Rear wheel axle arrangement and multi-sprocket arrangement designed for this purpose

Abstract

Rear wheel axle arrangement (10) for a bicycle with - a rear axle (12) designed for attachment to a bicycle frame, - a hub body (18) rotatably mounted on the rear axle (12), - a multiple sprocket arrangement (40) interacting with a drive chain, and - a torque transmission arrangement (96) for directionally selective transmission of a torque from the multiple pinion arrangement (40) to the hub body (18) in order to drive the hub body (18), wherein the multiple pinion arrangement (40) is equipped with a plurality of pinions (421-42) 10 ) is formed with different numbers of teeth and comprises a base body (44) on which at least a part of the majority of the pinions (421-42) 10) is provided, wherein the multiple pinion assembly (40) is rotatably mounted on the rear axle (12) via a bearing arrangement, wherein the bearing arrangement further comprises two bearings (58, 90) by means of which the multiple pinion assembly (40) is supported on the rear axle (12), and wherein one of the bearings (58) is arranged radially within a smallest pinion (421) of the multiple pinion assembly (40), wherein the smallest pinion (421) has 10 teeth or less, and wherein the smallest pinion (421) is supported radially on the rear axle (12) via this bearing (58).

Description

[0001] The present invention relates to a rear wheel axle assembly for a bicycle having a multiple pinion assembly according to claim 1 and a corresponding multiple pinion assembly for such a rear wheel axle assembly according to the independent claim 18.

[0002] Various systems for attaching multiple pinion assemblies for bicycle gearshifts to rear wheel axles are known in the prior art. In one widely used system, a driver is rotatably mounted on the rear wheel axle of a bicycle via a bearing arrangement. The driver is in torque-transmitting engagement with the hub shell via a one-way clutch and allows torque transmission in one direction of rotation (drive direction), while being rotationally decoupled from the hub shell in the other direction to provide freewheeling. Such a driver is typically provided with a spline or a similar profile on its outer circumferential surface in order to be able to attach individual pinions or an assembly consisting of several pinions in a torque-transmitting manner. One such solution is shown, for example, in the prior art in document DE 199 15 436 A1.Comparable solutions are also shown in the documents JP S59-165 293 U, GB 2 177 628 A or EP 0 277 576 A2.

[0003] Although this system is widespread, it is increasingly reaching its limits and has considerable disadvantages. For example, the number of sprockets in highly developed bicycle gears, as is now used both in professional cycling and by recreational athletes, is increasing. In some cases, relatively large increments are used, but in particular relatively close increments are also used, for example to enable optimal gear ratios when riding on flat terrain or when riding in a group with a constant cadence. In both cases, i.e. when close increments with small gear ratio steps are required, or when large gear ratio steps are to be provided, there is a growing demand for very small sprockets, i.e. sprockets with 10 teeth or fewer.However, such small pinions can no longer be mounted on a conventional driver, so that auxiliary constructions are required, which usually require additional parts and are therefore complicated to construct and difficult to assemble.

[0004] In addition, the classic driver solution brings with it another fundamental problem with regard to power flow. It must be taken into account that the pinion, which is wrapped around the drive chain, is exposed to strong transverse forces acting along the chain during drive. These transverse forces must be absorbed by the rear wheel axle via the driver's bearings. In other words, with the conventional solution, the transverse forces must be transferred to the driver and from there via the bearing arrangement to the rear wheel axle. At the same time, however, the torque must also be transferred to the driver. This means that both the transverse forces caused by the chain force and the drive torque must be transmitted via one and the same "interface" between the pinion or pinion set and the driver. This interface is usually the spline toothing formed on the outer circumferential surface of the driver.It has been shown that this is disadvantageous because the transverse forces that occur lead to tension in the individual pinions, which can then have a negative effect on torque transmission.

[0005] The state of the art has already recognized that, despite its widespread use, the conventional solution involving a separately designed driver, to which individual pinions or a set of pinions are then attached, is disadvantageous. For this reason, alternatives were sought.

[0006] For example, document DE 20 2008 005 971 U1 shows an arrangement in which a pinion set is formed integrally with a tubular element. The tubular element, in turn, serves as a bearing on the rear wheel axle and has a functional section where torque is transmitted via the freewheel arrangement to the hub shell. While this solution may have advantages in terms of the bearing of the pinion set, it entails the fundamental problem that the force flow runs from the largest pinion through the entire pinion set to the smallest pinion and from there through the tube to the freewheel clutch. This means that the entire pinion set, especially the small pinions, must be relatively solid in order to be able to withstand this force flow over the long term. The bearing tube inside the pinion set must also be correspondingly solid.This means that the solution must be relatively solid and therefore heavy.

[0007] Document GB 2 289 507 A describes a multiple pinion arrangement in which a smaller-diameter pinion assembly is supported on a bearing via a sleeve. A larger-diameter pinion assembly is screwed directly onto the hub sleeve and does not have an additional bearing. This application leaves open whether and how a freewheel function is provided.

[0008] Document DE 10 2008 048 371 A1 describes a multiple pinion arrangement in which the conical pinion assembly, together with a pinion with the largest diameter designed as a transmission element, engages with the driver to transmit torque. The bearing is provided via the driver and is not further specified, nor is the freewheel function.

[0009] Document DE 10 2009 006 101 A1 also attempts to circumvent the conventional solution of a separate externally toothed driver. This solution again provides for a basic pinion set with a relatively large number of pinions, which must be designed accordingly massively for power transmission. In addition, a supplementary pinion set can be screwed onto this basic pinion set. However, it again becomes apparent that the entire force flow, particularly from the heavily stressed pinions with a large diameter, runs through a relatively long section of the pinion set, so that the entire pinion set must be designed accordingly massively even in the area of ​​smaller pinions, which leads to the aforementioned problem of a high overall weight of the assembly. Furthermore, it is not apparent that this solution actually takes the problem of accommodating very small pinions into account.The additional pinion set, which features smaller pinions and is screwed onto the main pinion set, is also designed to be radially positioned outside a tubular section of the main pinion set. This creates a similar situation to that of a conventional driver.

[0010] Finally, document FR 896 001 A shows a pinion assembly assembled from a multitude of individual parts. However, this assembly essentially pursues the idea of ​​arranging the small pinions, in particular, on a type of driver, which hampers their dimensioning with a small number of teeth.

[0011] It is an object of the present invention to provide a rear wheel axle assembly with a multiple pinion assembly of the type described at the outset and a multiple pinion assembly designed therefor, which takes into account the problems described above and is advantageous with regard to the arrangement and mounting of smaller pinions.

[0012] This object is achieved by a rear wheel axle arrangement having the features of claim 1 and a multiple pinion arrangement having the features of claim 18.

[0013] Further developments of the invention can be found in the dependent claims 2-17.

[0014] According to the invention, the base body is mounted directly on the rear wheel axle of the bicycle, i.e., without the interposition of a driver. Various bearing arrangements can be used for this purpose, for example, roller bearings or plain bearings, provided the latter are of sufficiently high quality. This makes it possible to form significantly smaller pinions on the base body, with correspondingly fewer teeth, than in the prior art, in which the driver for mounting the respective pinions is provided radially within the pinion set or radially within individual pinions. In this respect, the invention already meets the demand for small pinions with fewer teeth.

[0015] In addition, the invention has the further advantage that the power flow is optimized. The transverse forces transmitted to the respective pinion meshing with the drive chain can be transmitted directly and distributed between the two bearing sections of the base body and support ring on the rear wheel axle. This transverse force transmission and the associated power flow are independent of the torque transmission from the base body or support ring to the hub body. In other words, the interface for transverse force transmission is spatially separated from the interface for torque transmission, which brings considerable advantages. Deformations of individual pinions due to the transverse force applied by the chain are therefore irrelevant for torque transmission. In particular, transverse force-induced tensions can be prevented from occurring in the interface to the overrunning clutch or directly in the overrunning clutch.The interface between the multiple pinion assembly and the hub body for torque transmission can therefore be optimized specifically and solely for this torque transmission, without having to consider the associated transverse forces. In other words, the engagement formation, which is designed separately from the bearing section, can be optimized for torque transmission from the multiple pinion assembly to the hub body of the rear wheel. This also has advantages in terms of weight savings.

[0016] According to a further development of the invention, the engagement formation can be arranged radially outside the bearing section. This makes it possible to arrange the engagement formation in an area that is better suited to torque transmission than the radially relatively far inward area of ​​a driver according to the prior art. It should be taken into account that, due to the small lever arms, the forces that occur become greater the closer the engagement formation is to the axis of rotation. This principle can be exploited by the present invention in that the engagement formation is arranged in an area radially outside the bearing section, i.e. further out than in the prior art, in order to keep the magnitude of the forces that occur and the associated surface pressures, wear and unwanted deformations to a minimum.

[0017] A further development of the invention provides that the support ring has at least one recess as an engagement formation, which is designed to at least partially accommodate a torque transmission body for torque transmission. Alternatively, it is possible for the support ring to have at least one projection as an engagement formation, which is designed to cooperate with a corresponding recess on a torque transmission body for torque transmission. In this case, it is possible for the support ring and the torque transmission body to be in mutual engagement with a positive fit. The support ring and the torque transmission body can engage with each other in the axial direction or in the radial direction.

[0018] Furthermore, according to the invention, the torque transmission body can be provided with a freewheel, via which it can be connected to the hub body in a direction-selective manner to transmit torque. Again, the torque transmission body is specifically optimized for torque transmission. Consideration of the transverse forces that occur, as required for a driver according to the prior art, is not necessary in this context, particularly not in the area where the freewheel is arranged. The term "direction-selective" means that rotation in the drive direction causes torque transmission and allows freewheeling in the opposite direction.

[0019] A further development of the invention provides that the bearing section is designed to accommodate a bearing, in particular a rolling bearing. However, it is also possible for the bearing section to be designed to accommodate a bearing ring to which a bearing can be attached. In other words, the bearing section does not have to directly accommodate a bearing, for example, a rolling bearing. This can also be achieved by interposing a component such as the bearing ring, which is inserted into the bearing section with a fit.

[0020] Furthermore, it can be provided that the bearing ring can be inserted into the base body to secure it to the rear wheel axle. The bearing ring can, for example, serve as a securing element for the base body on the rear wheel axle.

[0021] In this context, a connecting tube can also be provided, extending from the support ring to the base body. This connecting tube can be subjected to tensile loads, in particular by screwing the bearing ring to a mating thread formation of the connecting ring via a thread formation. In this design, the connecting tube can therefore be used as a tensile body to axially brace the assembly. It is connected to the support ring at one end or integrally formed thereon, and at the other end, it serves, for example, to attach the bearing ring via the thread formation and the mating thread formation, which can be screwed together more or less tightly as required.

[0022] Furthermore, in this context, the bearing ring can be provided with a counter-engaging formation that can be brought into engagement with the engaging formation for torque transmission. This means that the bearing ring can be specifically designed as a torque transmission body that absorbs the torque from the support ring and transmits it to the overrunning clutch.

[0023] According to the invention, it is further possible for the base body to be conical and to have some of the plurality of pinions on its outer circumference. In this case, it can be provided that the base body is formed in one piece or is composed of a plurality of components that are firmly connected to one another. In this context, it is also possible for the support ring to be pressed, screwed, or glued to the base body. This results in a ready-to-assemble assembly that is designed according to the load. The large-diameter support ring can thus be made relatively stable. The less heavily stressed sections of the base body, which have pinions of smaller diameter, can be made correspondingly weaker and thus also lighter. In this context, it can be provided that at least one pinion of the plurality of pinions is arranged on the support ring.Additionally or alternatively, it is possible for the support ring to be designed for the attachment of at least one additional pinion. As indicated above, the pinions closest to the support ring are dimensioned with a larger diameter.

[0024] The invention further relates to a rear wheel axle assembly for a bicycle having a rear wheel axle configured for attachment to a bicycle frame, a hub body rotatably mounted on the rear axle, a multiple pinion assembly according to one of the preceding claims cooperating with a drive chain, and a torque transmission assembly for directionally selectively transmitting a torque from the multiple pinion assembly to the hub body in order to drive the hub body, wherein the multiple pinion assembly is rotatably mounted on the rear wheel axle and wherein the torque transmission to the torque transmission assembly is spatially separated from the pivot bearing.

[0025] The invention is explained below by way of example with reference to the accompanying figures. They depict: Fig. 1 is a sectional view of a first embodiment of a rear wheel axle assembly according to the invention with a multiple pinion assembly according to the invention; Fig. 2 the view according to Fig. 2 in perspective view; Fig. 3 the multiple pinion arrangement according to Fig. 1 in individual part view; Fig. 4 the multiple pinion arrangement according to Fig. 2 in individual part view; Fig. 5 is a perspective view of a second embodiment of the invention; Fig. 6 shows the multiple pinion arrangement of the second embodiment of the invention in a sectional perspective view; and Fig. 7 the multiple pinion arrangement according to Fig. 6 in sectional view.

[0026] In Fig. 1 and Fig. Figure 2 shows a rear wheel axle assembly for a bicycle according to the invention in section, generally designated 10. It has a rear wheel axle body 12 extending along a longitudinal axis A. The rear wheel axle body 12 can be attached to a bicycle frame in a manner not shown. A hub body 18 is rotatably mounted on the rear wheel axle body 12 via two roller bearings 14, 16. The hub body 18 has two flange sections 20, 22, to which spokes can be attached for a torque-transmitting connection to a rim (not shown).

[0027] The bearings 14, 16 are accommodated in respective bearing recesses 24, 26 and rest with their radially outer bearing rings for positioning on radially inwardly projecting collars 28, 30 of the hub body 18. On the axle body 12 is in Fig. 1, a sealing nut 32 with a sealing element 34 is screwed onto the left side. This sealing nut 32 has a shoulder 36 that positions the radially inner bearing ring of the rolling bearing 14 on the axle body 12. The other bearing 16 is positioned via a radial projection 38 on its radially inner bearing ring.

[0028] A multiple pinion assembly 40 is mounted near the right hub flange 22. In the illustrated embodiment, this assembly has ten pinions extending from right to left in increasing size. The pinions are designated by the reference numerals 421 to 42 10 The pinion arrangement 40 has a base body 44, which has the individual pinions 421 to 429. The base body 44 is firmly connected to a support ring 46, on the radial outer circumference of which teeth are provided to form the pinion 42 with the largest diameter. 10The base body 44 has a stepped conical structure, as shown in the sectional view according to Fig. 1 is clearly visible.

[0029] At his in Fig. 1 right end, the base body 44 is within a reinforced ring section 47 ( Fig. 2) is provided with a receiving recess 48. This ring section 47 with the recess 48 serves as a bearing section in which a bearing ring 50 is received. The bearing ring 50 has, as in Fig. 2, has recesses 51 formed at regular intervals in the circumferential direction, into which an assembly tool can engage. This bearing ring 50 is received with a substantially play-free fit in the receiving recess 48, so that the base body 44 with its Fig. 1 right end is supported on this bearing ring 50. The axial position of the bearing ring 50 relative to the base body 44 is determined by a radially inwardly projecting collar 52 formed on the base body 44. In other words, the bearing ring 50 cannot be displaced in the axial direction relative to the base body 44 beyond this collar 52.

[0030] The bearing ring 50 in turn has a radially inwardly projecting collar 54, which is substantially orthogonal to a radially inwardly directed circumferential surface 56. The collar 54 and the circumferential surface 56 form a receiving area for a further rolling bearing 58, with which the Fig. 1, the right end of the base body 44 is supported on the axle body 12 via the bearing ring 50. A support nut 60 is provided for this purpose, which can be screwed or pressed into the axle body 12 and which carries a bearing surface 62 on its radially outer circumference, on which the bearing 58 is supported without play. The support nut 60 also has a radially outwardly directed collar 64, which prevents the bearing 58 from slipping in the axial direction. At the other axial end of the bearing 58, it is supported on the end face 66 of the axle body 12.

[0031] Furthermore, one can see in the Fig. 1 to 4, that the bearing ring 50 has an axial shoulder 70. This is provided on its outer circumferential surface with an external thread formation 72. This external thread formation 72 is screwed to an internal thread 74 of a connecting tube 76. The connecting tube 76 is inserted with a play-free fit into a radially inner region of the support ring 46 with an opening 80, which serves as a bearing section. It is noticeable that the support ring 46 has a stepped bore 82, which is designed to accommodate a diameter-enlarged flange section 84 on the Fig. 1 and Fig. 2 left end of the connecting pipe 76. On the inner circumferential surface of the connecting pipe 76 at its Fig. 1 and Fig. 2 left end, a slightly enlarged receiving section 86 is provided, into which a further rolling bearing 90 is inserted with a clearance-free fit. The support ring 46 is supported by this rolling bearing 90 through the mediation of the Fig. 2 left connecting pipe section on the axle body 12.

[0032] In the Fig. 1 to 4 further show that the support ring 46, in its radially inner region but spaced from the bearing surface 80, is provided with a plurality of circular openings 92 extending at regular intervals in the circumferential direction. These openings serve to receive pin-like projections 94 arranged on a torque transmission part 96. The pin-like projections 94 are received in the recesses 92 in a form-fitting manner and essentially without play. The torque transmission part 96 then serves as an interface to a one-way clutch located in the region 100 of a radially inner recess in the larger-diameter spoke flange 22 of the hub body 18. Furthermore, the figures show a sealing ring 102, which is attached to the torque transmission part 96 by being inserted into a circumferential groove 104.This sealing ring 102 slides sealingly on a conical sealing surface 106, which is designed in the form of a recess on the hub body 18.

[0033] It should be added that in this embodiment, a plurality of openings 108, 109 are provided in the support ring 46 in order to save weight.

[0034] To assemble the arrangement according to the invention, the hub body 18 is first placed from the left onto the axle body 12 with the bearings 14 and 16 in a conventional manner and clamped via the nut 32. From the right, the assembly consisting of the support ring 46, the base body 40, the inserted connecting tube 76, and the bearing 90, together with the torque transmission part 94 and the one-way clutch (not shown in detail) in the area 100, is then inserted. The bearing ring 50, with its external thread 72, is then screwed into the internal thread formation 74 of the connecting tube 76 and sufficiently clamped. This positions the bearing 58. Finally, the support part 60 is attached inside the hub body 12.

[0035] The invention has the advantage that the support ring 46 with its large diameter, mechanically highly loaded pinion 42 10can be designed to be relatively stable. In other words, the support ring 46, as the component at which the greatest torques occur due to the lever arm, can be designed to be correspondingly stable. The remaining pinions 421 to 429 of the base body 44 can be designed to be correspondingly weaker and thus more advantageous in terms of weight savings. The support ring 46 is pressed, glued, or otherwise connected to the base body in a conventional manner via projecting pins 98.

[0036] The transverse forces on the individual pinions 421 to 42 resulting from the power transmission via the drive chain 10can be transmitted directly from the multiple pinion arrangement 40 to the axle body 12 via the two bearings 58 and 90. In other words, the multiple pinion arrangement 40 is supported on the axle body 12 via an independent bearing arrangement, which has the two rolling bearings 58 and 90. The torque is transmitted from the multiple pinion arrangement 40 to the hub body 18 and thus the force flow required for torque transmission, independently of this bearing arrangement. The recesses 92 and the pins 94 of the torque transmission body 96 engaging therein are provided for this purpose. In this embodiment, the torque transmission body 96 can be optimized solely with regard to torque transmission. The torque is transmitted spatially independently of the transverse forces occurring at the multiple pinion arrangement 40.

[0037] Fig. 5 to 7 show a second embodiment of the invention. To describe this embodiment of the invention, the same reference numerals are used for similar or equivalent components as in the description of the first embodiment according to Fig. 1 to 4.

[0038] This embodiment of the invention does not require a connecting pipe. This can be seen particularly in Fig. 5, that the base body 44 is formed essentially in one piece with the pinions 421 to 429 and with the support body 46 and the pinion 42 formed on its outer circumference 10 is connected in a manner known per se. Fig. 6 shows how the pins 98 engage in corresponding recesses 110 and are firmly pressed into them. The base body 44 has a receiving section 48 at its right end in the figures. In contrast to the embodiment according to Fig. 1 to 4, however, no additional bearing ring is accommodated, but directly the right-hand roller bearing 58. This makes it possible to design the small pinions 421, 422, ... 429 of this multiple pinion arrangement 40 even smaller and with even fewer teeth than in the embodiment according to Fig. 1 to 4 and in particular than in the embodiments according to the prior art.

[0039] In the embodiment shown, the smallest pinion 421 has only nine teeth. The mounting of the bearing 58 on the axle body 12 is similar to the design according to the Fig. 1 to 4. Again, a support screw 60 serves to hold the bearing 58 on the axle body 12. Furthermore, a positioning sleeve 112 can be seen. This is mounted essentially free of play on the outer circumference of the axle body 12 and determines an axial distance between the bearing 58 and the second roller bearing 90. A further positioning sleeve 114 is arranged between the roller bearing 16 for supporting the hub body 18 and the second roller bearing 90. In this embodiment, the bearing 16 is supported on the axle body 12 at a shoulder 114. The bearing 14 is supported on the axle body at a further shoulder 116.

[0040] If one considers the torque transmission, it can be seen that in this embodiment, too, a plurality of openings 108, 109 are provided on the support ring 46 in order to save weight. The radially inner openings 109 are drawn further radially inward than in the first embodiment, and the radially inner section serves to receive the pins 94 of the torque transmission body 96. In this embodiment, however, in addition to its function as an interface for the one-way clutch (not shown in detail) in the space 100, the torque transmission body 96 is also designed with a section as a bearing ring. For this purpose, the torque transmission body 96 has an axial shoulder 120 radially inside the pins 94, the outer peripheral surface 122 of which serves to receive the inner peripheral surface of the support ring 46 with a corresponding fit and to support it.The bearing 90 is accommodated within the torque transmission body 96 with a fit that is essentially free of play. Furthermore, an axial flange 124 is provided on the torque transmission body 96, which serves to position the bearing 90 in the axial direction. Fig. 5 to the right.

[0041] The difference of the second embodiment according to Fig. 5 and Fig. 7 compared to the first embodiment is that the connecting tube 76 has been omitted and that in the area of ​​the small pinions, the bearings are mounted without the interposition of a bearing ring, allowing even smaller pinions to be used. In the area of ​​the support ring, however, an additional bearing ring 120 is provided, which serves to transfer the bearing forces from the support ring to the bearing 90.

[0042] However, the previously described advantages of greater freedom in selecting the pinion diameter, a significantly improved power flow, and a spatial separation of transverse force and the force required for torque transmission are again achieved. This also applies to the second design variant, because there the torque transmission part 96 is designed with different functional sections, namely the pin 40 for torque transmission to the overrunning clutch on the one hand, and the axial shoulder 120, formed radially within it and spatially separated, for transverse force (bearing force) transmission.

[0043] The essential advantage of all embodiments of the invention is that only torques are transmitted to the overrunning clutch via the torque transmission part 94, while the transverse forces are independently dissipated via the separate bearing arrangement 58 and 90. Transverse forces, which occur particularly when the chain is tilted and exert a particularly heavy load on the connected components, can thus be excluded from the torque transmission.

[0044] It should be noted that the different principles of the two embodiments according to Fig. 1 to 7 can also be interchanged. Thus, it is possible to use a torque transmission body 96, as shown in the embodiment according to Fig. 5 is used, in the version according to Fig. 1. It is also possible to use a bearing arrangement for receiving the bearing 58 according to Fig. 5 in the embodiment according to Fig. 1. This allows the advantages associated with the respective design to be achieved.

Claims

[1] Rear wheel axle assembly (10) for a bicycle with - a rear wheel axle (12) designed for attachment to a bicycle frame, - a hub body (18) rotatably mounted on the rear axle (12), - a multiple pinion arrangement (40) cooperating with a drive chain, and - a torque transmission arrangement (96) for directionally transmitting a torque from the multiple pinion arrangement (40) to the hub body (18) in order to drive the hub body (18), wherein the multiple pinion arrangement (40) is provided with a plurality of pinions (421-42 10 ) is formed with different numbers of teeth and comprises a base body (44) on which at least a part of the plurality of pinions (421-42 10), wherein the multiple pinion arrangement (40) is rotatably mounted on the rear wheel axle (12) via a bearing arrangement, wherein the bearing arrangement further comprises two bearings (58, 90) via which the multiple pinion arrangement (40) is supported on the rear axle (12), and wherein one of the bearings (58) is arranged radially inside a smallest pinion (421) of the multiple pinion arrangement (40), wherein the smallest pinion (421) is designed with 10 teeth or fewer, and wherein the smallest pinion (421) is supported on the rear axle (12) in the radial direction via this bearing (58). [2] Rear wheel axle assembly (10) according to claim 1, characterized by that the bearings (58, 90) of the bearing arrangement are each designed as rolling bearings or as plain bearings. [3] Rear wheel axle assembly (10) according to claim 1 or 2, characterized by that the bearings (58, 90) of the bearing arrangement are designed with different inner diameters. [4] Rear wheel axle arrangement (10) according to claim 3, characterized by that a support nut (60) can be screwed or pressed into the rear axle (12), which support nut has a bearing surface (62) on its radially outer circumference, on which the bearing (58) with a smaller inner diameter is supported. [5] Rear wheel axle arrangement (10) according to claim 4, characterized by that the outer diameter of the bearing surface (62) of the support nut (60) is smaller than the outer diameter of the rear axle (12), in particular in an area of ​​the rear axle (12) in which the bearing (90) with a larger inner diameter is supported. [6] Rear wheel axle arrangement (10) according to one of the preceding claims, characterized by that the bearings (58, 90) are accommodated directly in the multiple pinion arrangement (40) or interact with the multiple pinion arrangement (40) via a bearing ring (50,120). [7] Rear wheel axle arrangement (10) according to claim 6, characterized bythat the bearing ring (50) for fixing the base body (44) to the rear wheel axle (12) can be inserted into the latter. [8] Rear wheel axle arrangement (10) according to one of the preceding claims, characterized by that the base body (44) is conical and has a part of the plurality of pinions (421-429) on its outer circumference. [9] Rear wheel axle arrangement (10) according to one of the preceding claims, characterized by that the base body (44) is formed in one piece or is composed of a plurality of components firmly connected to one another. [10] Rear wheel axle arrangement (10) according to one of the preceding claims, characterized in that the multiple pinion arrangement (40) has a support ring (46) which is connected or connectable to the base body (44) in a torque-transmitting manner. [11] Rear wheel axle assembly (10) according to claim 10, characterized bythat the support ring (46) is pressed, screwed or glued to the base body (44). [12] Rear wheel axle assembly (10) according to claim 10 or 11, characterized by that on the support ring (46) at least one pinion (42 10 ) of the plurality of pinions. [13] Rear wheel axle arrangement (10) according to one of claims 10 to 12, characterized by that the support ring (46) is designed for attaching at least one further pinion. [14] Rear wheel axle arrangement (10) according to one of claims 10 to 13, characterized by a connecting tube (76) extending from the support ring (46) to the base body (44), wherein the connecting tube (76) is preferably subjected to tensile stress. [15] Rear wheel axle arrangement (10) according to claims 6 and 14, characterized by that the bearing ring (50) can be screwed via a thread formation (70) with a counter thread formation (74) of the connecting tube (76). [16] Rear wheel axle assembly (10) according to one of the preceding claims, characterized by that the torque transmission arrangement (96) is provided with or coupled to a freewheel clutch, via which it can be connected to the hub body (18) in a direction-selective torque-transmitting manner. [17] Rear wheel axle assembly (10) according to one of the preceding claims, characterized by that the torque transmission to the torque transmission arrangement (96) is spatially separated from the bearing arrangement (58, 90). [18] Multiple pinion arrangement (40) for a rear wheel axle arrangement (10) according to one of the preceding claims, wherein the multiple pinion arrangement (40) is provided with a plurality of pinions (421-42 10 ) with different numbers of teeth for mounting on a rear wheel axle (12) of a bicycle, wherein the multiple pinion arrangement (40) comprises a base body (44) on which at least a part of the plurality of pinions (421-42 10), wherein the base body (44) is formed at its radially inner region with a radially inner bearing section for rotatable mounting on the rear wheel axle (12) of the bicycle.

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