DE102015012237A1 - Overload coupling for electromechanical actuator - Google Patents

Abstract

The present invention relates to an overload clutch 1 for an electromechanical actuator, which is a coupling element 2, which is releasably engageable with a shaft 3 in engagement, so that upon engagement, the shaft 3 is rotatably connected to the coupling element 2, a release means 4, which on the Coupling element 2 acts and is designed to bring the coupling element 2 with the shaft 3 in engagement or to solve it, and an overload means 5 comprises, which is designed to allow a controlled rotation of the coupling element 2 when a torque threshold value is exceeded by the coupling element 2 ,

Description

Electromechanical actuators (EMA) are often used in aircraft, especially in aircraft. Aircraft typically have a plurality of valves to be adjusted by means of electromechanical actuators. Thus, each of the various steering rudder, the flaps and the spoiler flaps is connected to at least one electromechanical actuator which controls the position of the rudder or the flap.

The electromechanical actuator is typically equipped with an overload clutch that decouples when exceeding a force acting on the flap limit load the motor of the electromechanical actuator to protect it from damage.

A disadvantage of the prior art is that when moving the flaps due to an externally applied load, the overload clutch can only trigger a significant exceeding the allowable limit load, since the transmission efficiency in the motor drive case, the active drive, and in the externally induced drive case, the passive drive, clearly different. The result of this circumstance is that the gearbox and the structure of the electromechanical actuator must be over-dimensioned accordingly in order to protect the motor against damage when the passive drive acts from outside on the flap. The over-dimensioning of the components is based on the significantly different gear efficiencies in the pre-and Rücktreibfall.

The invention solves the problems listed above by an overload clutch for an electromechanical actuator comprising the features of claim 1. As a result, significant weight, space and cost advantages can be implemented. In addition, the coupling according to the invention is particularly robust and has only a minimum number of rotating components, which allows a particularly low-maintenance operation.

The overload clutch according to the invention for an electromechanical actuator comprises a coupling element which is releasably engageable with a shaft, so that upon engagement, the shaft is rotatably connected to the coupling element, a release agent which acts on the coupling element and is adapted to the coupling element with engaging or disengaging the shaft, and an overload means adapted to allow controlled rotation of the coupling element when a torque threshold is exceeded by the coupling element.

The coupling element is for attachment to a shaft, the shaft typically being associated with a transmission driven by a motor, which is preferably adapted to drive a lever to drive flaps or the like.

The coupling element is designed to be rotationally fixed to the time to start to create a detachable torsionally rigid connection with the shaft.

The release agent acts on the coupling element and can release the coupling element from an engaged state with the shaft or bring it into engagement with the shaft. Preferably, the coupling element is moved relative to the shaft. It is conceivable that the coupling element in an axial direction to the shaft on which the coupling element can releasably engage, is movable. For example, it is conceivable that by such a movement claws of a coupling element, which cooperate with corresponding recesses or claws of the shaft, are engaged or disengaged. Of course, a toothing in place of the jaws between the shaft and the coupling element is conceivable, which allows a rotationally rigid connection of shaft and coupling element in an engaged state.

The overload means is adapted, even in a state in which the coupling element is rotatably connected to the shaft, to allow a rotation of the coupling element, provided that a torque threshold acting on the coupling element and emanating from this, is exceeded.

Preferably, the overload means is adapted to limit the torque of the controlled rotation which occurs when a torque threshold value is exceeded during the controlled rotation of the coupling element which occurs when the torque threshold value is exceeded. As a result, the dimensions of the components acting with the coupling can be reduced.

According to an optional further development of the invention, the torque threshold value, above which a controlled rotation of the coupling element is to be permitted, differs depending on the direction of the applied torque.

As a result, the typically different transmission efficiency can be compensated for in front and Rücktreibfall, so that a resulting difference is taken into account. Similarly, in a further advantageous embodiment of the invention, the Rücktreibmoment be limited to a uniform value, regardless of the direction of rotation of the coupling element.

Preferably, the overload means, in a preferred embodiment together with the coupling element, is movable by the release means to engage or disengage the coupling element from the shaft, preferably in the axial direction of the shaft.

Typically, the overload clutch is rotationally symmetrical, wherein the rotational axis of symmetry is an extension of the axis of rotation of the coupling element with the coupling shaft.

According to a further optional development of the invention, the overload means and the coupling element are housed in a common armature housing to which the release element attaches, so that the engaging or the release of the shaft can be achieved by a releasable from the release movement of the armature housing.

Further preferably, the coupling element of one of the above-mentioned variations of the invention is adapted to engage an end face of the shaft. In this case, a toothing, which is provided on a flat side of a ring or a plate, can be used to engage the shaft. The toothing is preferably designed to fit a countershaft arranged on the shaft, so that upon engagement with the shaft, a torsionally rigid connection of shaft and coupling element is formed.

According to a further optional development of the invention, the release means comprises an electromagnet and an elastic element, wherein the electromagnet is adapted to release the coupling element against the force applied by the elastic element from the shaft in an energized state. The elastic member is biased to urge the coupling element in one direction to engage the moment. In this case, the electromagnet can also act on the armature housing described in a variation of the invention and this move by the controllable magnetic action of the electromagnet so that the coupling element is releasably engageable with a shaft. It is advantageous if in a de-energized state, the elastic element is biased so that it urges the coupling element or the armature housing in which the coupling element is arranged in one direction to produce an engagement with the shaft.

Of course, the opposite mode of action of the components is conceivable and encompassed by the invention.

Preferably, the elastic element is a compression spring, in particular a spiral spring, in the middle of which the electromagnet is arranged. In this case, the electromagnet can assume a substantially cylindrical shape, around which the compression spring springs up spirally on its cylinder jacket surface. According to a further preferred modification, the electromagnet may have an axis of rotation which coincides with the rotational axis of symmetry of the overload clutch.

According to a further advantageous modification of the invention, the overload means comprises a locking ring, detent balls, a detent spring and provided in the coupling element Rastkugelausnehmungen, wherein the locking ring recesses, in particular dome-shaped recesses, which substantially correspond to the Rastkugelausnehmungen in the coupling element. Furthermore, the detent springs are designed to urge the locking ring against the coupling element in order to produce a torque connection with the aid of the detent balls arranged between detent ring and detent ball recesses, which forms a rotational connection rigid up to the torque threshold value.

The overload means is typically disposed on the opposite side of the coupling element which is adapted for releasably engaging with a shaft. In this case, the side of the coupling element with the Rastkugelausnehmungen from the side which is designed to engage with the shaft, be opposite, or even represent the two flat sides of a ring or a disc.

The locking ring is rotationally fixedly arranged on the overload clutch and is adapted to receive a torque of the coupling element up to a torque threshold via the Rastkugelausnehmungen and the therein partially receivable locking balls and arranged on the coupling element Rastkugelausnehmungen. This is done in combination with the detent spring, which urges the locking ring against the Rastkugelausnehmungen of the coupling element, or against the coupling element. Only when the torque threshold is exceeded, the detent spring is pushed back so far that the coupling element is rotated until a new engagement.

The detent spring may also be formed as a spiral spring, and extend from an armature housing or a Überlastkupplungsgehäuse to the locking ring.

Preferably, the flanks in the recesses of the locking ring and / or the flanks in the Rastkugelausnehmungen in the coupling element are formed differently steep, so that the torque threshold, to which a rigid torque connection is given, depending on the torque direction is different. By the different steep flanks we approved the controlled rotation of the coupling element in response to the steepness of the flanks at a lower or higher torque threshold. If the flank is steeper, the detent ball remains in the recess up to a larger torque threshold, if the flank is flatter, then the detent ball leaves the recess even at a lower rotation threshold. Preferably, the flanks are uniform in each direction of rotation.

Preferably, the locking balls are movable or fixed in a coupling ring. From the two sides of the dome ring rise at the respective points hemispherical or kugelkalottenförmige elevations. Detent balls and coupling ring or detent balls and coupling element can also form a one-piece component.

According to a further optional modification of the invention, this further comprises a pull rod, which is adapted to move the overload means and / or the coupling element in a position in which the coupling element is detached from the shaft, wherein preferably the movement in the axial direction of the Coupling element is brought into engagement shaft.

As a result, the overload clutch can be brought into a decoupled state in a maintenance case, regardless of other influences.

Preferably, the axis of rotation of the tension rod is identical to the axis of rotation of the coupling element, or to the rotational axis of symmetry of the overload clutch.

Further advantageously, the tension rod is designed to move the coupling element into a position by a force exerted by a user, so that the shaft is detached therefrom, wherein preferably the tension rod is peripherally surrounded by an electromagnet which is part of the release means.

In this case, regardless of the state and the functionality of the release means, the shaft can be released from the coupling element, which is advantageous, for example, in the case of maintenance.

More preferably, the overload clutch is designed to act on a secondary load path of a drive train for an actuator.

The invention further relates to an electromechanical actuator, in particular for driving a spoiler in an aircraft, comprising an overload clutch according to one of the preceding claims, an engine, and a transmission, preferably comprising a transmission precursor a transmission main stage, wherein the overload clutch on a shaft of the transmission acts.

According to a further development of the invention, the electromechanical actuator is designed so that the overload clutch is arranged in a secondary load path of the actuator.

The location of the overload clutch in a sub load path causes the overload clutch to interact with only one shaft. During a drive of the actuator by the motor, the overload clutch is released from the shaft, so it is disengaged from the torque path from engine to valve. This has the advantage that the total resistance between the engine and transmission is reduced in the drive case.

Further advantages and features of the present invention will become apparent from the following description of the drawings.

Show it:

1 different spoiler flap positions of an aircraft,

2 a construction of an electromechanical actuator according to the prior art,

3 a schematic representation of the forces to be applied in the control of a spoiler,

4 an electromechanical actuator according to an embodiment of the invention,

5 a longitudinal section of the overload clutch according to the invention,

6 a partial longitudinal section of the overload clutch according to the invention with an indicated power path in case of overload,

7 an oblique view of a cutaway overload clutch according to the invention, and

8th the overload clutch according to the invention in an exploded view.

1 shows different Spoilerklappendarstellungen on the wing 12 of an airplane. You can see the spoiler 11 and the landing flap 13 both rotatable to some degree about an axis. The picture above shows the spoiler 11 or the landing flap 13 in a non-deflected state, designated 0 ° displacement. This flap position is typical of the "cruising" phase of the aircraft in which the spoiler flap 11 on the landing flap 13 is located and in a locked state.

The middle of the three illustrations shows the position of the spoiler flap 11 in approach. Here is the spoiler flap 11 commanded to 50 ° and ensures a rapid sinking of the aircraft.

The third illustration shows the position of the spoiler flap 11 during a take-off or during a landing approach. The landing flap 13 is extended, so that a rotation towards the bottom of the wing 12 is visible. The spoiler flap 11 is tracked in a corresponding manner downwards, so that the spoiler flap guide assumes a value of -12 °.

2 shows a schematic structure of an actuator known from the prior art by means of an actuator for controlling a flap or a spoiler. This drives the engine 14 via the drive shaft a gear precursor 15 at which the input torque is increased by means of a reducing design. Through the transmission main stage 16 the moment is increased until the required output torque is reached. By controlling the motor 14 can the aircraft control flap 17 be moved and held in any required position.

The electromagnetic brake 19 Ensures that when the engine is off 14 the control flap 17 is not driven by wind loads in their position. The mechanical overload clutch is coupled 20 if a limit load is exceeded, the engine is switched off. A disadvantage of the prior art 2 is that when driving the flap 17 by an external load the overload clutch 20 Only at a significant exceeding of the limit load can trigger, since the transmission efficiency significantly differ in the pre and Rücktreibfall. It follows that the transmission 15 . 16 and the structure of the actuator must be oversized accordingly.

With the reference number 18 and 19 is a brake disc 18 and a brake anchor 19 shown, which has a braking effect on the engine 14 connected output shaft can unfold or the flap 17 holding in one position.

3 FIG. 12 shows a schematic of an actuator-driven aircraft control panel and the positions detectable by the aircraft control flap. FIG. The torque acting on the joint is graphically displayed depending on the deflection direction of the control flap.

You can see the area that the flap can take. This extends over a certain angle, as a function of which the moment acting on the joint of the flap is shown. The moment changes its sign when crossing the aerodynamic zero position marked T = 0 Nm. At this point, no force is exerted on the joint of the flap by the wind load.

4 shows a schematic representation of an electromechanical actuator 10 with the overload clutch according to the invention 1 ,

The overload clutch 1 is part of the electromechanical brake in the secondary load path. In the main load path, which is graphically separated from the sub load path by a dot-dash line, the motor drives 14 the transmission precursor 15 and this the transmission main stage 16 at. Should the position of the flap 17 through the engine 14 must be changed, the overload clutch 1 be disengaged so that the gear precursor 15 can rotate freely. When reaching an end position of the flap 17 becomes the engine 14 stopped and from the overload clutch 1 ensured that a coupling element engages with the shaft and thereby limits the flap torque.

In the event that the drive fails, the components must be protected against overload. Therefore, a clutch is provided which automatically engages in case of power failure and the structural parts and the transmission 15 . 16 protects against overload from the aircraft control flap 17 in the transmission 15 . 16 can be initiated. It should be noted that in particular the transmission main stage 16 in the two load directions, so by the engine 14 caused active drive and by the on the wind power of the flap 17 acting motion drive, typically caused by air resistance, has different efficiencies. For the design or dimensioning of the overload clutch 1 the re-fueling efficiency in the passive case is decisive.

It should be achieved that the control valve 17 in the passive case, ie without driving force of the engine 14 when exceeding one on the flap 17 acting torque threshold is moved in the direction of the aerodynamic zero position. This zero position is in 2 shown with t = 0 Nm. Will the flap 17 moved by an external load, this must not exceed a required limit load, otherwise it would damage the flap 17 the transmission main stage 16 , the gear precursor 15 or the wave 3 can come.

5 shows a sectional view of the overload clutch according to the invention 1 , It can be seen that the basic structure of the overload clutch 1 rotationally symmetric to one through the middle of the clutch 1 running dashed line is.

The coupling element 2 is movable in the housing 8th the overload clutch 1 stored. Inside the case 8th can the coupling element 2 perform a rotary motion, whose axis is also the through the center of the overload clutch 1 is continuous dashed line, and be movable along this axis in an axial direction back and forth. In order to achieve a torsionally rigid connection with a shaft (not shown) is at the coupling element 2 To the shaft side facing a toothing 21 provided, which can be brought into engagement with corresponding recesses / elevations of the shaft. The release agent 4 includes in this embodiment an electromagnet 41 and one the electromagnet 41 in their middle receiving compression spring 42 , The compression spring 42 urges the coupling element in a position in which a shaft with the toothing provided for this purpose 21 of the coupling element 2 engaged. According to the orientation shown in the figure, this corresponds to urging the coupling element 2 to the left. The electromagnet 41 is designed in an energized state, the coupling element 2 to pull in a position so that the gearing 21 of the coupling element 2 not engaged with a shaft. According to the in 5 illustrated orientation of the overload clutch 1 this corresponds to a movement to the right for a current-fed state of the electromagnet 41 ,

The overload means 5 , when a torque threshold is exceeded by the coupling element 2 a controlled rotation of the coupling element 2 allows, in this embodiment comprises a locking ring 51 , the torsionally rigid in the overload clutch 1 is arranged, locking balls 52 , at least one detent spring 53 and detent ball recesses 54 that at the of the gearing 21 opposite side 2 of the coupling element 2 are arranged. The detent spring is pressing 53 the locking ring 51 against the Rastkugelausnehmungen 54 in the coupling element 2 so that the between Rastkugelausnehmungen 52 and latching ring 51 arranged detent ball 52 be pressed into recesses provided for this purpose. The individual locking balls 52 can have a dome ring 56 be connected to each other, and be arranged in the coupling ring movable or fixed. Through the by the overload means 5 generated detent coupling is a torsionally rigid connection of the coupling element 2 with the locking ring 51 until a torque threshold value of the coupling element is exceeded 2 produced. Only after exceeding this torque threshold is the detent spring 53 compressed so that the coupling element 2 no longer in engagement with the detent balls 52 stands and is independent of the locking ring 51 can turn. When falling below the torque threshold, the force of the detent spring suffices 53 to the detent balls 52 press again into the recesses provided, creating a torsionally rigid connection between the coupling element 2 and the locking ring 51 is restored.

In addition one recognizes that both the overload means 5 as well as the coupling element 2 in a common anchor housing 6 are arranged, whereby the release agent 4 can act on this and an axial movement of the armature housing 6 also to a corresponding axial movement of the coupling element 2 and the overload means 5 leads.

It is of secondary importance, whether the detent spring 53 with its not adjacent to the detent end with the anchor housing 6 or a housing 8th the overload clutch 1 interacts. In the latter case, however, a recess in the armature housing 6 necessary, through which the detent spring 53 can pass through.

Furthermore, one recognizes a tension rod 7 , with the help of which the coupling element 2 can also be manually placed in a position that does not allow engagement with the shaft. For example, a knob 9 be provided, the turn bar in one direction 7 and that with the pull rod 7 connected armature housing 6 and accordingly also the coupling element 2 and the overload means 5 moved axially in a direction away from the shaft. Thus, even in a de-energized state of the electromagnet, for example in a maintenance case or the like, it can be ensured that the with the coupling element 2 interacting wave 3 can be disengaged. In this case, the tension rod runs 7 centrally through a preferably cylindrically shaped electromagnet 41 and is with the anchor housing 6 connected so that it can move it in an axial direction. In the in 5 orientation shown causes a rotation of the rotary knob 9 a movement of the anchor housing 6 to the right.

In the following, various operating modes of the electromechanical actuator will be discussed in greater detail.

In the event that the electromechanical actuator the position of a flap 17 must adjust, the electromagnet 41 energized, causing the armature housing 6 and with him the coupling element 2 and the overload means 5 be attracted. The armature housing moves 6 on only in 8th illustrated cylindrical pins 54 preferably in the middle of the spirally formed detent spring 53 are arranged. This results in a decoupling from the torque path. The compression spring 42 is compressed, so that in this mode the electric motor 14 the flap 17 move to a desired position and can hold. The coupling 1 is not active, but is decoupled from the main load path.

Furthermore, there is the hold mode, when reaching the end position of the flap 17 the current flow in the electromagnet 41 is finished, so that the compression spring 42 the anchor housing 6 in its entirety in the direction of having the teeth 21 wave to be connected 3 is moved. The teeth are locked 21 of the coupling element 2 in the moment path. In this state, the flap 17 held in the current position until a permissible on the coupling element 2 acting torque threshold (limit torque) is exceeded.

If this torque threshold is exceeded, the coupling ring begins 56 or the coupling element 2 to turn, with its moment on the detent balls 52 is transmitted. The detent balls 52 then move out of the preferably dome-shaped recesses, whereby the locking ring 51 against the detent spring 53 is pressed. Alternatively, it is also conceivable that with the recesses 54 provided coupling element 2 yourself from the rest balls 52 takes off, leaving them in their recesses 55 of the detention ring 51 remain. However, this is not relevant for further consideration, since the same effects are achieved here.

Thus, there is a rotation of the coupling element 2 caused by the Rücktreibmoment, by the detent spring 53 , the locking ring 51 and the detent balls 52 is generated in their torque is reduced. The compression spring 42 is not compressed during this process. Also, the electromagnet 41 not overloaded by the overload case, because the locking ring 51 no axial force component arises.

6 shows the developing force path for the overload case.

This runs starting from a torque of the coupling element 2 over the detent balls 52 , the locking ring 51 , the detent spring 53 closed.

The flanks are in the Rastkugelausnehmungen 54 of the coupling element 2 and the flanks in the recesses 55 of the detention ring 51 depending on the direction of rotation of the coupling element 2 not identical, but differ in their steepness. This causes the overload case to start from positive flap deflection 17 is triggered only at a higher torque threshold than from a negative deflection. Thus, the overload torque can be configured differently by changing the flank angle, or by the different steep flank angle depending on the externally induced force. Starting from a positive deflection, a larger torque threshold is needed to cause an overload case than from a negative deflection of the valve 17 ,

7 shows one too 5 similar sectional view, however, with a perspective portion that facilitates an understanding of the invention. That I 7 essentially not of 5 is distinguished on the description of the 5 Referenced.

8th shows an exploded view of the overload coupling according to the invention in the one the arrangement of the individual overload clutch 1 comprehensive components recognizes well. 8th shows no other components than those already described above, so also a detailed description is omitted.

Significant weight, space and cost advantages can be implemented by the invention, since the dimensioning of the components is defined only by the aerodynamic loads.

Also, the electromagnet used is 41 not to be dimensioned so that it is designed for the moment to be transmitted. It only serves to activate, ie the reciprocating motion of the coupling element 2 for engagement with the shaft 3 or to solve this.

Also includes the overload clutch 1 an anchor housing 6 However, this is the anchor housing 6 Apply electromagnet 41 still his pen 42 required in the limitation of a torque.

In addition, the entire overload clutch has 1 only a minimum number of rotating components, namely the coupling element 2 and possibly the deep groove ball bearing.

Claims (15)

Overload clutch ( 1 ) for an electromechanical actuator, comprising: a coupling element ( 2 ), which can be solved with a while ( 3 ) is engageable, so that upon intervention, the shaft ( 3 ) with the coupling element ( 2 ) is rotatably connected, a release agent ( 4 ), which on the coupling element ( 2 ) and is adapted to the coupling element ( 2 ) with the wave ( 3 ) or to solve it, and an overload means ( 5 ), which is designed, when a torque threshold value is exceeded by the coupling element ( 2 ) a controlled rotation of the coupling element ( 2 ). Overload clutch ( 1 ) according to claim 1, wherein the torque threshold value is different depending on the direction of the applied torque. Overload clutch ( 1 ) according to any one of the preceding claims, wherein the overload means ( 5 ) and the coupling element ( 2 ) by the release agent ( 4 ) are movable to the coupling element ( 2 ) with the wave ( 3 ) or to solve it, wherein preferably the movement in the axial direction of the shaft ( 3 ) he follows. Overload clutch ( 1 ) according to any one of the preceding claims, wherein the overload means ( 5 ) and the coupling element ( 2 ) in a common anchor housing ( 6 ) where the release agent ( 4 ) so engaging or disengaging from the shaft ( 3 ) by one of the release agent ( 4 ) evocative movement of the armature housing ( 6 ) is reachable. Overload clutch ( 1 ) according to one of the preceding claims, wherein the coupling element ( 2 ) is adapted to on a front side of the shaft ( 3 ), preferably via one on the coupling element ( 2 ) provided toothing ( 21 ) provided on a flat side of a ring or a plate. Overload clutch ( 1 ) according to one of the preceding claims, wherein the release agent ( 4 ) an electromagnet ( 41 ) and an elastic element ( 42 ), the electromagnet ( 41 ) is designed in a current-fed state, the coupling element ( 2 ) against one by the elastic element ( 42 ) applied force from the shaft ( 3 ), and the elastic element ( 42 ) is biased so that it is the coupling element ( 2 ) in one direction to engage the shaft ( 3 ). Overload clutch ( 1 ) according to claim 6, wherein the elastic element ( 42 ) is a compression spring, in particular a spiral spring, in the middle of the electromagnet ( 41 ) is arranged. Overload clutch ( 1 ) according to any one of the preceding claims, wherein the overload means ( 5 ) a locking ring ( 51 ), Locking balls ( 52 ), a detent spring ( 53 ) and detent ball recesses ( 54 ) in the coupling element ( 2 ), the locking ring ( 51 ) dome-shaped recesses ( 55 ), which substantially the Rastkugelausnehmungen ( 54 ) in the coupling element ( 2 ), the detent spring ( 53 ) the locking ring ( 51 ) against the coupling element ( 2 ) urges to use with the help of between locking ring ( 51 ) and detent ball recesses ( 54 ) arranged locking balls ( 52 ) to produce a torque connection that produces a rigid connection that is up to the torque threshold. Overload clutch ( 1 ) according to claim 8, wherein the flanks in the recesses ( 55 ) of the locking ring ( 51 ) and / or in the Rastkugelausnehmungen ( 54 ) in the coupling element ( 2 ) are formed differently steep, so that the torque threshold to which a rigid torque connection is given, depending on the torque direction is different. Overload clutch ( 1 ) according to one of claims 8 or 9, wherein the detent balls ( 52 ) in a coupling ring ( 56 ) are movable or fixed. Overload clutch ( 1 ) according to one of the preceding claims, further comprising: a tension rod ( 7 ) designed to remove the overload ( 5 ) and the coupling element ( 2 ) to move in a position in which the coupling element ( 2 ) from the wave ( 3 ), wherein preferably the movement in the axial direction of the shaft ( 3 ) he follows. Overload clutch ( 1 ) according to claim 11, wherein the axis of rotation of the tension rod ( 7 ) identical to the axis of rotation of the coupling element ( 2 ), or to the rotational symmetry axis of the overload clutch. Overload clutch ( 1 ) according to one of claims 11 or 12, wherein the tension rod ( 7 ) is designed, by a force exerted by a user force the coupling element ( 2 ) to move into a position so that the shaft ( 3 ) thereof, wherein preferably the tension rod ( 7 ) peripherally by an electromagnet ( 41 ), the part of the release agent ( 4 ). Electromechanical actuator ( 10 ), in particular for driving a spoiler ( 11 ) in an aircraft, comprising: an overload clutch ( 1 ) according to one of the preceding claims, an engine ( 14 ), and a transmission ( 15 . 16 ), preferably comprising a transmission precursor ( 15 ) and a transmission main stage ( 16 ), wherein the overload clutch ( 1 ) on a shaft ( 3 ) of the transmission ( 15 . 16 ) acts. Electromechanical actuator ( 10 ) according to claim 9, wherein the overload clutch ( 1 ) in a secondary load path of the actuator ( 10 ) is arranged.

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