A safety coupling has a driving coupling member engaged with a driven coupling member by a frictional connection. The frictional connection can be disconnected by activation of a release element. The release element can be activated by a centrifugal device wherein a centrifugal unit of the centrifugal device is radially moveable to interact with a shift gate in dependence of the revolution speed of the centrifugal unit and the slip between the driving coupling member and the driven coupling member. The centrifugal device includes a stop to limit the centrifugal force applied to the centrifugal unit.

A manual gearbox section for a vehicle includes a section input, a section output, a freewheel device situated in a freewheel torque path between the section input and the section output, and a clutch device situated in a clutch torque path between the section input and the section output. The clutch torque path forms a bypass path with respect to the freewheel device and/or the freewheel torque path. The freewheel device is in the form of a rotational-speed-dependent freewheel device. The freewheel device is in a freewheeling state at a first rotational speed and in a coupled state at a second rotational speed. The second rotational speed is higher than the first rotational speed.

A manual gearbox section for a vehicle includes a section input, a section output, a freewheel device situated in a freewheel torque path between the section input and the section output, and a clutch device situated in a clutch torque path between the section input and the section output. The clutch torque path forms a bypass path with respect to the freewheel device and/or the freewheel torque path. The freewheel device is in the form of a rotational-speed-dependent freewheel device. The freewheel device is in a freewheeling state at a first rotational speed and in a coupled state at a second rotational speed. The second rotational speed is higher than the first rotational speed.

An integrated driveline (136, 236, 336, 36, 436) slip clutch (154, 254, 354, 454) system for a large square baler (28) for controlling a transfer of power from a tractor (26) to the baler (28). The clutch (254) system includes a slip clutch (154, 254, 354, 454) having a number of clutch plates (388). The slip clutch (154, 254, 354, 454) is moveable between a disengaged relationship in which no power is transferred from a driveline (136, 236, 336, 36, 436) to a gearbox (140, 240, 340, 40, 440), and one or more engaged relationships in which amounts of power are transferred from the driveline (136, 236, 336, 36, 436) to the gearbox (140, 240, 340, 40, 440). Movement of the slip clutch (154, 254, 354, 454) between engagement relationships may be controlled mechanically (by, e.g., centrifugal force) or electronically. For electronic control, a controller receives input data from sensors (504) concerning operation of the baler (28), and controls a valve to introduce or remove hydraulic fluid to or from a clutch cylinder (276, 376, 476) or a double acting cylinder (496) in accordance with a pressure control profile which ramps hydraulic pressure through levels to achieve the engagement relationships.

An integrated driveline (136, 236, 336, 36, 436) slip clutch (154, 254, 354, 454) system for a large square baler (28) for controlling a transfer of power from a tractor (26) to the baler (28). The clutch (254) system includes a slip clutch (154, 254, 354, 454) having a number of clutch plates (388). The slip clutch (154, 254, 354, 454) is moveable between a disengaged relationship in which no power is transferred from a driveline (136, 236, 336, 36, 436) to a gearbox (140, 240, 340, 40, 440), and one or more engaged relationships in which amounts of power are transferred from the driveline (136, 236, 336, 36, 436) to the gearbox (140, 240, 340, 40, 440). Movement of the slip clutch (154, 254, 354, 454) between engagement relationships may be controlled mechanically (by, e.g., centrifugal force) or electronically. For electronic control, a controller receives input data from sensors (504) concerning operation of the baler (28), and controls a valve to introduce or remove hydraulic fluid to or from a clutch cylinder (276, 376, 476) or a double acting cylinder (496) in accordance with a pressure control profile which ramps hydraulic pressure through levels to achieve the engagement relationships.

Embodiments of systems and methods for operating a gas turbine engine defining a bowed rotor condition are generally provided. The systems and methods include rotating a rotor assembly defining a bowed rotor condition from approximately zero revolutions per minute (RPM) to within a bowed rotor mitigation speed range, in which the bowed rotor mitigation speed range is defined by a lower speed limit greater than zero RPM and an upper speed limit less than or equal to an idle speed condition of the gas turbine engine; applying a load at the rotor assembly via an energy storage device; adjusting the load to limit rotational speed or acceleration of the rotor assembly to within the bowed rotor mitigation speed range for a period of time; and removing the load to enable rotation of the rotor assembly to the idle speed condition following the period of time.

A joint assembly and clutch assembly for use in a vehicle. The joint assembly includes a first joint member that is drivingly connected to a second joint member by using one or more third joint members. A first shaft is drivingly connected to the first joint member. The clutch assembly includes a first clutch member, a second clutch member, and an actuation assembly that is operably configures to selectively drive the second clutch member into engagement with the first clutch member of the clutch assembly. The actuation assembly utilizes an amount of rotational force that is transmitted from the first shaft in order to transition the second clutch member into engagement with the first clutch member. At least a portion of a second shaft is drivingly connected to the second clutch member.

A joint assembly and clutch assembly for use in a vehicle. The joint assembly includes a first joint member that is drivingly connected to a second joint member by using one or more third joint members. A first shaft is drivingly connected to the first joint member. The clutch assembly includes a first clutch member, a second clutch member, and an actuation assembly that is operably configures to selectively drive the second clutch member into engagement with the first clutch member of the clutch assembly. The actuation assembly utilizes an amount of rotational force that is transmitted from the first shaft in order to transition the second clutch member into engagement with the first clutch member. At least a portion of a second shaft is drivingly connected to the second clutch member.

An engine-driven working machine according to the present invention has a controller and a muffler. The controller is operated from starting of the engine in a rotational speed limitation mode in which the engine is prevented from rotating at a rotational speed that is higher than the predetermined limitation rotational speed. The controller forces to stop the engine, after a predetermined period has passed, during which the engine operates in the rotational speed limitation mode.

An engine-driven working machine according to the present invention has a controller and a muffler. The controller is operated from starting of the engine in a rotational speed limitation mode in which the engine is prevented from rotating at a rotational speed that is higher than the predetermined limitation rotational speed. The controller forces to stop the engine, after a predetermined period has passed, during which the engine operates in the rotational speed limitation mode.