DESC:FIELD OF THE INVENTION
Embodiments of the present invention generally relate to transmission systems and assemblies and more particularly to an a one-way clutch assembly for transmission system of a vehicle.
BACKGROUND OF THE INVENTION
One-way clutches are specialized mechanical devices that allow the transmission of rotational motion in a single direction while preventing it in the opposite direction. These are integral components in various machines and applications, ranging from automotive transmissions in vehicles to industrial machinery and even household appliances like washing machines. The one-way clutch is a crucial element that ensures the efficient and precise operation of rotational systems, acting as an intermediary between different moving parts to control torque and speed.
Traditional designs of one-way clutches often incorporate ball or spherical bearings to facilitate the unidirectional rotation. The bearings, typically arranged between an inner and outer race, serve as the primary elements for transmitting torque. These types of bearings provide point contact, allowing for relatively simple manufacturing and assembly processes. The design's ubiquity lies in its simplicity, and it has been widely adopted for a range of applications across various industries.
Despite the widespread usage of existing one-way clutches with ball or spherical bearings, several limitations and drawbacks persist. Firstly, the point-contact nature of ball bearings makes them ill-suited for high-torque and high-speed applications, as they are unable to adequately bear and distribute the increased load. Secondly, there is often a lack of availability of bearings that can simultaneously handle both high torque and high RPM, forcing designers into compromises that may not meet all application needs. Additionally, these designs require stringent dimensional control for mating parts, escalating manufacturing complexity and costs. The probability of failure increases during high impact torque conditions, such as those encountered in automotive applications while riding. Assembly of the bearing component itself can be intricate and labor-intensive. Moreover, the entire gear system design becomes intricately tied to the clutch and bearing design, limiting flexibility and innovations in gear mechanisms. These challenges point towards the need for a more robust, versatile one-way clutch assembly, capable of overcoming these limitations.
As a result, there is a need for a one-way clutch assembly for transmission system of a vehicle, that can ensure safe and efficient torque transmission even for a high RPM and high torque requirements. Such a mechanism should overcome all the challenges and not suffer from the above-mentioned deficiencies.
OBJECT OF THE INVENTION
A primary objective of the present invention is to provide a one-way clutch assembly for transmission system of a vehicle, that can ensure safe and efficient torque transmission even for a high RPM and high torque requirements.
Another object of the invention is to provide a customized design capable of handling both high torque and high RPM as required, thus offering superior performance compared to traditional one-way clutches that are limited by either high speed or high torque constraints.
Yet another object of the invention is to obviate the need for stringent dimensional accuracy in the manufacture of component parts, thereby simplifying the manufacturing process and reducing the associated costs, all without compromising the clutch's performance.
Yet another object of the invention is to minimize, if not eliminate, the likelihood of failure during high impact torque conditions, thereby enhancing the durability and reliability of the one-way clutch assembly over existing designs.
Yet another object of the invention is to facilitate ease of assembly by allowing sidewise fitment with gears, reducing both time and complexity when integrating the clutch into larger mechanical systems.
Yet another object of the invention is to create a one-way clutch assembly whose design is independent of the gear system, thereby allowing greater flexibility and innovation in gear mechanisms without necessitating changes to the clutch assembly.
SUMMARY OF THE INVENTION
The present invention is described hereinafter by various embodiments. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiment set forth herein.
According to one aspect of the invention, there is provided a one-way clutch assembly connected to a primary gear and an input shaft. The one-way clutch assembly comprises an upper casing configured to house and secure internal components, the upper casing being fixedly attached to a housing. The housing has a plurality of grooves formed on its inner periphery and is securely attached to the upper casing, being configured for sidewise attachment to the primary gear. A plurality of cylindrical roller bearings are positioned within the grooves of the housing, each of the roller bearings being in rolling engagement with the housing and the input shaft. These roller bearings provide line contact to enhance load-bearing capability and enable unidirectional rotation. The assembly further includes a one-way clutch plate mounted adjacent to the roller bearings. The clutch plate is rotatably engaged with the roller bearings and is configured to interact with the input shaft to transmit torque in a first rotational direction while locking against rotation in a second, opposite direction. Additionally, a plurality of screws secures the upper casing, housing, and clutch plate together, maintaining the structural integrity of the assembly under operational loads.
In accordance with an embodiment of the present invention, the upper casing and housing are made from a hardened steel material, providing enhanced durability and resistance to wear under high-torque conditions.
In accordance with an embodiment of the present invention, the cylindrical roller bearings have a diameter ranging from 10 mm to 11 mm and a height ranging from 11 mm to 12 mm, and they are configured to provide line contact for increased load-bearing capacity and reduced friction.
In accordance with an embodiment of the present invention, the upper casing has an outer diameter ranging from 85 mm to 90 mm and an inner diameter ranging from 85 mm to 88 mm, with a thickness ranging from 5 mm to 7 mm.
In accordance with an embodiment of the present invention, the one-way clutch plate has an outer diameter ranging from 88 mm to 92 mm and an inner diameter ranging from 40 mm to 45 mm, with a thickness ranging from 5 mm to 7 mm.
In accordance with an embodiment of the present invention, the housing is provided with a plurality of holes for securing the assembly, the holes having a diameter ranging from 6 mm to 7 mm.
In accordance with an embodiment of the present invention, the screws securing the upper casing, housing, and clutch plate are made of high-tensile steel to maintain structural integrity under varying torque loads.
In accordance with an embodiment of the present invention, the grooves on the inner periphery of the housing are configured to match the dimensions of the cylindrical roller bearings to ensure optimal alignment and smooth rotational engagement.
In accordance with an embodiment of the present invention, the sidewise attachment configuration of the housing allows for simplified installation and maintenance of the assembly within the transmission system.
According to another aspect of the invention, there is provided a transmission system for a vehicle. The transmission system comprises an input shaft configured to receive rotational power from an engine. The system includes a primary gear mounted on the input shaft, which is configured to transmit torque. The secondary gear is configured to mesh with the primary gear to facilitate torque transfer. The system further comprises a one-way clutch assembly connected to the primary gear and the input shaft. The one-way clutch assembly comprises an upper casing configured to house and secure internal components, the upper casing being fixedly attached to a housing. The housing has a plurality of grooves formed on its inner periphery and is securely attached to the upper casing, being configured for sidewise attachment to the primary gear. A plurality of cylindrical roller bearings are positioned within the grooves of the housing, each of the roller bearings being in rolling engagement with the housing and the input shaft. These roller bearings provide line contact to enhance load-bearing capability and enable unidirectional rotation. The assembly further includes a one-way clutch plate mounted adjacent to the roller bearings. The clutch plate is rotatably engaged with the roller bearings and is configured to interact with the input shaft to transmit torque in a first rotational direction while locking against rotation in a second, opposite direction. Additionally, a plurality of screws secures the upper casing, housing, and clutch plate together, maintaining the structural integrity of the assembly under operational loads. The transmission system includes a plurality of bearings and seals positioned to support the input shaft, primary gear, and secondary gear, ensuring smooth rotational engagement and minimized friction within the transmission system.
Further, rotational power is transmitted from the input shaft to the primary gear through the one-way clutch assembly, which engages the roller bearings and the clutch plate to transmit torque in a first rotational direction and prevents reverse rotation. This configuration allows the secondary gear to receive and further transmit the unidirectional torque.
BRIEF DESCRIPTION OF THE DRAWINGS
So that the manner in which the above recited features of the present invention can be understood in detail, a more particular description of the invention, briefly summarized above, may have been referred by embodiments, some of which are illustrated in the appended drawings. It is to be noted, however, that the appended drawings illustrate only typical embodiments of this invention and are therefore not to be considered limiting of its scope, for the invention may admit to other equally effective embodiments. These and other features, benefits, and advantages of the present invention will become apparent by reference to the following text figure, with like reference numbers referring to like structures across the views, wherein:
Figure 1A-1B illustrates a transmission system of a vehicle including a one-way clutch assembly from left-side and right-side perspective views, in accordance with an embodiment of the present invention;
Figure 2 illustrates an exploded view of the one-way clutch assembly of the transmission system of fig. 1A-1B, in accordance with an embodiment of the present invention; and
Figure 3 illustrates a sectional view of one-way clutch assembly in operation, showing sideways fitment detail, in accordance with an embodiment of the present invention.
DETAILED DESCRIPTION OF THE DRAWINGS
The present invention is described hereinafter by various embodiments with reference to the accompanying drawing, wherein reference numerals used in the accompanying drawing correspond to the like elements throughout the description.
While the present invention is described herein by way of example using embodiments and illustrative drawings, those skilled in the art will recognize that the invention is not limited to the embodiments of drawing or drawings described and are not intended to represent the scale of the various components. Further, some components that may form a part of the invention may not be illustrated in certain figures, for ease of illustration, and such omissions do not limit the embodiments outlined in any way. It should be understood that the drawings and detailed description thereto are not intended to limit the invention to the particular form disclosed, but on the contrary, the invention is to cover all modifications, equivalents, and alternatives falling within the scope of the present invention as defined by the appended claim. As used throughout this description, the word "may" is used in a permissive sense (i.e. meaning having the potential to), rather than the mandatory sense, (i.e. meaning must). Further, the words "a" or "an" mean "at least one” and the word “plurality” means “one or more” unless otherwise mentioned. Furthermore, the terminology and phraseology used herein is solely used for descriptive purposes and should not be construed as limiting in scope. Language such as "including," "comprising," "having," "containing," or "involving," and variations thereof, is intended to be broad and encompass the subject matter listed thereafter, equivalents, and additional subject matter not recited, and is not intended to exclude other additives, components, integers or steps. Likewise, the term "comprising" is considered synonymous with the terms "including" or "containing" for applicable legal purposes.
Figure 1A-1B illustrates a transmission system (100) of a vehicle including a one-way clutch assembly (1) from left-side and right-side perspective views, in accordance with an embodiment of the present invention. Figure 1B covers the components that are not visible in figure 1A. The vehicle referred herein may be selected from any of the, two or more wheeled vehicles such as, but not limited to, bikes, scooters, cars, commercial vehicles, electric vehicles, hybrid vehicles etc. As shown in figure 1A-1B, starting from the input side, an input shaft is provided. The input shaft (18) is the primary component responsible for accepting rotational power from the engine. Connected to the input shaft (18) is a Primary Gear-1 (19), which is the first in the series of gears designed for power transmission. The Primary Gear-1 (19) meshes a Secondary Gear-1 (14) on an output side, for enabling efficient torque transfer.
To ensure smooth operation and minimized friction, various bearings and seals are incorporated in the system. The input shaft (18) is supported by a bearing, which is adjacent to a shim that aids in axial alignment. The Primary Gear-1 (19) is adjacent to a Primary Gear-2 (22), which meshes with a Secondary Gear-2 (15). All these gears are lubricated by Bearing Oil (23) and sealed by a Seal (24) to prevent leakage.
The unique one-way clutch assembly (1) is provided as a side-fit to Primary Gear-1 (19). This assembly consists of three main components: One-way Clutch Bearing (9), One-way Clutch Plate (10), and Screw (11). This will be described in more detail in figure 2. These components are designed to allow rotation in a single direction and lock in the opposite direction. The one-way clutch assembly (1) is facilitated by a bearing (8) and is sealed by an Oil Seal (7) to prevent lubricant leakage. The one-way clutch bearing (9) is supported by another bearing (17), which itself is connected to the Output Shaft (16). The Output Shaft (16) is geared to Secondary Gear-1 (14) and Secondary Gear-2 (15), both of which are supported by bearings (13).
As can be seen from figures 1A-1B, the transmission system (100) is comprised of two linearly arranged sets of components. The first line which is the input side, includes components 7-10, 18, 19, and 22-24 inter connected to each other, and primarily involved in input, initial torque transmission, and one-way clutch operation. The second line which is the output side, features components 14-17, focusing on secondary torque transfer and output. The torque transfer takes place from the primary gears 1 and 2 (19, 22) mounted on the input shaft (18) to secondary gears-1 and 2 (14, 15) mounted on the output shaft (16).
Coming to the novel and inventive part of the present invention, Figure 2 illustrates an exploded view of the one-way clutch assembly (1) of the transmission system (100) of fig. 1A-1B, in accordance with an embodiment of the present invention.
The present invention is meticulously designed to overcome the inherent limitations of existing one-way clutches. Off-the-shelf one-way clutches generally offer limited flexibility to achieve high torque along with high RPM, which is often an inversely proportional relationship in conventional designs. However, in real-world applications like vehicle transmission, high torque is essential for the vehicle's initial rolling, and as the vehicle speeds up, transmission torque decreases while RPM increases. To address this issue without compromising transmission performance, the invention provides the ability to fine-tune both torque and RPM by adjusting the roller size and the wedge profile of the cage in the one-way clutch assembly (1).
As shown in Figure 2, the one-way clutch assembly (1) comprises two major components, i.e., the one-way clutch bearing and the one-way clutch plate, which are designed for enhanced performance and easier maintenance.
Firstly, the one-way clutch bearing (9) is subdivided into three essential parts: an Upper Casing (9.1) made of CRCA/HRC Sheet, typically having an outer diameter in the range of 85 mm to 89 mm, with a thickness between 5 mm and 10 mm. The Upper Casing (9.1) features multiple holes with a diameter of approximately 6.65 mm to accommodate securing screws. The next part is a Housing (9.2) composed of hardened steel, which also has an outer diameter generally ranging from 85 mm to 87 mm, with a similar thickness as the Upper Casing (9.1). The housing (9.2) is designed in a manner to have a plurality of grooves (9.4) on an inner periphery to receive the cylindrical roller bearing (9.3). The Roller Bearings (9.3), crafted from hardened steel, typically have a diameter of approximately 10.3 mm and a height of around 11.5 mm. The housing (9.2) also includes a plurality of holes (9.5) to receive the screws (11). In this manner, a portion of roller bearings (9.3) stays in the respective plurality of grooves (9.4) on one side, while the roller bearings (9.5) get in contact with the input shaft (18) on the other side. Unlike traditional ball bearings that offered a point contact, the Roller Bearings (9.3) as shown in Figure 2 provide a line contact. This design innovation significantly improves the load-bearing capability of the one-way clutch bearing, aligning with the goal of achieving high torque and RPM simultaneously.
Next in the assembly (1) is the one-way Clutch Plate (10), which is manufactured from hardened steel for maximum durability and efficient torque transmission. The Clutch Plate (10) typically has an outer diameter in the range of 87 mm to 90 mm, with a thickness of around 5 mm to 10 mm. This plate is engineered to work seamlessly with the Roller Bearings (9.3) and the Housing (9.2) to ensure unidirectional rotation and effective locking for reverse rotation.
Finally, the assembly is held together by the Screws (11), fabricated from steel. These screws (11) provide the structural integrity required for the one-way clutch assembly (1) to operate under varying conditions of torque and speed.
For easier understanding of the skilled addressee, we now provide some exemplary design specifications for the one-way clutch assembly (1) that may be used to manufacture/produce the invention. It will be understood for a person skilled in the art that the these specifications, materials and dimensions are only exemplary, and should not be considered to have a limiting effect. The dimensions are scalable according to the requirements of the final application where the one-way clutch assembly (1) is to be used.
The one-way clutch assembly (1) is designed to reach a maximum torque capacity of approximately, but not limited to, 1100 N/m and rotational speeds up to around, but not limited to, 6000 RPM. These performance parameters can be tailored to specific needs through various design modifications, including, but not limited to, adjustments in the roller diameter and the number of roller stoppers in the One-Way Clutch Bearing (9).
The bearing assembly itself comprises three main parts: the Upper Casing (9.1) is made of materials including, but not limited to, CRCA/HRC Sheet, with an outer diameter of 89 mm, an inner diameter of 87 mm, and a thickness of 6 mm. It features holes with a diameter of 6.65 mm to accommodate securing screws. The Housing (9.2) is manufactured from materials such as, but not limited to, hardened steel, with an outer diameter of 87 mm, an inner diameter of 85 mm, and a thickness of 6 mm. The housing (9.2) is designed in a manner to have a plurality of grooves (9.4) on an inner periphery to receive the cylindrical roller bearing (9.3). The Roller Bearings (9.3), crafted from hardened steel, typically have a diameter of 10.3 mm and a height of 11.5 mm. These material choices and engineering nuances permit the one-way clutch assembly to sustain both high torque and high RPM, thereby addressing the limitations of existing systems.
The One-way Clutch Plate (10) is constructed from materials including, but not limited to, hardened steel, with an outer diameter of 90 mm, an inner diameter of 42.2 mm, and a thickness of 6 mm, to ensure durability and efficient torque transmission. This plate is engineered to work seamlessly with the Roller Bearings (9.3) and the Housing (9.2) to ensure unidirectional rotation and effective locking for reverse rotation.
Lastly, the assembly is secured with Screws (11), which are made of materials such as, but not limited to, steel, ensuring the structural integrity under a wide range of operating conditions. Through these meticulous design options, the one-way clutch assembly is capable of offering both high torque and high RPM capabilities without compromising on overall transmission performance.
Method of Operation:
Figure 3 illustrates a sectional view of one-way clutch assembly in operation, showing sideways fitment detail, in accordance with an embodiment of the present invention.
As shown in figure 3, the operation of the one-way clutch assembly (1) begins with the power generated by the vehicle's engine, which is transmitted to the Input Shaft (18). This rotational power is then conveyed to Primary Gear-1 (19), which is directly connected to the Input Shaft (18). Primary Gear-1 (19) meshes with Secondary Gear-1 (14), facilitating the initial stage of torque transfer.
At this point, the one-way clutch assembly (1) assumes a critical role by functioning as a backstop or overrunning clutch. The key components involved, including the Upper Casing (9.1), the Housing (9.2), and the Roller Bearings (9.3), collaborate to ensure torque is transmitted in only one direction. This unidirectional transmission is achieved through the specific material properties and the precise design of these components.
When the vehicle is in motion and requires high torque for initial acceleration, the Roller Bearings (9.3) within the one-way clutch bearing (9) engage with the One-way Clutch Plate (10). This engagement, facilitated by the line contact design of the roller bearings, effectively prevents reverse rotation, ensuring that torque is directed solely in the intended direction. As the vehicle reaches higher speeds and the RPM increases, the one-way clutch bearing (9) allows the system to freewheel or overrun in the opposite direction. This prevents any back-driving forces from negatively impacting the system, thus maintaining smooth operation.
Throughout this process, the assembly is securely held together by Screws (11), which are fabricated from durable materials such as steel. These screws are critical in maintaining the structural integrity of the one-way clutch assembly, even under the high torque and high RPM conditions encountered during vehicle operation.
In summary, the one-way clutch assembly (1), through its innovative design and precise component interactions, ensures effective torque transmission in one direction while permitting freewheeling in the opposite direction. This design adeptly meets the demands of high torque and high RPM in a vehicle's transmission system.
The invention of this one-way clutch assembly (1) presents multiple advantages that significantly improve upon the limitations of existing systems:
1. Customized Design for High Torque & High RPM: One of the most significant benefits of this invention is its ability to be customized for specific performance needs, including but not limited to high torque and high RPM. By fine-tuning elements like the roller size and the wedge profile of the cage, the one-way clutch can meet or exceed a wide range of performance criteria, making it versatile for different applications.
2. Reduced Need for High Dimensional Accuracy: Unlike traditional designs that require stringent dimensional control for mating parts, this invention relaxes those demands. The engineering choices in the assembly components mean that high dimensional accuracy is not as critical, thereby reducing manufacturing complexities and costs.
3. Low Probability of Failure: The innovative design elements significantly reduce the likelihood of failure when compared to existing designs. The line contact provided by the roller bearings, as opposed to the point contact in traditional designs, offers enhanced load-bearing capabilities, making the system more reliable even under strenuous conditions.
4. Ease of Assembly: The sidewise fitment of the one-way clutch with the gear simplifies the assembly process. This design choice ensures that the assembly is straightforward, thereby saving both time and labor costs during the installation phase.
5. Gear Design Independence: One of the standout features of this invention is that it does not impose constraints on the gear design. This independence provides greater flexibility for engineers and designers when incorporating the one-way clutch assembly into existing or new transmission systems.
By incorporating these advantages, the one-way clutch assembly offers a comprehensive solution to the challenges and limitations of existing designs, making it a highly effective and versatile component in mechanical and automotive applications.
The different implementations provided above are not limiting and are only illustrative examples of the different scope of the present subject matter. Other implementations apparent to a person skilled in the art are also included within the scope of the present subject matter.
Various modifications to these embodiments are apparent to those skilled in the art from the description and the accompanying drawings. The principles associated with the various embodiments described herein may be applied to other embodiments. Therefore, the description is not intended to be limited to the embodiments shown along with the accompanying drawings but is to be providing broadest scope of consistent with the principles and the novel and inventive features disclosed or suggested herein. Accordingly, the invention is anticipated to hold on to all other such alternatives, modifications, and variations that fall within the scope of the present invention and the appended claims.
,CLAIMS:We Claim:
1. A one-way clutch assembly (1) for a transmission system (100) of a vehicle, the one-way clutch assembly (1) comprising:
an upper casing (9.1) configured to house and secure internal components, the upper casing (9.1) being fixedly attached to a housing (9.2);
the housing (9.2) having a plurality of grooves (9.4) formed on its inner periphery, the housing (9.2) being securely attached to the upper casing (9.1) and configured for sidewise attachment to the primary gear (19);
a plurality of cylindrical roller bearings (9.3) positioned within the grooves (9.4) of the housing (9.2), each of the roller bearings (9.3) being in rolling engagement with the housing (9.2) and the input shaft (18), providing line contact to enhance load-bearing capability and enable unidirectional rotation;
a one-way clutch plate (10) mounted adjacent to the roller bearings (9.3), the clutch plate (10) being rotatably engaged with the roller bearings (9.3) and configured to interact with the input shaft (18) to transmit torque in a first rotational direction while locking against rotation in a second, opposite direction;
a plurality of screws (11) securing the upper casing (9.1), housing (9.2), and clutch plate (10) together, maintaining the structural integrity of the assembly (1) under operational loads.
2. The one-way clutch assembly (1) as claimed in claim 1, wherein the upper casing (9.1) and housing (9.2) are made from a hardened steel material, providing enhanced durability and resistance to wear under high-torque conditions.
3. The one-way clutch assembly (1) as claimed in claim 1, wherein the cylindrical roller bearings (9.3) have a diameter ranging from 10 mm to 11 mm and a height ranging from 11 mm to 12 mm, and are configured to provide line contact for increased load-bearing capacity and reduced friction.
4. The one-way clutch assembly (1) as claimed in claim 1, wherein the upper casing (9.1) has an outer diameter ranging from 85 mm to 90 mm and an inner diameter ranging from 85 mm to 88 mm, with a thickness ranging from 5 mm to 7 mm.
5. The one-way clutch assembly (1) as claimed in claim 1, wherein the one-way clutch plate (10) has an outer diameter ranging from 88 mm to 92 mm and an inner diameter ranging from 40 mm to 45 mm, with a thickness ranging from 5 mm to 7 mm.
6. The one-way clutch assembly (1) as claimed in claim 1, wherein the housing (9.2) is provided with a plurality of holes (9.5) for securing the assembly, the holes having a diameter ranging from 6 mm to 7 mm.
7. The one-way clutch assembly (1) as claimed in claim 1, wherein the screws (11) securing the upper casing (9.1), housing (9.2), and clutch plate (10) are made of high-tensile steel to maintain structural integrity under varying torque loads.
8. The one-way clutch assembly (1) as claimed in claim 1, wherein the grooves (9.4) on the inner periphery of the housing (9.2) are configured to match the dimensions of the cylindrical roller bearings (9.3) to ensure optimal alignment and smooth rotational engagement.
9. The one-way clutch assembly (1) as claimed in claim 1, wherein the sidewise attachment configuration of the housing (9.2) allows for simplified installation and maintenance of the assembly within the transmission system.
10. A transmission system (100) for a vehicle, comprising:
an input shaft (18) configured to receive rotational power from an engine;
a primary gear (19) mounted on the input shaft (18) and configured to transmit torque;
a secondary gear (14) configured to mesh with the primary gear (19) to facilitate torque transfer;
a one-way clutch assembly (1) connected to the primary gear (19) and the input shaft (18), comprising:
an upper casing (9.1) configured to house and secure internal components, the upper casing (9.1) being fixedly attached to a housing (9.2);
the housing (9.2) having a plurality of grooves (9.4) formed on its inner periphery, the housing (9.2) being securely attached to the upper casing (9.1) and configured for sidewise attachment to the primary gear (19);
a plurality of cylindrical roller bearings (9.3) positioned within the grooves (9.4) of the housing (9.2), each of the roller bearings (9.3) being in rolling engagement with the housing (9.2) and the input shaft (18), providing line contact to enhance load-bearing capability and enable unidirectional rotation;
a one-way clutch plate (10) mounted adjacent to the roller bearings (9.3), the clutch plate (10) being rotatably engaged with the roller bearings (9.3) and configured to interact with the input shaft (18) to transmit torque in a first rotational direction while locking against rotation in a second, opposite direction;
a plurality of screws (11) securing the upper casing (9.1), housing (9.2), and clutch plate (10) together, maintaining the structural integrity of the assembly (1) under operational loads;
a plurality of bearings and seals positioned to support the input shaft (18), primary gear (19), and secondary gear (14), ensuring smooth rotational engagement and minimized friction within the transmission system;
wherein rotational power is transmitted from the input shaft (18) to the primary gear (19), through the one-way clutch assembly (1) which engages the roller bearings (9.3) and the clutch plate (10) to transmit torque in a first rotational direction, and prevents reverse rotation, thereby allowing the secondary gear (14) to receive and further transmit the unidirectional torque.