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Freewheel

A freewheel, or overrunning clutch, is a mechanical device in a transmission system that disengages the driveshaft from the driven shaft when the driven shaft rotates faster than the driveshaft, allowing free rotation in one direction while transmitting torque in the other.^[1]^[2] It is commonly used in bicycles, where it is integrated into the rear hub to enable coasting without pedaling, as well as in vehicle transmissions, engine starters, and other applications. The concept originated in the late 19th century for bicycles, with the first patent granted to American inventor William Van Anden in 1869 for a device allowing independent wheel rotation.^[3]^[4] Major commercialization followed in 1898, when German engineer Ernst Sachs introduced an effective version, marking a shift from fixed-gear bicycles to those permitting coasting.^[4] By the early 20th century, companies like Shimano began producing freewheels to enhance technical performance and support global exports, evolving the design with improved materials and heat treatments.^[5] In bicycles, freewheels often operate via a pawl-and-ratchet system, where spring-loaded pawls engage a toothed ratchet ring to transmit power from the chain to the wheel during forward pedaling, but disengage to allow free rotation in the opposite direction.^[6] Traditional thread-on freewheels, the most common historical type, screw directly onto external threads of the rear hub, incorporating both the sprockets and ratcheting components into a single unit that tightens under pedaling torque.^[7] This contrasts with modern freehub systems, where the ratcheting mechanism is built into the hub body, and a separate cassette of splined sprockets slides onto it, secured by a lockring; freewheels remain prevalent on entry-level, single-speed, or BMX bicycles due to their simplicity and lower cost.^[8]^[7]

Mechanics

Basic Principles

A freewheel, also known as an overrunning clutch, is a mechanical device designed to transmit torque unidirectionally by engaging to drive in the forward rotational direction while disengaging to permit free rotation or coasting in the opposite direction.^[9]^[2] This functionality allows the driving member to impart motion to the driven member without back-driving, preventing reverse torque transmission.^[10] The core principle of a freewheel relies on unidirectional torque transmission, operating in two distinct modes: drive mode, where the clutch locks to transfer rotational force, and overrun mode, where it unlocks to allow independent rotation of the driven member.^[9] In drive mode, relative motion between the inner and outer races causes engagement elements—such as sprags or rollers—to wedge or lock, creating a positive connection that efficiently conveys torque from the input to the output.^[2] Conversely, in overrun mode, the elements slide or release, eliminating torque transfer and enabling the driven member to rotate faster or in reverse without resistance.^[10] This selective locking ensures smooth operation in systems requiring intermittent drive. The physics governing freewheel operation involves friction, spring force, and centrifugal effects to achieve reliable engagement and disengagement. Friction, particularly static friction during engagement, provides the gripping force necessary for torque transmission, while sliding friction in overrun mode minimizes drag.^[2] Spring force maintains constant preload on the engagement elements, ensuring instantaneous and consistent contact between races for quick response.^[9] At high rotational speeds, centrifugal effects can influence performance by potentially lifting elements away from contact surfaces, reducing wear and heat generation in certain designs.^[9] In terms of torque flow, the freewheel directs input torque from the driving member (e.g., a power source) to the driven member (e.g., a load) exclusively in the forward direction, with disengagement in overrun preventing any reverse flow that could strain the system.^[10] This one-way pathway optimizes energy transfer while protecting upstream components from backlash.^[2]

Key Components

The primary components of a freewheel mechanism include the driver, which is typically an input spline or shaft connected to the power source; the driven member, often an output hub or ring that receives torque; and the engaging elements, such as pawls, rollers, or sprags, which facilitate unidirectional torque transmission by locking or wedging between the driver and driven member.^[11]^[9] These elements are arranged between an inner ring (usually the driver) and an outer ring (the driven member), ensuring that rotation in the driving direction causes engagement while allowing free overrun in the opposite direction.^[12] Springs play a critical role in providing preload to the engaging elements, maintaining constant contact for rapid engagement and preventing slippage during operation. Common spring types include coil springs, which offer reliable linear force application, and leaf springs, used in some designs for compact preload in pawl systems. The engagement force generated by these springs follows Hooke's law, expressed as F = kx, where F is the force, k is the spring constant, and x is the displacement, ensuring sufficient pressure to initiate locking without excessive wear.^[13]^[9] Supporting structures, such as the ratchet ring in pawl-based systems or cam surfaces in roller and sprag designs, provide the interactive geometry for the engaging elements to grip and release. These surfaces are precisely machined to guide the elements into wedging positions during driving and allow disengagement during overrun.^[14]^[15] Wear surfaces on the inner and outer rings, as well as the engaging elements and supporting structures, are typically constructed from hardened steel, such as AISI 52100 or chromised variants, to withstand high contact stresses and prolong service life.^[13]^[16]^[15] Lubrication, often oil-based, is essential on these surfaces to minimize friction and heat generation during the overrun condition, enabling hydrodynamic separation of components and reducing wear rates.^[14]^[17]

Types of Freewheels

Ratchet and Pawl Systems

The ratchet and pawl system represents a traditional and widely used freewheel mechanism, consisting of a toothed ratchet ring integrated into one rotating component and spring-loaded pawls mounted on the other. The ratchet ring features angled teeth designed to permit rotation in the overrun (freewheeling) direction while providing positive locking in the drive direction. The pawls, typically biased by leaf or coil springs, extend to engage the teeth under normal conditions, ensuring torque transmission without slippage during forward motion.^[9]^[18] In the engagement process, the tip of each pawl contacts the face of a ratchet tooth under the force of its actuating spring, creating a wedging action that locks the components together and transmits torque effectively. This interlocking prevents relative motion in the drive direction, with the angled tooth profile distributing load across the pawl-tooth interface to minimize stress concentrations. For disengagement during overrun, the pawl rides up the ramped back of the tooth, compressing the spring and allowing the pawl to slip over successive teeth without transmitting torque, enabling free rotation of the driven component.^[19]^[18] Variations in ratchet and pawl designs often involve the number of pawls to optimize performance; single-pawl systems are simpler but can produce noticeable noise and vibration due to sequential engagement, while multiple-pawl configurations—typically employing 3 to 6 pawls—distribute the load more evenly for smoother operation and reduced wear. Pawls are angularly offset to minimize backlash, and the ratchet teeth are machined with precise angles, often around 30 to 45 degrees for the pressure flank, to balance locking strength and ease of slipping. These multi-pawl setups are common in applications requiring quieter and more reliable engagement, such as bicycle freehubs and industrial drives.^[19]^[20] Performance characteristics of ratchet and pawl systems include near-instantaneous engagement at low rotational speeds (below 1000 RPM), where spring force dominates over centrifugal effects, allowing rapid torque transfer without significant delay. Torque capacity varies by design and materials but can reach up to 500 Nm in automotive and industrial variants, supported by hardened steel components and robust spring loading to handle intermittent high loads. Common failure modes include pawl tip wear from repeated sliding and impact during engagement, as well as fatigue cracking in the ratchet teeth under cyclic overloading, which can lead to slippage or complete disengagement if not addressed through regular lubrication and inspection.^[18]^[21]^[9]

Roller and Sprag Clutch Systems

Roller clutch systems in freewheels utilize cylindrical rollers positioned within wedge-shaped pockets formed between the inner and outer races.^[22] In the drive direction, the pockets narrow, causing the rollers to wedge tightly against the races and transmit torque through frictional locking.^[23] During overrun, the pockets widen, allowing the rollers to roll freely without resistance, enabling the outer race to rotate independently of the inner race.^[22] Sprag clutch systems employ asymmetric, cam-shaped elements known as sprags, arranged in a full complement between the cylindrical inner and outer races, often energized by springs to maintain contact.^[24] In the drive direction, the sprags tilt upright due to relative rotation, jamming against the races to lock them together and transfer torque via elastic deformation and friction.^[24] During overrun, the sprags rock or lay over, slipping along the races to permit free rotation without engagement.^[15] Roller clutches are simpler and more cost-effective in construction due to their use of basic cylindrical elements and ramps, but they exhibit lower torque density because fewer rollers can be accommodated within the space required for wedging ramps.^[22] Sprag clutches, by contrast, achieve higher torque density through a greater number of load-distributing sprags and provide smoother operation with infinite contact points that minimize wear concentration.^[23] The wedging action in both designs relies on a self-locking condition governed by the wedging angle \theta, where \tan(\theta) < \mu (with \mu as the coefficient of friction, typically 0.1–0.15 for hardened steel surfaces) ensures frictional locking without slippage.^[25] These systems are particularly suited for high-speed applications, supporting overrun speeds up to 10,000 RPM with minimal backlash, thanks to their continuous contact and instant engagement mechanisms.^[22] For instance, they serve as one-way bearings in industrial machinery, such as conveyors and indexing devices, where precise, vibration-resistant torque transmission is essential.^[15]

Advantages and Disadvantages

Advantages

Freewheels provide significant efficiency gains by permitting overrun without introducing drag, which minimizes energy losses during non-driven operation. In vehicle applications, such as alternator systems, this unidirectional operation reduces fuel consumption by decoupling components during overrun, leading to lower overall energy demands on the engine. In pedaling systems like bicycles, freewheels enable efficient power transfer from the rider to the wheel while allowing coasting, thereby conserving momentum and reducing unnecessary energy expenditure during descent or rest phases. The safety and control benefits of freewheels are particularly evident in their ability to prevent hazardous back-driving scenarios. For instance, in bicycles, the mechanism allows riders to coast without the pedals rotating, maintaining vehicle momentum while avoiding the risks associated with fixed-gear systems where pedals continue to spin. In engine starters, the overrunning clutch protects the motor from excessive speeds; without it, the starter could reach 15,000–20,000 RPM once the engine ignites, but the freewheel limits operation to around 3,000 RPM, safeguarding components from damage. Freewheels contribute to maintenance simplicity and reduced wear due to their inherently fewer moving parts compared to full multi-plate clutches, which require more complex synchronization and suffer bidirectional friction. This design results in lower wear primarily in the overrun direction, extending the lifespan of drive components and simplifying servicing intervals. Additionally, the absence of constant engagement eases gear shifting by eliminating the need for precise synchronization, as the system naturally disengages during coasting. The versatility of freewheels stems from their compact design, which facilitates seamless integration into hubs, shafts, or tight spaces without compromising performance. These mechanisms support high torque transmission—up to 287,500 Nm in industrial variants—while ensuring no slippage in the drive direction, making them adaptable across diverse applications from lightweight bicycles to heavy-duty machinery.

Disadvantages

One key limitation of freewheel mechanisms is the loss of engine braking capability. When the driven shaft overruns the driving shaft, the drivetrain disengages, preventing the engine from providing deceleration through compression resistance, which shifts the burden to friction brakes and can accelerate their wear.^[26] Freewheels can also generate noise and vibration during engagement, particularly in ratchet and pawl systems where pawls impact the ratchet ring, producing audible clicks or buzzes at low speeds. Roller-based designs may exhibit chatter from rollers slipping or jamming, while sprag clutches offer smoother operation but at higher cost due to their precision construction. Abnormal noise in overrunning clutches, such as spring types, can indicate wear and reduce overall system reliability.^[27]^[28] Additionally, freewheels have limited capacity for handling reverse torque, as they are optimized for unidirectional power flow and may require supplementary components for bidirectional applications. Under loaded conditions, incomplete disengagement can occur, potentially causing shock loads or system instability.^[29] Durability issues arise from progressive wear on engaging elements like pawls, rollers, or sprags over repeated cycles, influenced by material fatigue and operational stresses. These mechanisms are particularly sensitive to contamination, where particulates act as abrasives, and to improper lubrication, which thins the protective film and promotes metal-to-metal contact, shortening service life.^[28]

Applications

Bicycles

In bicycle rear hubs, freewheels enable the rider to coast without pedaling by disengaging the drivetrain from the wheel, allowing the pedals to remain stationary while the bike moves forward. This mechanism integrates seamlessly with derailleur systems, which shift the chain across multiple sprockets to provide a range of gear ratios for varying terrain and speeds.^[30]^[19] Bicycle freewheels come in two primary designs: traditional threaded freewheels, which are multi-sprocket clusters that screw directly onto the hub's threaded body, and modern freehub systems, where a cassette of sprockets slides onto splines on a specialized hub body. Threaded freewheels typically feature 5 to 8 sprockets for multi-speed setups, while freehub cassettes commonly range from 8 to 12 sprockets, offering finer gear progression for performance-oriented riding.^[7]^[19] The adoption of freewheels marked a significant safety improvement over earlier fixed-gear bicycles, where the pedals were directly linked to the rear wheel, increasing risks of pedal strike, chain derailment, and loss of control during descent. Introduced in 1898, the freewheel revolutionized cycling by permitting coasting, which allows riders to rest their legs and maintain stability without continuous pedaling. The global bicycle freewheel market, reflecting this enduring utility, was valued at $1.2 billion in 2024 and is projected to reach $2.5 billion by 2033, growing at a CAGR of 9.5% from 2026 to 2033, driven by rising demand for multi-speed and urban commuting bikes.^[31]^[32]^[33] Variations include single-speed freewheels, which provide a simple, lightweight option for urban or track cycling without gear shifting complexity, and switchable designs that allow conversion between fixed-gear and freewheel modes for versatility. One such innovation is detailed in US Patent 20170096030A1, which describes a freewheel assembly that can be reversibly switched via a mechanism altering the ratchet engagement.^[34]^[35]

Vehicle Transmissions and Engine Starters

In automatic transmissions, overrunning clutches function as freewheels to enable direct drive modes without parasitic drag from the engine, allowing the output shaft to rotate faster than the input during certain gear engagements and facilitating smoother shifts by decoupling components when not needed.^[36] These mechanisms are integral to planetary gearsets in many automatic systems, where they prevent unnecessary torque transmission and reduce wear during coasting or deceleration.^[37] In engine starter systems, freewheels, typically implemented as overrunning clutches, protect the starter motor by disengaging it once the engine ignites and accelerates under its own power, preventing the armature from overspeeding. Starter motors operate at approximately 4,000 RPM to crank the engine at ~200 RPM, but without this disengagement, the starter motor's armature could overspeed to up to 30,000 RPM as the engine accelerates to idle, destroying the starter components almost immediately.^[38] This integration ensures reliable starts by limiting the starter's exposure to excessive rotational forces post-ignition.^[38] Sprag clutches, a type of freewheel, are commonly integrated into torque converters in automatic transmissions to manage torque multiplication by holding the stator stationary during low-speed acceleration while allowing it to freewheel at higher speeds when fluid flow reverses.^[24] This one-way action optimizes power transfer and efficiency in the fluid coupling. For enhanced vehicle maneuverability, concepts like the gearless bi-freewheel differential have been proposed, using dual freewheeling mechanisms to independently control wheel speeds without traditional gears, as outlined in a 2015 innovative design that improves turning radius and traction. The use of freewheels in starter systems can reduce overall engine startup time by approximately 20-30% in advanced start-stop configurations by minimizing re-engagement delays and allowing smoother transitions to idle.^[39] In modern electric vehicles (EVs), patents for switchable freewheels address regenerative braking challenges by selectively bypassing the freewheeling mode to enable direct motor-to-wheel coupling for energy recovery, preventing drag losses during deceleration while permitting coasting when regen is not desired.^[40] Roller clutches, suitable for high-RPM applications, are often employed in these EV systems for their compact design and reliable one-way torque handling.^[24]

Agricultural Equipment and Differentials

In agricultural tractors, freewheels integrated into the power take-off (PTO) system function as one-way drives, preventing implements from back-driving the tractor during overload conditions or sharp turns.^[41] This mechanism allows the PTO to disengage and freewheel, enhancing operator safety by avoiding sudden torque reversal that could cause loss of control.^[42] Overrunning clutches in these setups absorb implement inertia, protecting the tractor's driveline from damaging torque spikes and enabling quick stops without mechanical strain.^[42] Freewheel differentials represent an innovative application in agricultural and light vehicle designs, particularly sprag-type variants that replace traditional geared systems to improve maneuverability. A 2025 design introduces a sprag-type freewheel differential for tricycles and similar vehicles, allowing independent rear wheel rotation during turns to reduce scrubbing and resistance without complex gearing.^[43] These differentials protect the driveline from torque spikes by enabling unidirectional power flow, while bi-freewheel configurations provide independent wheel control for precise torque distribution in uneven terrain.^[44] Modern advancements emphasize gearless differentials to minimize complexity and maintenance in heavy machinery. A 2015 study proposes a gearless bi-freewheel differential mechanism, leveraging dual freewheels on an intermediate shaft for seamless torque splitting and reduced parts count compared to conventional bevel gear setups.^[44] In harvesters, such as potato models, cam clutch freewheels ensure reliable continuous operation by preventing back-drive during variable loads and field navigation, supporting uninterrupted harvesting cycles.^[45]

Helicopters and Autorotation

In helicopter rotor systems, the freewheeling unit functions as a critical one-way clutch within the main gearbox, automatically disengaging the engine from the main rotor during a power failure to enable autorotation. This disengagement occurs when engine revolutions per minute (RPM) fall below main rotor RPM, preventing the decelerating engine from dragging down the rotor and allowing upward airflow—generated by the helicopter's descent—to drive the rotor blades, thereby maintaining rotational momentum for lift and control.^[46]^[47] These units are typically designed as high-torque sprag or roller clutches, with sprag types using wedging elements for precise engagement and roller types employing cylindrical rollers on ramps for overrunning capability, both rated to transmit torques well above 1,000 Nm (e.g., up to 2,258 Nm in tested configurations) while operating at speeds up to 20,000 RPM.^[13] The design ensures the main rotor RPM does not decay below approximately 90% of its normal operating range during the initial disengagement phase, preserving sufficient kinetic energy for safe maneuvering.^[46] Freewheeling units are mandatory components in all FAA-certified helicopters, as they form an essential safety feature for emergency procedures.^[47] The primary safety role of the freewheeling unit is to facilitate a controlled autorotative descent, typically at rates of 800 to 1,600 feet per minute depending on factors such as gross weight, airspeed, and density altitude, allowing pilots to glide toward a suitable landing site while modulating collective pitch to manage rotor RPM and flare for touchdown.^[48] In certain helicopter configurations, such as those with interconnected drive systems, freewheeling units are also integrated into tail rotor drives to provide anti-torque during powered flight while disengaging in autorotation, preventing the tail rotor from back-driving the main rotor and ensuring directional stability.^[46] For emerging electric helicopters, modern enhancements include variable freewheel designs that adapt engagement characteristics to optimize efficiency in hybrid or all-electric powertrains, supporting sustained autorotative capability without traditional engine inertia.^[49]

History

Invention and Early Developments

The freewheel was invented in 1869 by William Van Anden of Poughkeepsie, New York, who received U.S. Patent No. 88,238 for a ratchet mechanism integrated into the rear hub of a velocipede, enabling the wheel to freewheel when the pedals stopped.^[50] Early prototypes consisted of simple pawl devices that engaged internal ratchets to transmit power in one direction while allowing coasting in the other.^[4] By the late 1890s, freewheels achieved widespread adoption in bicycles, particularly following their introduction to safety bicycles in Europe and the United States, where they permitted riders to coast without continuous pedaling.^[51] Initial applications extended beyond cycling. Key milestones in the early 20th century included the integration of overrunning clutches—essentially freewheels—into automotive starter systems to prevent engine overrun. The Bendix drive, invented by Vincent Bendix around 1910 and patented in 1916, and first implemented in the 1914 Chevrolet Series H, featured an integral freewheel that disengaged the pinion gear once the engine started.^[52]^[53] Basic ratchet-based designs remained dominant in freewheel implementations through the pre-1920 period, valued for their simplicity and reliability in both bicycles and machinery.^[4] Early freewheels encountered significant challenges from material limitations, as the soft steel used in pawls and ratchets suffered from rapid wear under load, necessitating frequent maintenance.^[7] The first major commercial products, such as those from Ernst Sachs introduced in 1898, addressed these issues through improved manufacturing, marking the transition from prototypes to mass-produced components.^[4]

20th and 21st Century Advancements

In the early 20th century, advancements in freewheel technology built upon foundational designs like the Van Anden clutch by introducing multi-sprocket configurations for bicycles, enabling smoother gear transitions and broader gear ranges. A notable development occurred in 1924 when French company Le Cyclo patented a derailleur system incorporating a two-sprocket freewheel.^[54] By the mid-20th century, freewheel mechanisms evolved significantly in automotive and aviation applications. In the 1950s, sprag clutches—advanced overrunning freewheels—were integrated into automatic transmissions, providing reliable one-way torque transmission and enabling seamless gear shifts under load, as pioneered by BorgWarner in models like the 1961 Model 35. Post-World War II, freewheel units became standard in helicopters to support autorotation, allowing rotors to decouple from the engine during power loss and sustain lift through airflow, a critical safety feature in emerging turbine-powered designs like the Sikorsky H-19.^[55] Further bicycle-specific refinements emerged in the 1960s, with SunTour introducing improved freewheel designs featuring closer sprocket spacing and beveled teeth for enhanced shifting performance, as seen in their 1964 five-speed models that reduced chain friction and improved durability.^[56] Entering the 21st century, innovations focused on versatility and efficiency. A 2017 U.S. patent described a switchable freewheel assembly for bicycles, allowing reversible operation between fixed-gear and freewheeling modes via a simple mechanical toggle, enhancing adaptability for urban and track riding.^[35] Recent developments include sprag-based differentials for tricycles, detailed in a 2025 engineering study, which employ sprag freewheels on a hollow shaft to allow independent wheel speeds during turns while transmitting torque efficiently, with a capacity of 500 Nm and reduced complexity compared to geared systems.^[57] Contemporary trends emphasize advanced materials and electrification integration. Titanium alloys have been adopted in high-end bicycle freewheels for their superior strength-to-weight ratio—45% lighter than steel—reducing overall component mass while maintaining durability, as exemplified in models like the Regina Super Star Titanio.^[58] In electric vehicles, sprag freewheel clutches are increasingly integrated into drivetrains to minimize drag during coasting and optimize regenerative braking, potentially extending battery life by up to 10% by disengaging the motor when not generating power.^[59] The bicycle freewheel market reflects these advancements, projected to grow from approximately $130 million in 2025 to $179 million by 2031, driven by demand for lightweight, multi-speed components in e-bikes and performance cycling.^[60]

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The main aim of this paper is to introduce an Innovative concept of Gearless Bi-Freewheel Differential Mechanism. Its design and Stress Analysis on the CAD ...
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Tsubaki Cam Clutch / Freewheel chips in for potato harvester reliability
Feb 25, 2021 · To enhance its machinery, one global manufacturer approached Tsubaki to provide their Cam Clutches or freewheels to support a new model ...
[48]
[PDF] Chapter 4 - Helicopter Components, Sections, and Systems
The freewheeling unit automatically disengages the engine from the main rotor when engine revolutions per minute (rpm) is less than main rotor rpm.
[49]
[PDF] Helicopter Flying Handbook (FAA-H-8083-21B) - Chapter 11
Essentially, the freewheeling unit disengages anytime the engine revolutions per minute (rpm) is less than the rotor rpm. At the instant of engine failure, the ...
[50]
What is the typcial descent rate of a helicopter?
Dec 9, 2017 · This amounts to a Rate of Descent between 800 and 1100 ft/min. Maximum allowable ROD at that speed is 1600 ft/min which is marked as ...Autorotation: Positive Pitch during descent phase possible?Why is *vertical* autorotation in a helicopter not recommended?More results from aviation.stackexchange.com
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[PDF] Comprehensive Modeling and Analysis of Rotorcraft Variable Speed ...
loads for tens of hours for long endurance variable speed rotor helicopters. It is necessary to balance the benefits and side effects of fluidlastic dampers ...
[52]
[PDF] W, WAN ANDEN, - Velocipede - Googleapis.com
W, WAN ANDEN,. Velocipede,. No. 88,238,. Patented March 23, 1869,. Aéreapper. Page 2. UNITED STATES PATENT OFFICE. WILLIAM VAN ANDEN, OF POUGHKEEPSIE, NEW YORK.Missing: bicycle | Show results with:bicycle
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A Short History of the Bicycle Coaster Brake - Doug Barnes
May 25, 2018 · The bicycle freewheel was patented by William Van Anden in 1869. ... invention of the safety bicycle and rediscovery of the freewheel ...
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YE OLD TIME HORSE POWER THRESHING DAYS - Farm Collector
Home-built threshers' cook shack dating to late 1800s unearthed in rural Missouri shed.
[55]
Origins of the 'Bendix' starter - Underhood Service
Mar 4, 2015 · The first car to use the Bendix drive starter was the 1914 Chevrolet Series H. Within five years, the Bendix drive starter became the standard ...
[56]
Cyclo derailleurs - Disraeli Gears
In 1924 Bouillier patented the design of a touring derailleur which again used a rotating control ring causing lateral movement using a peg and a helically ...
[57]
Company History - Formsprag Clutch
The first "Formsprag sprag clutch" was developed as part of a cooperative effort between Ohio State University and the Gear Grinding Machine Company of Detroit, ...
[58]
Helicopter Crashes Caused by Freewheel Disengagements
Jan 24, 2012 · Autorotation is enabled by inserting a freewheel between the engine and the rotor. The freewheel locks the engine to the rotor when the engine ...
[59]
SunTour freewheel parts - South Salem Cycleworks
Suntour's business really took off with its introduction of the slant parallelogram rear derailleur in 1964. This innovation, upon which all modern derailleurs ...
[60]
(PDF) Design of Freewheel Differential - ResearchGate
Feb 9, 2025 · In this paper, sprag-type freewheel differential is an innovative mechanism designed to enhance the performance and manoeuvrability of tricycles.<|control11|><|separator|>
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Why Titanium Frames: Van Nicholas' Considered Choice for Cycling ...
Titanium is 45% lighter than steel. This lightness makes titanium an excellent material for bicycle frames because it minimizes weight without compromising ...
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Freewheel Clutches for Electric Vehicle Motors | GMN Bearing USA
A GMN Sprag clutch can extend battery life up to ~10% when properly integrated into a vehicle design. This is ensuring little to no electrical drag.Missing: differentials tricycles
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https://www.marketresearchreports.com/lpi/global-bicycle-freewheel-market-growth-2025-2031