A power transmission device has a clutch member, a pressure member 5, a weight member 8, an interlocking member 9 and a bearing holding member C coupled to an activation member 10. The bearing holder member C holds a bearing B1 interposed between the activation member 10 and the pressure member 5. The bearing holding member C has a cylindrical member with one open end. An open end portion Ca is fit into and attached to a recessed portion 4d formed in a first clutch member 4a.

A power transmission device has a clutch member, a pressure member 5, a weight member 8, an interlocking member 9 and a bearing holding member C coupled to an activation member 10. The bearing holder member C holds a bearing B1 interposed between the activation member 10 and the pressure member 5. The bearing holding member C has a cylindrical member with one open end. An open end portion Ca is fit into and attached to a recessed portion 4d formed in a first clutch member 4a.

A clutch mechanism includes a first clutch plate retaining circular columnar engagement members and a second clutch plate retaining spherical engagement members. In the second clutch plate, inner retaining holes and outer retaining holes positioned more radially outward than the inner retaining holes are formed. The outer retaining holes are larger in diameter than the inner retaining holes. On assembly of the clutch mechanism, engagement members are selected from small-diameter spherical engagement members corresponding to the small-diameter inner retaining holes and large-diameter spherical engagement members corresponding to the large-diameter inner retaining holes. The selected engagement members are disposed in the corresponding retaining holes, respectively. The maximum rotational torque is greater when the large-diameter spherical engagement members are selectively disposed than when the small-diameter spherical engagement members are selectively disposed.

A clutch mechanism includes a first clutch plate retaining circular columnar engagement members and a second clutch plate retaining spherical engagement members. In the second clutch plate, inner retaining holes and outer retaining holes positioned more radially outward than the inner retaining holes are formed. The outer retaining holes are larger in diameter than the inner retaining holes. On assembly of the clutch mechanism, engagement members are selected from small-diameter spherical engagement members corresponding to the small-diameter inner retaining holes and large-diameter spherical engagement members corresponding to the large-diameter inner retaining holes. The selected engagement members are disposed in the corresponding retaining holes, respectively. The maximum rotational torque is greater when the large-diameter spherical engagement members are selectively disposed than when the small-diameter spherical engagement members are selectively disposed.

The present invention relates to a coupling arrangement for a driving device, wherein the coupling arrangement comprises an input, an output and a coupling, wherein the coupling is non-rotatably connected with the input or with the output, wherein the coupling furthermore comprises torque transmission means which in the coupled condition are configured to connect the output with the input for transmitting a torque from the input to the output, wherein upon exceedance of a torque threshold value in a first operating condition the torque transmission means are arranged such that the input is periodically separated from and connected with the output, and that when the torque threshold value is not reached in a second operating condition, the torque transmission means are arranged such that the input is permanently connected with the output for transmitting a torque.

The present invention relates to a coupling arrangement for a driving device, wherein the coupling arrangement comprises an input, an output and a coupling, wherein the coupling is non-rotatably connected with the input or with the output, wherein the coupling furthermore comprises torque transmission means which in the coupled condition are configured to connect the output with the input for transmitting a torque from the input to the output, wherein upon exceedance of a torque threshold value in a first operating condition the torque transmission means are arranged such that the input is periodically separated from and connected with the output, and that when the torque threshold value is not reached in a second operating condition, the torque transmission means are arranged such that the input is permanently connected with the output for transmitting a torque.

The invention relates to an overload clutch for a drive gear mechanism for driving components of an aircraft wing, in particular for driving an outer slat flap of an aircraft wing, with at least one driving and at least one driven clutch body and with at least one torque transmission body arranged therebetween. The invention further relates to a drive gear mechanism with a corresponding overload clutch.

The invention relates to an overload clutch for a drive gear mechanism for driving components of an aircraft wing, in particular for driving an outer slat flap of an aircraft wing, with at least one driving and at least one driven clutch body and with at least one torque transmission body arranged therebetween. The invention further relates to a drive gear mechanism with a corresponding overload clutch.

This application describes clutch mechanisms for use in a steering control system, e.g., a steering control system used to steer a trolling motor for a boat. Such clutch mechanisms can reduce and avoid damage to the steering control system (e.g., a steering motor) when the system is subjected to unusually large impact loads (e.g., when the trolling motor or boat contacts an obstruction). The clutches described in this application can be used to decouple the steering control system from a steering shaft (or other drive mechanism) upon application of a large impact load, thus reducing damage to and increasing the lifespan of such system. In some cases, the clutch is a ball and spring mechanism. In other cases, the clutch is a slip tooth mechanism.

This application describes clutch mechanisms for use in a steering control system, e.g., a steering control system used to steer a trolling motor for a boat. Such clutch mechanisms can reduce and avoid damage to the steering control system (e.g., a steering motor) when the system is subjected to unusually large impact loads (e.g., when the trolling motor or boat contacts an obstruction). The clutches described in this application can be used to decouple the steering control system from a steering shaft (or other drive mechanism) upon application of a large impact load, thus reducing damage to and increasing the lifespan of such system. In some cases, the clutch is a ball and spring mechanism. In other cases, the clutch is a slip tooth mechanism.