KR100246251B1 - Clutch apparatus for semi-automatic transmission - Google Patents

Abstract

SUMMARY OF THE INVENTION The present invention provides a clutch device of a semi-automatic transmission having a double check valve that facilitates layout (layout design) during assembly of a vehicle, does not cause air leakage, and has good workability and good response to assembly. There is a purpose.

The present invention pipes the first inlet of the double check valve (1) fixed or integrated in the clutch booster (11) to the upper valve body and the outlet of the double check valve (1) to achieve the above object. The O-ring and collar are used to connect the pipe to (13). The double check valve is woven into the vehicle so that the second inlet is upward and the first inlet is downward. Moreover, it is comprised so that the valve body of a double check valve may be reduced in weight and sealing property is improved.

Description

Clutch device of semi-automatic transmission

The present invention relates to a clutch device of a semi-automatic transmission that controls the operation of the automatic clutch manually and manually at any time using a mechanical clutch.

Background Art [0002] Semi-automatic transmissions are known in which a clutch is operated by a computer by manually operating a clutch only when starting using a mechanical clutch.

Referring to FIG. 4, in such a transmission, the clutch actuated clutch booster 11 holds the first air circuit 14 and the second air circuit 16 via the double check valve 17. have. The first air circuit 14 opens the on / off valve 21b of hydraulic control by the hydraulic pressure supplied from the clutch master cylinder 21 through the hydraulic circuit 21a by the operation of the clutch pedal 12 to supply the air source. Air is supplied from the 20 to the power cylinder 13 of the booster 11.

The second air circuit 16 supplies air to the booster 11 from the air source 20 regardless of the operation of the clutch pedal 12 through the computer controlled solenoid valve 15.

These first and second air circuits 14 and 16 are outleted from the inlet (inlet) of the high pressure side (connected to the air circuit 14 or 16) via the double check valve 17. It is configured to operate the outer lever 23 for supplying air to the power cylinder 13 of the booster 11 and operating the clutch through the rod 24 through the circuit 19 and the air circuit 18. It is common.

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

The outline of the double check valve is shown in FIG. 16.

The double check valve 17 has two inlets, i.e., inlets 17-I ₁ and 17-I ₂ , and one outlet, i.e., an outlet 17-O. And the valve body 17-V is accommodated in the space 17-S in the double check valve 17. As shown in FIG.

In Fig. 16, when the valve body 17-V is located on the inlet 17-I ₂ side (right side in Fig. 16) (shown), the flow path I ₁ on the inlet 17-I ₁ side. -R is open, but the flow path I ₂ -R on the inlet 17-I ₂ side is closed by the valve body 17-V. Thus, the inlet 17-I ₁ and the outlet 17-O pass through in succession.

On the other hand, if the valve body 17-V moves to the inlet 17-I ₁ side (left side in FIG. 16), the flow path I ₁ -R on the inlet 17-I ₁ side will be the valve body 17-V. ) And the inlet 17-I ₂ and the outlet 17-O communicate with each other. The valve body is pressed by the higher pressure by the differential pressure of the air pressure applied to the inlet 17-I ₁ and the inlet 17-I ₂ , and is moved there on the opposite side to the high inlet. . As the valve, an iron-based material is used.

In the above technique, since the double check valve 17 and the clutch booster 11 are provided in separate places as shown in Fig. 4, the first air circuit 14 and the second air are disposed between them. The problem that piping of the circuit 16 and the outlet circuit 18 is required has arisen.

In other words, due to the layout of the vehicle, the piping is complicated because it requires space and avoids other members so as not to interfere with other members. And when the structure is complicated, the workability is deteriorated and problems are likely to occur in terms of quality.

In addition, the weight of the entire clutch device of the semi-automatic transmission increases by providing a double check valve, first and second air circuits, and an outlet circuit. This increase in weight results in opposition to the recent request to reduce the cost of the vehicle and increase the weight without increasing the vehicle weight.

In addition to this, conventional valves are heavy because iron-type materials are used. Therefore, the responsiveness of the double check valve of the automatic control system was not necessarily good.

The present invention has been proposed in view of the above-described problems of the prior art, and its object is to facilitate layout during assembly of the vehicle, to prevent air leakage, etc., and also to provide good workability and responsive double check valve. It is to provide a clutch device of a semi-automatic transmission having.

The clutch device of the semi-automatic transmission of the present invention shown in Fig. 1 firmly attaches a plate to the rear of the power cylinder of the clutch booster, and the outlet of the double check valve fixed to the plate is powered by an O-ring and an O-ring positioning member. It is connected to the rear tube, and the air tube is attached to one inlet of the double check valve through the connector, and the opposite end of the connector of the air tube is connected to the upper valve body of the clutch booster through the O-ring and O-ring positioning member. The air tube is connected so that the air tube is arranged in a straight line in parallel with the axis of the clutch booster.

According to the clutch device of the semi-automatic transmission of the present invention having such a configuration, the plate is firmly attached to the rear of the power cylinder of the clutch booster, and the double check valve is fixed to the plate so that the double check valve is directly attached to the clutch booster. It does not require a separate attachment site.

Since the outlet of the double check valve is connected to the power cylinder through the O-ring and the collar, which is the O-ring positioning member, the assembling direction and the direction of the collar device are the same. Since the gap dimension is freely set, it becomes possible to perform the attachment accurately and as a result, the work efficiency and the product quality are improved.

In addition, the air supplied by the clutch pedal operation is supplied by an air tube arranged in parallel with the shaft center of the clutch booster, and the air supplied by the solenoid valve is directly connected to the other inlet of the double check valve. Compact and reliable.

The clutch device of the semi-automatic transmission of the present invention shown in Fig. 5 integrally constitutes the double check valve and the cylinder body of the clutch booster and is connected to the first inlet of the double check valve by the flow path from the poppet valve formed in the cylinder body. The second air circuit is connected to the second inlet of the double check valve through a cap screwed to the cylinder body from the solenoid valve, the outlet of the double check valve is O-ring and It is characterized in that it is connected to the rear tube of the power cylinder through the O-ring positioning member.

According to the clutch device of the semi-automatic transmission of the present invention having such a configuration, the double check valve is integrally formed in the cylinder body of the clutch booster, and when the pedal pedal is pressed, a valve connected to the air source by hydraulic pressure is opened and provided in the cylinder body. The flow path is connected to the first inlet of the double check valve in series.

On the other hand, the second air circuit is connected to the second inlet via a solenoid valve that is computer controlled from the air source. Therefore, the clutch operation required for the shift operation by computer control while driving the vehicle is most suitably performed by supplying the operating air from the second inlet through the solenoid valve and the second air circuit.

The outlet of the double check valve is connected to the tube on the rear of the power cylinder via an O-ring and a collar that is an O-ring positioning member.

Therefore, the external piping of the clutch booster consists of only two piping connected to the air source and the solenoid valve. Therefore, the vehicle layout becomes extremely easy and the workability is improved.

In addition, according to the present invention in which the valve body of the double check valve is formed of a light alloy, resin, or lightweight hole, the response of the double check valve of the electronic control system is extremely good because the valve body is light and has good sealability.

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

In the clutch device of the semi-automatic transmission of the present invention shown in FIG. 6, the plate is firmly attached to the rear of the power cylinder of the clutch booster, and the air tube is attached to one inlet of the double check valve fixed to the plate. The other end of the air tube connector is connected to the upper valve body of the clutch booster through the O-ring and O-ring positioning member, and the outlet of the double check valve is connected to the power cylinder through the tube so that the axis of the double check valve is clutched. It is characterized by arrange | positioning in parallel with the axis line of a booster.

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

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

In addition, it is preferable that the valve body of the double check valve is configured in a shape provided with a light alloy or resin or a light hole. This is because, when the valve body is lighter, the response or followability of the double check valve of the automatic control system is improved. Moreover, it is preferable that the valve seat of the said double check valve is comprised by the sealing material. This improves the sealability.

In addition, in the clutch device of the semi-automatic transmission of the present invention, as shown in Figs. 6 and 13, the book valve is a manual clutch side inlet having a small number of operation upwards and an automatic clutch side inlet having a large number of operation times. It is attached to the inclined state in the downward direction. As a result, when there is no control (when the driver does not operate the clutch pedal), the valve body in the double check valve is located on the inlet side of the upper valve body on the clutch booster by gravity, and the automatic clutch demands that the operating speed is high. It is preferable that the pressure of the air communicates with the power booster of the clutch booster without moving the valve body in the double check valve, so that the air can be supplied quickly and the automatic clutch action can be performed quickly.

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

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 from arrow A of FIG.

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

4 is a configuration diagram of a clutch device of a semi-automatic transmission showing an example of the prior art;

5 is a cross-sectional view showing a configuration of a clutch booster showing a second embodiment of the present invention.

6 is a side view of a third embodiment of the present invention;

FIG. 7 is a view along arrow A in FIG. 6; FIG.

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

FIG. 9 is a view along arrow B in FIG. 8; FIG.

FIG. 10 is a view along the arrow C in FIG. 8; FIG.

11 is a plan view of the booster unit shown in FIG.

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

FIG. 13 is a view along the arrow D in FIG. 12; FIG.

14 is a view in the direction of arrow E of FIG.

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

16 is a cross-sectional view for explaining the outline of a double check valve of the prior art.

<Description of Codes for Main Parts of Drawings>

1,17,150,201: Double check valve 2: Connector

3: air tube 4,104,204: color

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: power cylinder

143: first inlet CC: axis of clutch device

Embodiments of the present invention will be described below with reference to the drawings.

In the accompanying drawings, indicated by the arrow U is the upward direction (opposite direction) to the gravity when the vehicle is attached to it.

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

In FIG. 1, the clutch booster which shows the whole with the code | symbol 11 is comprised by the main body 11a and the power cylinder 13. As shown in FIG. At the end of the power cylinder 13 (left in FIG. 1), a plate 7 having a plurality of fastening bolts 7b fixed thereto is firmly attached thereto.

The plate 7 is provided with a hole 7a, and when the plate 7 is attached to the rear of the power cylinder 13, the tube 6 provided at the end of the power cylinder 13 opens its hole 7a. It is arranged to penetrate.

When the double check valve 1 is attached to the nut 7c by the inserted bolt 7b, the double check valve 1 is opened by the collar 4 as the O-ring 5 and the O-ring positioning member. The outlet 1a is comprised so that it may be connected to the tube 6 in the sealed state. In addition, the tube 6 is formed with a ring-shaped convex portion 6a for positioning the collar.

One inlet 1b of the double check valve 1 is connected to the air tube 3 through a screwed connector 2, and the other end of the air tube 3 is provided with a ring shaped recess 3a. It is sealed by the O-ring 5 positioned by the collar 4 and 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 to be in a straight line in parallel with the axis of the booster.

FIG. 2 shows a view from the direction of the arrow A in FIG. 1, wherein the inlet 1 on the other side of the double check valve 1 is controlled by an solenoid valve via a connector 2a and the air on the side where the clutch and the transmission are computer controlled. It is connected to the circle.

Therefore, when the connecting hole 11c of the upper valve body 11b of the main body 11a is connected to an air source not shown, the tube 3 completes the function of the conventional first air circuit and the solenoid valve and the connector ( When 2a) is connected to the tube, the 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. The conventional function is accomplished only by the piping of two places of the connection hole 11c of the upper valve body 11b and the connector 2a.

The other end, which is the opposite end of the tube 6 and the tube 3, is fixed to the double check valve 1, and the double check valve is tightened in the axial direction of both tubes 6 and 3 with a planted bowl. There is no air leakage from the seal by the O-ring 5 positioned by the collar 4 by pasting. In addition, since one end of the tube is not fixed, the tube is not damaged and the reliability is high.

1 and 2, when the vehicle is attached to the vehicle, the axis of the double check valve 1 is inclined relative to the horizontal plane, and the valve body of the double check valve 1 is low in use due to gravity. In order to prevent the inlet on the clutch pedal control side, that is, the second pipe side is positioned at the time of no control of the clutch so as to communicate with the power cylinder of the clutch booster 11. As a result, since the solenoid valve is frequently controlled by computer control, the movement of the valve body in the double check valve 1 is suppressed to the minimum during the automatic clutch control, which requires a high operating speed of the valve body. The air is supplied faster than before, and the operating speed of the automatic clutch is improved.

In addition, Figure 3 shows an exploded perspective view of the clutch booster for operating the clutch device of the semi-automatic transmission according to the present invention, and only the members according to the present invention with the same reference numerals as in Figs.

5 illustrates a second embodiment of the present invention. Fig. 5 shows a clutch booster for use in the clutch device of the semi-automatic transmission according to the present invention. In FIG. 5, the right half portion shows a cross section of a portion including the double check valve 150 of the cylinder body 120 and a portion including the upper valve body 130, and the left half portion is a power cylinder ( 140).

The sleeve 103 of the double check valve 150 is inserted into the cylinder body 120.

The sleeve 103 has a bolt 142 which connects the first inlet 143 and the outlet 108 in succession, a second inlet 109a and a bolt 107 which connects the outlet 108 in succession. It is prepared.

The second inlet 109a is provided in a cap 109 that fixes the sleeve 103 to the cylinder body 120. As described later, the second inlet 109a is connected to the second air circuit 116 and subsequently connected to the solenoid valve 115. And the solenoid valve 115 is controlled by the computer which is not shown in figure, and when it opens, the air from the air source which is not shown in FIG. 4 separates from the operation of a clutch pedal (refer 12 of FIG. 4). The air is supplied to the second inlet side through the air circuit 116.

The valve body 101 which slides on the inside of the sleeve 103 has a port 142 passing through the first inlet 143 and a port 107 passing through the second inlet 109a at both ends thereof. It is configured to open and close alternately with each other.

Here, the seal part 101-S of the valve body 101 is comprised with sealing materials, such as rubber | gum and synthetic resin, for example. The valve body 101 is made of a light alloy or a resin, or is configured in a shape in which the light hole 101-L is provided, and is as light as possible. 5 has shown the case where the valve body 101 is in the intermediate position.

The outlet 108 of the double check valve is connected via an O-ring 105 and a collar 104 which is an O-ring positioning member by a power cylinder 140 and a tube 141 provided at the rear thereof.

The first inlet 143 is connected to an air source (not shown) through the poppet valve 131 and the connection port 137 by the first air circuit 106. The air circuit 106 is a flow path provided to communicate the bottom portion 134a of the recess 134 and the first inlet 143, and the recess 134 is a cylinder body 120 and an upper valve. It is formed in the engaging portion with the body 130.

The poppet valve 131 conventionally employs a well-known member, and when the clutch pedal (not shown) is pressed, the poppet valve 131 is opposed to the return spring 138 through the relay valve 136 by a hydraulic circuit (not shown). It is in an open state and is configured to push the valve body 101 of the double check valve upward through the first circuit 106 and the first inlet 143 in the direction opposite to gravity in FIG. 5.

In the above-described embodiment of FIG. 5, an air source (not shown) is connected to the connection port 137 to connect the second air circuit 116 from the solenoid valve 115 (the conventional article can be used) to the second inlet ( Connection to 109a) completes all piping including the double check valve. In addition, according to the embodiment of FIG. 5, since the clutch booster is also compactly arranged, there is no influence on the vehicle layout.

In the embodiment shown in FIG. 5, when the vehicle is attached, the axis of the double check valve 150 is inclined with respect to the horizontal plane so that the valve body 101 of the double check valve 150 has a low frequency of use due to gravity. To prevent the inlet 143 on the control side, that is, the second air circuit 116 side to communicate with the power cylinder 140 of the clutch booster in a non-clutch state (without stepping on the clutch pedal). do. As a result, the control of the solenoid valve by computer control is frequent, and therefore the movement of the valve body 101 in the double check valve 150 is minimized at the time of the automatic clutch control, which requires the operation speed of the valve body to be high. It is suppressed to the limit and supply of air is performed earlier than before, and the operation speed of an automatic clutch improves.

6 and 7 are views showing the clutch booster used in the clutch device of the semi-automatic transmission according to the third embodiment of the present invention. FIG. 6 is a side view showing a state in which the clutch booster 211 is attached to the clutch device. FIG. 7 is a view seen in the direction of an arrow A7 in FIG. 6.

As most clearly shown in FIG. 6, in the third 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 clutch booster 211 has its axis C-2 arranged at an angle with respect to the axis CC of the clutch device.

In other words, when attached to the vehicle, the axis of the double check valve 201 is inclined with respect to the horizontal plane, and the valve body of the double check valve 201 is prevented by gravity from blocking the inlet at the side where the frequency of use is low. The piping side 2 is positioned at the position at the time of no clutch control so as to communicate with the power cylinder of the clutch booster 211. As a result, the opening and closing control of the solenoid valve by computer control is frequently required, and therefore the movement of the valve body in the double check valve 201 is suppressed to the minimum at the time of the automatic clutch, which requires a high operating speed. This operation is performed earlier than the conventional one, and the operation speed of the automatic clutch is improved.

8-11, the clutch booster unit body which concerns on the said 3rd Example is revealed and shown. 6-11, reference numeral 201 denotes a double check valve, and 202 denotes an elbow connector. The elbow connector 202 connects one end of the tube 209 communicating between the double check valve 201 and the clutch booster 211 through the nut 207 and the sleeve 208 of the double check valve 201. I accept it as an outlet.

The other end of the tube 209 (an end opposite to the elbow connector 202) is similarly 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 communicates with the other inlet of the double check valve 201 and the control valve 219 (Fig. 8) of the upper valve body 218 (Fig. 8) via the straight connector 206. . Reference numeral 204 denotes a collar and the O-ring 205 positioned by the collar 204 seals the air tube 203 and the upper valve body 218.

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

12 to 15 show a fourth embodiment of the present invention. Also in this fourth embodiment, as in the third embodiment, the inlet on the solenoid valve side is disposed upward, whereby the valve body is positioned so that the valve body of the double check valve 201 is blocked by the inlet on the manual operation side having a low frequency of use. Will be. The aspect thereof is most clearly shown in FIG. 13, and the axis CD of the double check valve 201 is inclined by the angle θ with respect to the horizontal axis HL.

In addition, this angle (theta) is set to 10 degrees or more, and the angle (theta) is 12 degrees in the example shown.

As apparent from Fig. 15, in the fourth embodiment, the axis CD of the double check valve 201 and the axis C-20 of the clutch booster 211 intersect at right angles in the plan view. have.

This invention is comprised as mentioned above, and can produce the following outstanding effects.

(1) The double check valve is fixedly attached to or integrated with the booster, and one inlet, the upper valve body, and the outlet and the power cylinder are piped so that the other inlet and the upper valve between the booster and the other parts. Only the body needs to be air piped. In the clutch device of the semi-automatic transmission, since only two air pipes are provided in the clutch booster, it does not require a lot of space in the pipe, thereby reducing the pipe man-hour and reducing the weight by shortening the pipe length.

(2) In the first embodiment, the tube between the inlet and the upper valve body is parallel to the shaft center of the booster, so no extra space is required.

(3) The connection of the end of the pipe is composed of the O-ring and the collar for positioning the O-ring, and is configured to be woven in the same direction, so that the woven is good and the air leakage is easily absorbed by easily absorbing the dimensional difference when attaching. Etc., the quality is improved.

(4) Therefore, it is compact, highly reliable, and layout space is secured.

(5) Since the double check valve is inclined and attached to the upper side of the automatic clutch side inlet with a large number of operation times (see Figs. 6 and 13), the valve body in the double check valve is normally caused by gravity when the clutch is not controlled. Is located on the inlet side leading to the upper valve body on the clutch booster. Therefore, since the valve body in the double check valve does not move and the air pressure communicates with the power booster of the clutch booster during the automatic clutch requiring the high operating speed, the air supply is quick and the automatic clutch action can be performed quickly. There is a number.

(6) Double check valve Responsiveness is improved by reducing the weight of the valve body and improving the sealability.

Claims (24)

The plate is fixedly attached to the rear of the power cylinder of the clutch booster, and the outlet of the double check valve fixed to the plate is connected to the tube of the rear of the power cylinder through the O-ring and O-ring positioning member, and one side of the double check valve. The air tube is attached to the inlet of the connector and the connector of the air tube and the opposite end are connected to the upper valve body of the clutch booster through the O-ring and the O-ring positioning member, and the air tube is the clutch booster. Clutch device of the semi-automatic transmission, characterized in that arranged in a straight line parallel to the axis of the shaft. A first air circuit is formed integrally with the double check valve and the cylinder body of the clutch booster and communicates with the first inlet of the double check valve by a flow path from the poppet valve formed in the cylinder body. Air circuit is connected from the solenoid valve to the second inlet of the double check valve through a cap screwed to the cylinder body, and the outlet of the double check valve is connected to the tube on the rear of the power cylinder through the O-ring and O-ring positioning member. Clutch device of a semi-automatic transmission, characterized in that connected to. The plate is fixed to the rear of the clutch booster's power cylinder, and the air tube is attached to one inlet of the double check valve fixed to the plate through the connector, and the end opposite to the connector of the air tube is O-ring and O It is connected to the upper valve body of the clutch booster through the ring positioning member, the outlet of the double check valve is connected to the rear of the power cylinder through the tube, and the axis of the double check valve is arranged parallel to the axis of the clutch booster. Clutch device of semi-automatic transmission characterized in that. A plate is fixedly attached to the rear side of the upper valve body of the clutch booster, and an air tube is attached to one inlet of the double check valve fixed to the plate through a connector, and an end of the O tube is opposite to the end of the connector. And an O-ring positioning member to the upper valve body of the clutch booster, the outlet of the double check valve is connected to the rear of the power cylinder through the tube, so that the axis of the double check valve is perpendicular to the axis of the clutch booster. Clutch device of a semi-automatic transmission, characterized in that arranged. The method of claim 1, Clutch device of the semi-automatic transmission, characterized in that the O-ring positioning member is a collar. The method of claim 2, Clutch device of the semi-automatic transmission, characterized in that the 0 ring positioning member is a collar. The method of claim 3, wherein Clutch device of the semi-automatic transmission, characterized in that the 0 ring positioning member is a collar. The method of claim 4, wherein Clutch device of the semi-automatic transmission, characterized in that the 0 ring positioning member is a collar. The method of claim 1, The valve device of the double check valve is a clutch device of a semi-automatic transmission, characterized in that the configuration is formed of a light alloy or resin or a light hole. The method of claim 2, The valve device of the double check valve is a clutch device of a semi-automatic transmission, characterized in that the configuration is formed of a light alloy or resin or a light hole. The method of claim 3, wherein The valve device of the double check valve is a clutch device of a semi-automatic transmission, characterized in that the configuration is formed of a light alloy or resin or a light hole. The method of claim 4, wherein The valve device of the double check valve is a clutch device of a semi-automatic transmission, characterized in that the configuration is formed of a light alloy or resin or a light hole. The method of claim 1, A clutch device of a semi-automatic transmission, characterized in that the valve seat of the double check valve is made of a sealing material. The method of claim 2, A clutch device of a semi-automatic transmission, characterized in that the valve seat of the double check valve is made of a sealing material. The method of claim 3, wherein A clutch device of a semi-automatic transmission, characterized in that the valve seat of the double check valve is made of a sealing material. The method of claim 4, wherein A clutch device of a semi-automatic transmission, characterized in that the valve seat of the double check valve is made of a sealing material. The method of claim 1, The double check valve is inclined and attached with the auto clutch side inlet with an excessively high number of operation times upward. As a result, when the clutch is not controlled, the valve body in the double check valve is moved to the upper valve body on the clutch booster by gravity. Located at the inlet side of the passage, when the auto clutch requires a high operating speed, the air pressure is connected to the clutch booster's power cylinder to speed up the air supply without moving the valve body within the double check valve. Clutch device of a semi-automatic transmission, characterized in that to perform quickly. The method of claim 2, The double check valve is inclined and attached with the auto clutch side inlet with an excessively high number of operation times upward. As a result, when the clutch is not controlled, the valve body in the double check valve is moved to the upper valve body on the clutch booster by gravity. Located at the inlet side of the passage, when the auto clutch requires a high operating speed, the air pressure is connected to the clutch booster's power cylinder to speed up the air supply without moving the valve body within the double check valve. Clutch device of a semi-automatic transmission, characterized in that to perform quickly. The method of claim 3, wherein The double check valve is inclined and attached with the auto clutch side inlet with an excessively high number of operation times upward. As a result, when the clutch is not controlled, the valve body in the double check valve is moved to the upper valve body on the clutch booster by gravity. Located at the inlet side of the passage, when the auto clutch requires a high operating speed, the air pressure is connected to the clutch booster's power cylinder to speed up the air supply without moving the valve body within the double check valve. Clutch device of a semi-automatic transmission, characterized in that to perform quickly. The method of claim 4, wherein The double check valve is inclined and attached with the auto clutch side inlet with an excessively high number of operation times upward. As a result, when the clutch is not controlled, the valve body in the double check valve is moved to the upper valve body on the clutch booster by gravity. Located at the inlet side of the passage, when the auto clutch requires a high operating speed, the air pressure is connected to the clutch booster's power cylinder to speed up the air supply without moving the valve body within the double check valve. Clutch device of a semi-automatic transmission, characterized in that to perform quickly. The method of claim 17, Clutch device of the semi-automatic transmission, characterized in that the inclination of the double check valve is more than 10 degrees with respect to the horizontal plane. The method of claim 18, Clutch device of the semi-automatic transmission, characterized in that the inclination of the double check valve is more than 10 degrees with respect to the horizontal plane. The method of claim 19, Clutch device of the semi-automatic transmission, characterized in that the inclination of the double check valve is more than 10 degrees with respect to the horizontal plane. The method of claim 20, Clutch device of the semi-automatic transmission, characterized in that the inclination of the double check valve is more than 10 degrees with respect to the horizontal plane.