The invention relates to a coupling device for a drive train of a motorcycle or other motor vehicle, in particular for suppressing a so-called hopping. According to the invention, the coupling device has an output rotation part, a switchable friction coupling, which has an energy storage device for closing thereof and which is closed in an unactuated state, and at least one freewheel coupling for forming a torque transmission path for torque transmission from the input rotating part to the output rotating part, wherein the freewheel coupling includes the following components: an inner rotating element, the outer circumference of which forms a sawtooth-shaped circumferential structure having a plurality of circumferentially extending ramps; a substantially annular plate structure having an individual plate element or a stack of a plurality of plate elements, the inner circumference of which forms a sawtooth-shaped circumferential structure having a plurality of circumferentially extending counter-ramps to form an interlock and/or a friction lock together with the ramps of the inner rotating element in a rotation direction; and an outer rotating element surrounding the plate structure. The invention further relates to a corresponding drive train having such a coupling device.

A clutch locking mechanism is a clutch locking mechanism (80) mounted in a saddle type vehicle (1) and includes a clutch (26) which enters an engaged state where power can be transmitted when an actuator (28) is operated and returns to a disengaged state where power cannot be transmitted when the actuator (28) is not operated, and a locking mechanism (100) having an operator (101) which is able to bring the clutch (26) into the engaged state separately from an operation of the actuator (28).

A clutch locking mechanism is a clutch locking mechanism (80) mounted in a saddle type vehicle (1) and includes a clutch (26) which enters an engaged state where power can be transmitted when an actuator (28) is operated and returns to a disengaged state where power cannot be transmitted when the actuator (28) is not operated, and a locking mechanism (100) having an operator (101) which is able to bring the clutch (26) into the engaged state separately from an operation of the actuator (28).

A disconnect mechanism comprises an input shaft defining a drive axis, a disconnect shaft selectively engaged with the input shaft to be driven about the drive axis by the input shaft, and a disconnect ramp operatively connected to the disconnect shaft to axially move the disconnect shaft between at least a first axial position and a second axial position. A disconnect pawl is selectively engaged with the disconnect ramp shaft, and a brake is selectively engaged with the disconnect shaft in the second axial position.

A disconnect mechanism comprises an input shaft defining a drive axis, a disconnect shaft selectively engaged with the input shaft to be driven about the drive axis by the input shaft, and a disconnect ramp operatively connected to the disconnect shaft to axially move the disconnect shaft between at least a first axial position and a second axial position. A disconnect pawl is selectively engaged with the disconnect ramp shaft, and a brake is selectively engaged with the disconnect shaft in the second axial position.

A compact electromechanical decoupler device is operatively connected between a manual control device of an aircraft and an electromechanical actuator that controls the flight modes of the aircraft. The electromechanical decoupler device is operable to decouple the operative connection between the manual control device and the electromechanical actuator with the absence of power supplied to the electromechanical decoupler device. The electromechanical decoupler device can recouple the operative connection between the manual control device and the electromechanical actuator on resupply of power to the electromechanical decoupler device and on manually achieving proper rotational alignment or indexing between the mechanical control device and the electromechanical actuator.

A clutch actuator assembly includes a motor that is arranged in an actuator housing, a gear train that couples the motor and an output shaft, an actuator lever that is affixed to the output shaft and includes a profile that has first and second features that respectively correspond to first and second positions, a detent that cooperates with the profile and is configured to retain the actuator lever in one of the first and second positions, and a pawl that is operatively connected to the actuator lever and is configured to selectively engage with a clutch component in response to movement of the actuator lever between the first and second positions.

A limited slip differential having a differential gearset and a cam-type limited slip mechanism. The differential gearset has a plurality of differential pinions that are journally supported by a cross-shaft. The cross-shaft is supported by a rotatable cross-shaft carrier. The limited slip mechanism includes a clutch pack, a pressure ring, a plurality of first cams, which are coupled to the cross-shaft carrier for rotation therewith, and a plurality of second cams that are coupled to the pressure ring. The first cams cooperate with the second cams to convert rotation of the cross-shaft carrier to translation of the pressure ring to thereby control engagement of the clutch pack.

A limited slip differential having a differential gearset and a cam-type limited slip mechanism. The differential gearset has a plurality of differential pinions that are journally supported by a cross-shaft. The cross-shaft is supported by a rotatable cross-shaft carrier. The limited slip mechanism includes a clutch pack, a pressure ring, a plurality of first cams, which are coupled to the cross-shaft carrier for rotation therewith, and a plurality of second cams that are coupled to the pressure ring. The first cams cooperate with the second cams to convert rotation of the cross-shaft carrier to translation of the pressure ring to thereby control engagement of the clutch pack.

A clutch control mechanism configured to allow or block a transmission of a rotation of a handle to a spool in response to either a rotating of the handle or an operating of a clutch operating member. The clutch control mechanism includes a clutch cam, a clutch plate, and a positioning structure. The clutch cam is rotatably mounted to the reel unit, and is rotatable between a first position and a second position. The first position blocks the transmission of the rotation of the handle. The second position allows the transmission of the rotation of the handle. The clutch plate is coupled to the clutch operating member and to the clutch cam, and is unitarily rotatable with the clutch cam. The positioning structure to position the clutch cam from outside in a radial direction about a rotational axis of the clutch cam when the clutch cam is disposed in the first position.