・ ・ Upper Valve body 131 ... Poppet valve 136 ... Relay valve 138 ... Return spring 140 ... Work cylinder 143: first inlet CC: axis of clutch device

Continuation of the front page (58) Field surveyed (Int.Cl. ⁶ , DB name) F16D 25/08 F16D 25/14

Claims (9)

(57) [Claims] 1. A plate is fixed to a rear portion of a power cylinder of a clutch booster, and an outlet of a double check valve fixed to the plate is connected to a tube at a rear portion of the power cylinder through an O-ring and an O-ring positioning member. An air tube is attached to one inlet of the check valve via a connector, and an end of the air tube opposite to the connector is connected to an upper valve body of a clutch booster via an O-ring and an O-ring positioning member. A clutch device for a semi-automatic transmission, wherein the air tube is arranged so as to be in a straight line in parallel with the axis of the clutch booster. 2. A double check valve and a cylinder body of a clutch booster, which are integrally formed, and a first passage communicating with a first inlet of the double check valve through a flow path from a poppet valve formed in the cylinder body. An air circuit is formed, and the second air circuit communicates with the second inlet of the double check valve via a cap screwed from the solenoid valve to the cylinder body, and the outlet of the double check valve is an O-ring and an O-ring. A clutch device for a semi-automatic transmission, wherein the clutch device is connected to a tube at a rear portion of a power cylinder via a positioning member. 3. A plate is fixed after the power cylinder of the clutch booster, and an air tube is attached to one inlet of a double check valve fixed to the plate via a connector. The end is connected to the upper valve body of the clutch booster via an O-ring and an O-ring positioning member, the outlet of the double check valve is connected to the rear of the power cylinder via a tube, and the axis of the double check valve is the axis of the clutch booster And a clutch device for a semi-automatic transmission. 4. A plate is fixed to a rear portion of an upper valve body of the clutch booster, and an air tube is attached to one inlet of a double check valve fixed to the plate via a connector, and the opposite side of the air tube from the connector. Is connected to the upper valve body of the clutch booster via an O-ring and an O-ring positioning member, the outlet of the double check valve is connected to the rear of the power cylinder via a tube, and the axis of the double check valve is connected to the clutch booster. A clutch device for a semi-automatic transmission, wherein the clutch device is disposed so as to be perpendicular to an axis. 5. The clutch device for a semi-automatic transmission according to claim 1, wherein the O-ring positioning member is a collar. 6. The semi-automatic transmission according to claim 1, wherein the valve body of the double check valve is made of a light alloy or a resin, or has a shape provided with a lightweight hole. Machine clutch device. 7. The clutch device for a semi-automatic transmission according to claim 1, wherein a valve seat of the double check valve is formed of a sealing material. 8. The double check valve is mounted in an inclined state with the inlet of the automatic clutch on which the number of times of operation is overwhelmingly large being upward, so that when the clutch is not controlled, the valve element in the double check valve is mounted. Due to gravity, it is located on the inlet side that communicates with the upper valve body on the clutch booster, and when the automatic clutch is required to operate at a high speed, the air pressure in the double check valve does not move and the pressure of the air increases with the power cylinder of the clutch booster. The clutch device for a semi-automatic transmission according to any one of claims 1, 2, 3, and 4, wherein the clutch device communicates, speeds up the supply of air, and rapidly performs an automatic clutch operation. 9. The clutch device for a semi-automatic transmission according to claim 8, wherein an inclination of the double check valve is 10 ° or more with respect to a horizontal plane.