A clutch has an inner race, an outer race spaced from the inner race and forming a radial cavity between the races, and a plurality of sprags disposed in the radial cavity. The sprags have a different coefficient of thermal expansion (CTE) from the inner race, the outer race, or both races, and a sprag cage retains the sprags at a uniform spacing within the radial cavity. When the clutch is at a first temperature, a gap exists between the sprags and the inner race, between the sprags and the outer race, or between the sprags and both races, and the clutch is disengaged. When the clutch is at a second temperature the sprags are in contact with both the races, and the clutch is engaged.

A clutch has an inner race, an outer race spaced from the inner race and forming a radial cavity between the races, and a plurality of sprags disposed in the radial cavity. The sprags have a different coefficient of thermal expansion (CTE) from the inner race, the outer race, or both races, and a sprag cage retains the sprags at a uniform spacing within the radial cavity. When the clutch is at a first temperature, a gap exists between the sprags and the inner race, between the sprags and the outer race, or between the sprags and both races, and the clutch is disengaged. When the clutch is at a second temperature the sprags are in contact with both the races, and the clutch is engaged.

A clutch has an inner race, an outer race spaced from the inner race and forming a radial cavity between the races, and a plurality of sprags disposed in the radial cavity. The sprags have a different coefficient of thermal expansion (CTE) from the inner race, the outer race, or both races, and a sprag cage retains the sprags at a uniform spacing within the radial cavity. When the clutch is at a first temperature, a gap exists between the sprags and the inner race, between the sprags and the outer race, or between the sprags and both races, and the clutch is disengaged. When the clutch is at a second temperature the sprags are in contact with both the races, and the clutch is engaged.

A clutch device for a vehicle fan includes a drive-side clutch element and an output-side clutch element. The clutch device includes a locking mechanism configured between the drive-side clutch element and the output-side clutch element so that a rotary connection established between the drive-side clutch element and the output-side clutch element is released when a drive-side rotational speed reduces in comparison with an output-side rotational speed.

A clutch device for a vehicle fan includes a drive-side clutch element and an output-side clutch element. The clutch device includes a locking mechanism configured between the drive-side clutch element and the output-side clutch element so that a rotary connection established between the drive-side clutch element and the output-side clutch element is released when a drive-side rotational speed reduces in comparison with an output-side rotational speed.

A clutch device for a vehicle fan includes a drive-side clutch element and an output-side clutch element. The clutch device includes a locking mechanism configured between the drive-side clutch element and the output-side clutch element so that a rotary connection established between the drive-side clutch element and the output-side clutch element is released when a drive-side rotational speed reduces in comparison with an output-side rotational speed.

A clutch device for a vehicle fan includes a drive-side clutch element and an output-side clutch element. The clutch device includes a locking mechanism configured between the drive-side clutch element and the output-side clutch element so that a rotary connection established between the drive-side clutch element and the output-side clutch element is released when a drive-side rotational speed reduces in comparison with an output-side rotational speed.

An aircraft actuator torque limiter includes a disengageable torque transmitter between a rotary shaft and a driven member. The disengageable transmitter includes a friction pack including at least one contact member mounted secured in rotation with the rotary shaft and a complementary contact member, mounted secured in rotation with the driven member. The transmitter includes a clamp of the friction pack and a mover of the clamp, able to contract or expand differentially relative to the rotary shaft along the axis of rotation during a temperature variation. The clamp mover is made from a second material having a thermal expansion coefficient different from that of the first material forming the rotary shaft.

A sprag clutch has an inner race, an outer race, and a radial cavity between the races. A plurality of sprags are disposed in the radial cavity, and each sprag is configured to rotate about an axis of rotation that is perpendicular to its longitudinal axis. A sprag cage retains each of the plurality of sprags at a uniform spacing within the radial cavity, and a plurality of actuators are positioned to exert or withdraw a force upon a corresponding sprag.

An aircraft actuator torque limiter includes a disengageable torque transmitter between a rotary shaft and a driven member. The disengageable transmitter includes a friction pack including at least one contact member mounted secured in rotation with the rotary shaft and a complementary contact member, mounted secured in rotation with the driven member. The transmitter includes a clamp of the friction pack and a mover of the clamp, able to contract or expand differentially relative to the rotary shaft along the axis of rotation during a temperature variation. The clamp mover is made from a second material having a thermal expansion coefficient different from that of the first material forming the rotary shaft.