Bicycle hub arrangement and bicycle drivetrain arrangement

Abstract

Bicycle hub assembly (14), comprising: a hub axle (30); a hub body (32) which is rotatably supported about a rotational axis (A1) of the bicycle hub assembly (14) on the hub axle (30), wherein the hub body (32) has a first body end (32A) and a second body end (32B) opposite the first body end (32A) in an axial direction (D1) with respect to the rotational axis (A1); a sprocket support structure (34) including: a first torque transmission profile (40) configured to transmit a rotational force between the chainring support structure (34) and a bicycle chainring assembly (12); and a first external threaded section (42) which is configured to engage with a first internal threaded section (50a) of a first locking element (50), wherein the first torque transmission profile (40) is closer in the axial direction (D1) to the first body end (32A) than the first external threaded section (42); and a brake rotor support structure (36), comprising: a radially outer surface (52); a radially inner surface (54); and a second torque transmission profile (56) which is configured to transmit a rotational force between the brake rotor support structure (36) and a brake rotor (16), wherein the second torque transmission profile (56) is provided on the radially outer surface (52).

Description

CROSS-REFERENCE TO RELATED REGISTRATIONS

[0001] The present application claims priority over US patent application 15 / 602,011, filed on May 22, 2017, and US patent application 15 / 686,173, filed on August 25, 2017. The entire contents of US patent application 15 / 602,011 and US patent application 15 / 686,173 are incorporated herein by reference in their entirety. BACKGROUND OF THE INVENTION AREA OF THE INVENTION

[0002] The present invention relates to a bicycle hub assembly and a bicycle drivetrain assembly. BACKGROUND DISCUSSION

[0003] Cycling is becoming an increasingly popular form of recreation and a means of transportation. Furthermore, cycling has become a very popular competitive sport for both amateurs and professionals. Whether the bicycle is used for leisure, transportation, or competition, the bicycle industry is constantly improving the various components of the bicycle. One bicycle component that has undergone extensive redesign is the hub assembly. US 2008 / 0004143A1 describes a bicycle chainring assembly comprising a first, a second, and a third chainring. A first mounting section of the first chainring is directly connected to a second mounting section of the second chainring by first fasteners at circumferentially spaced locations. The first chainring is supported on the second chainring by the first fasteners and is axially spaced from the second chainring by the first fasteners.A second mounting section of the second sprocket is directly connected to a third mounting section of the third sprocket by second mounting elements. The second sprocket is supported on the third sprocket by the second mounting elements and axially spaced from the third sprocket by the second mounting elements. The first and second radially innermost ends of the first and second sprockets are radially spaced from a freewheel and do not contact it when the bicycle sprocket assembly is mounted on the freewheel. US 2016 / 0 167 737 A1 describes a multi-chainring bicycle assembly capable of producing a gear ratio over a wide range. The multi-chainring bicycle assembly includes a first sprocket and a second sprocket. The first sprocket has a first number of teeth less than or equal to ten.The second sprocket has a second number of teeth greater than or equal to forty-four. CN 105 835 619 A describes a bicycle hub assembly comprising a hub axle, a hub shell, a sprocket support body, a first ratchet element, a second ratchet element, and a retaining element. The sprocket support body has a first helical spline. The first ratchet element comprises at least one first ratchet tooth and a second helical spline configured to mesh with the first helical spline. The second ratchet element comprises at least one second ratchet tooth configured to mesh with the at least one first ratchet tooth and an engagement section for the hub shell configured to engage with the hub shell. The retaining element is configured to hold the sprocket support body in an assembled state.The first ratchet element and the second ratchet element are assembled as a single unit. SUMMARY OF THE INVENTION

[0004] It is an object of the present invention to provide an improved bicycle hub assembly in which a brake rotor can be easily attached to and removed from the bicycle hub assembly, and the bicycle chainring assembly with a wide gear range can be attached to the bicycle hub assembly. According to a first aspect of the present invention, a bicycle hub assembly comprises a hub axle, a hub body, a chainring support structure, and a brake rotor support structure. The hub body is rotatably supported on the hub axle about a central axis of rotation of the bicycle hub assembly. The hub body has a first body end and a second body end opposite the first body end in an axial direction with respect to the central axis of rotation. The chainring support structure comprises a first torque transmission profile and a first external threaded section.The first torque transmission profile is configured to transmit a rotational force between the sprocket support structure and a bicycle sprocket assembly. The first external threaded section is configured to engage with a first internal threaded section of a first locking element. The first torque transmission profile is located axially closer to the first body end than the first external threaded section. The brake rotor support structure comprises a radially outer surface, a radially inner surface, and a second torque transmission profile configured to transmit a rotational force between the brake rotor support structure and a brake rotor. The second torque transmission profile is located on the radially outer surface.

[0005] With the bicycle hub assembly according to the first aspect, it is possible to easily attach and remove the brake rotor from the bicycle hub assembly and to attach the bicycle chainring assembly with a large gear range to the bicycle hub assembly.

[0006] According to a second aspect of the present invention, the bicycle hub assembly according to the first aspect further comprises the first locking element which is configured to prevent axial movement of the bicycle chainring assembly with respect to the chainring support structure in a state in which the first locking element is / is attached to the chainring support structure.

[0007] In the bicycle hub arrangement according to the second aspect, it is possible to firmly attach the bicycle chainring arrangement to the bicycle hub arrangement in the axial direction with the first locking element.

[0008] According to a third aspect of the present invention, the bicycle hub arrangement according to the first or second aspect further comprises a second locking element which is configured to prevent axial movement of the brake rotor with respect to the brake rotor support structure in a state in which the second locking element is / is attached to the brake rotor support structure.

[0009] In the bicycle hub arrangement according to the third aspect, it is possible to firmly attach the brake rotor to the bicycle hub arrangement in the axial direction with the second locking element.

[0010] According to a fourth aspect of the present invention, the bicycle hub assembly according to the third aspect is configured such that the brake rotor support structure has a second internal threaded section provided on the radially inner surface. The second locking element comprises a second external threaded section configured to engage with the second internal threaded section of the chainring support structure.

[0011] In the bicycle hub arrangement according to the fourth aspect, the arrangement of the second internal thread section and the second external thread section reduces the axial length of the brake rotor support structure. This makes the bicycle hub arrangement more compact.

[0012] According to a fifth aspect of the present invention, the bicycle hub arrangement according to one of the first to fourth aspects is configured such that the first torque transmission profile comprises a first spline section or wedge section or splined section which is configured to engage with a splined chainring section or chainring spline section or chainring wedge section of the bicycle chainring arrangement.

[0013] In the bicycle hub assembly according to the fifth aspect, the first spline or wedge section allows the bicycle hub assembly to transmit a higher torque between the bicycle hub assembly and the bicycle chainring assembly.

[0014] According to a sixth aspect of the present invention, the bicycle hub arrangement according to one of the first to fifth aspects is configured such that the second torque transmission profile has a second spline or wedge section which is configured to engage with a wedge rotor section of the brake rotor.

[0015] In the bicycle hub assembly according to the sixth aspect, the second wedge section allows the bicycle hub assembly to transmit a higher torque between the bicycle hub assembly and the brake rotor.

[0016] According to a seventh aspect of the present invention, the bicycle hub assembly is configured according to aspects one through six such that the first torque transmission profile has a first outer diameter. The second torque transmission profile has a second outer diameter that is larger than the first outer diameter.

[0017] In the bicycle hub arrangement according to the seventh aspect, the second outer diameter saves weight in the chainring support structure.

[0018] According to an eighth aspect of the present invention, the bicycle hub arrangement according to the seventh aspect is such that the first external thread section has a third outer diameter which is smaller than the first outer diameter.

[0019] In the bicycle hub assembly according to the eighth aspect, the third outer diameter allows the attachment of a smaller sprocket (e.g., a sprocket with 10 or fewer teeth) to the bicycle hub assembly. This expands the gear range of the bicycle sprocket assembly.

[0020] According to a ninth aspect of the present invention, the bicycle hub arrangement according to one of the first to eighth aspects is arranged such that the first torque transmission profile has a first outer diameter ranging from 34mm to 35mm.

[0021] In the bicycle hub arrangement according to the ninth aspect, the first outer diameter saves weight of the chainring support structure, while enabling a higher torque transmission between the chainring support structure and the bicycle chainring arrangement.

[0022] According to a tenth aspect of the present invention, the bicycle hub arrangement according to one of the first to ninth aspects is such that the second torque transmission profile has a second outer diameter ranging from 35mm to 36mm.

[0023] In the bicycle hub arrangement according to the tenth aspect, the second outer diameter saves weight of the brake rotor support structure, while enabling a higher torque transmission between the brake rotor support structure and the brake rotor.

[0024] According to an eleventh aspect of the present invention, the bicycle hub arrangement according to aspects one through ten is configured such that the first torque transmission profile has a first axial length. The second torque transmission profile has a second axial length that is greater than the first axial length.

[0025] In the bicycle hub arrangement according to the eleventh aspect, the first axial length saves weight of the chainring support structure, while enabling a higher torque transmission between the brake rotor support structure.

[0026] According to a twelfth aspect of the present invention, the bicycle hub arrangement according to the eleventh aspect is configured such that the first external thread section has a third axial length which is greater than the first axial length.

[0027] In the bicycle hub arrangement according to the twelfth aspect, it is possible to firmly attach the bicycle chainring assembly to the bicycle hub assembly, thereby saving weight of the chainring support structure.

[0028] According to a thirteenth aspect of the present invention, the bicycle hub assembly is configured according to aspects one through twelve such that the first torque transmission profile has a first axial length. The second torque transmission profile has a second axial length. The ratio of the first axial length to the second axial length is 1 to 2.

[0029] In the bicycle hub arrangement according to the thirteenth aspect, it is possible to save weight of the chainring support structure, while enabling a higher torque transmission between the brake rotor support structure and the brake rotor.

[0030] According to a fourteenth aspect of the present invention, the bicycle hub arrangement is configured according to aspects one through the thirteenth such that the first torque transmission profile has a first axial length ranging from 5mm to 6mm.

[0031] In the bicycle hub arrangement according to the fourteenth aspect, it is possible to save weight of the chainring support structure, while ensuring that torque is safely transmitted between the chainring support structure and the bicycle chainring arrangement.

[0032] According to a fifteenth aspect of the present invention, the bicycle hub arrangement is configured according to aspects one through fourteen such that the second torque transmission profile has a second axial length ranging from 10mm to 11mm.

[0033] In the bicycle hub arrangement according to the fifteenth aspect, it is possible to save weight of the brake rotor support structure, while ensuring that torque is safely transmitted between the brake rotor support structure and the brake rotor.

[0034] According to a sixteenth aspect of the present invention, the bicycle hub arrangement is configured according to one of the first to fifteenth aspects such that, in the axial direction, the chain wheel support structure is closer to the first body end than the brake rotor support structure.

[0035] In the bicycle hub assembly according to the sixteenth aspect, it is possible to easily attach and detach the brake rotor from the bicycle hub assembly and to attach the bicycle chainring assembly with a large gear range to the bicycle hub assembly.

[0036] It is an object of the present invention to provide an improved bicycle drivetrain assembly in which a brake rotor is easily attached to and removed from the bicycle hub assembly, and the bicycle sprocket assembly with a wide gear range is attached to the bicycle hub assembly. According to a seventeenth aspect of the present invention, a bicycle drivetrain assembly comprises a bicycle sprocket assembly and a bicycle hub assembly. The bicycle sprocket assembly comprises a smallest sprocket and a largest sprocket. The smallest sprocket has a first total number of teeth equal to or less than 10. The largest sprocket has a second total number of teeth equal to or greater than 46. The bicycle hub assembly comprises a hub axle, a hub body, a sprocket support structure, and a brake rotor support structure.The hub body is rotatably supported on the hub axle about a rotational center axis of the bicycle hub assembly. The hub body has a first body end and a second body end opposite the first body end in an axial direction with respect to the rotational center axis. The chainring support structure is configured to support the bicycle chainring assembly. The chainring support structure includes a first torque transmission profile configured to transmit a rotational force between the chainring support structure and the bicycle chainring assembly. The brake rotor support structure includes a radially outer surface, a radially inner surface, and a second torque transmission profile. The second torque transmission profile is configured to transmit a rotational force between the brake rotor support structure and a brake rotor. The second torque transmission profile is provided on the radially outer surface.The seventeenth aspect can be combined with any of the first through sixteenth aspects.

[0037] In the bicycle drivetrain arrangement according to the seventeenth aspect, it is possible to easily attach and detach the brake rotor from the bicycle hub assembly and to attach the bicycle chainring assembly with a large gear range to the bicycle hub assembly.

[0038] According to an eighteenth aspect of the present invention, the bicycle drivetrain assembly according to the seventeenth aspect is configured such that the chainring support structure has a first external threaded section configured for threaded engagement with a first internal threaded section of a first locking element. The first torque transmission profile is located axially closer to the first body end than the first external threaded section.

[0039] In the bicycle drivetrain arrangement according to the eighteenth aspect, it is possible to provide a bicycle hub arrangement with a chain wheel support structure that is lightweight and to attach the bicycle chain wheel arrangement with a large gear range to the bicycle hub arrangement.

[0040] According to a nineteenth aspect of the present invention, the bicycle drive train arrangement is configured according to the seventeenth or eighteenth aspect such that the bicycle hub arrangement comprises the first locking element which is configured to prevent axial movement of the bicycle chain wheel arrangement with respect to the chain wheel support structure in a state in which the first locking element is / is attached to the chain wheel support structure.

[0041] In the bicycle drivetrain arrangement according to the nineteenth aspect, it is possible to firmly attach the bicycle chainring arrangement to the bicycle hub arrangement in the axial direction using the first locking element.

[0042] According to a twentieth aspect of the present invention, the bicycle drive train arrangement is configured according to aspects seventeenth to nineteenth such that the bicycle hub arrangement comprises a second locking element configured to prevent axial movement of the brake rotor with respect to the brake rotor support structure in a state in which the second locking element is / is attached to the brake rotor support structure.

[0043] In the bicycle drivetrain arrangement according to the twentieth aspect, it is possible to securely attach the brake rotor to the bicycle hub arrangement in the axial direction with the second locking element.

[0044] According to a twenty-first aspect of the present invention, the bicycle drivetrain assembly is configured such that the brake rotor support structure has a second internal threaded section provided on the radially inner surface. The second locking element comprises a second external threaded section configured to engage with the second internal threaded section of the chainring support structure.

[0045] In the bicycle drivetrain arrangement according to aspect twenty-first, the arrangement of the second internal thread section and the second external thread section reduces the axial length of the brake rotor support structure. This makes the bicycle hub arrangement more compact.

[0046] According to a twenty-second aspect of the present invention, the bicycle drive train arrangement is configured according to aspects seventeenth to twenty-first such that the first torque transmission profile comprises a first wedge section configured to engage with a wedge sprocket section or sprocket spline section or sprocket wedge section of the bicycle sprocket arrangement.

[0047] In the bicycle drivetrain arrangement according to the twenty-second aspect, the first wedge section of the bicycle hub assembly allows a higher torque to be transmitted between the bicycle hub assembly and the bicycle chainring assembly.

[0048] According to a twenty-third aspect of the present invention, the bicycle drive train arrangement is configured according to aspects seventeenth to twenty-second such that the second torque transmission profile comprises a second spline or wedge section which is configured to engage with a wedge rotor section or rotor wedge or spline section of the brake rotor.

[0049] In the bicycle drivetrain arrangement according to the twenty-third aspect, the second wedge section allows the bicycle hub assembly to transmit a higher torque between the bicycle hub assembly and the brake rotor.

[0050] According to a twenty-fourth aspect of the present invention, the bicycle drive train arrangement is configured according to aspects seventeenth to twenty-third such that the second total number of teeth is equal to or greater than 50.

[0051] In the bicycle drivetrain arrangement according to the twenty-fourth aspect, it is possible to provide the bicycle drivetrain arrangement with a large gear range on one side of a low gear.

[0052] According to a twenty-fifth aspect of the present invention, the 5 bicycle drive train arrangement is configured according to aspects seventeenth to twenty-fourth such that the bicycle chain wheel arrangement comprises at least nine additional chain wheels arranged axially between the smallest chain wheel and the largest chain wheel.

[0053] In the bicycle drivetrain arrangement according to the twenty-fifth aspect, it is possible to provide the bicycle drivetrain arrangement with a sufficient range of gears and multiple gear stages.

[0054] According to a twenty-sixth aspect of the present invention, the bicycle drive train arrangement is configured according to aspects seventeenth to twenty-fifth such that the bicycle chainring arrangement comprises at least ten additional chainrings arranged axially between the smallest chainring and the largest chainring.

[0055] In the bicycle drivetrain arrangement according to the twenty-sixth aspect, it is possible to provide the bicycle drivetrain arrangement with a sufficiently large gear range and several gear stages.

[0056] According to a twenty-seventh aspect of the present invention, the bicycle drive train arrangement is configured according to aspects seventeenth to twenty-sixth such that the chain wheel support structure is closer in the axial direction to the first body end than the brake rotor support structure.

[0057] In the bicycle drivetrain arrangement according to the twenty-seventh aspect, it is possible to easily attach and remove the brake rotor from the bicycle hub assembly and to attach the bicycle chainring assembly with a large gear range to the bicycle hub assembly.

[0058] According to a twenty-eighth aspect of the present invention, a bicycle drivetrain assembly comprises a bicycle chainring assembly and a bicycle hub assembly. The bicycle chainring assembly comprises at least ten chainrings. The bicycle chainring assembly has a total gear range and an average percentage gear step. The total gear range is equal to or greater than 350%. The average percentage gear step ranges from 15% to 30%. The bicycle hub assembly comprises a hub axle, a hub body, a chainring support structure, and a brake rotor support structure. The hub body is rotatably supported on the hub axle about a pivot axis of the bicycle hub assembly. The hub body has a first body end and a second body end opposite the first body end in an axial direction with respect to the pivot axis. The chainring support structure is configured to support the bicycle chainring assembly.The sprocket support structure comprises a first torque transmission profile configured to transmit a rotational force between the sprocket support structure and the bicycle sprocket assembly. The brake rotor support structure comprises a radially outer surface, a radially inner surface, and a second torque transmission profile. The second torque transmission profile is configured to transmit a rotational force between the brake rotor support structure and a brake rotor. The second torque transmission profile is provided on the radially outer surface. The twenty-eighth aspect can be combined with any of the first through twenty-seventh aspects.

[0059] In the bicycle drivetrain arrangement according to the twenty-eighth aspect, it is possible to easily attach and detach the brake rotor from the bicycle hub assembly and to attach the bicycle chainring assembly with a large gear range to the bicycle hub assembly.

[0060] According to a twenty-ninth aspect of the present invention, the bicycle drivetrain assembly according to the twenty-eighth aspect is configured such that the chainring support structure has a first external threaded section configured to engage with a first internal threaded section of a first locking element. The first external threaded section is arranged axially outward from the first torque transmission profile in the axial direction.

[0061] In the bicycle drivetrain arrangement according to the twenty-ninth aspect, it is possible to provide a bicycle hub arrangement with a chain wheel support structure that is lightweight and to attach the bicycle chain wheel arrangement with a large gear range to the bicycle hub arrangement.

[0062] According to a thirtieth aspect of the present invention, the bicycle drive train arrangement is configured according to the twenty-eighth or twenty-ninth aspect such that the bicycle hub arrangement comprises the first locking element which is configured to prevent axial movement of the bicycle chain wheel arrangement with respect to the chain wheel support structure in a state in which the first locking element is / is attached to the chain wheel support structure.

[0063] In the bicycle drivetrain arrangement according to the thirtieth aspect, it is possible to firmly attach the bicycle chainring arrangement in the axial direction with the first locking element to the bicycle hub arrangement.

[0064] According to a thirty-first aspect of the present invention, the bicycle drive train arrangement is configured according to aspects twenty-eighth to thirtieth such that the bicycle hub arrangement comprises a second locking element configured to prevent axial movement of the brake rotor with respect to the brake rotor support structure in a state in which the second locking element is / is attached to the brake rotor support structure.

[0065] In the bicycle drivetrain arrangement according to aspect thirty-first, it is possible to firmly attach the brake rotor in the axial direction to the bicycle hub arrangement with the second locking element.

[0066] According to a thirty-second aspect of the present invention, the bicycle drivetrain assembly according to the thirty-first aspect is configured such that the brake rotor support structure has a second internal threaded section provided on the radially inner surface. The second locking element comprises a second external threaded section configured to engage with the second internal threaded section of the chainring support structure.

[0067] In the bicycle drivetrain arrangement according to aspect thirty-second, the arrangement of the second internal thread section and the second external thread section reduces the axial length of the brake rotor support structure. This makes the bicycle hub arrangement more compact.

[0068] According to a thirty-third aspect of the present invention, the bicycle drive train arrangement is configured according to aspects twenty-eighth to thirty-second such that the first torque transmission profile has a first spline or wedge section or splined section which is configured to engage with a spline or chain wheel section of the bicycle chain wheel arrangement.

[0069] In the bicycle drivetrain arrangement according to the thirty-third aspect, the first wedge section of the bicycle hub assembly allows a higher torque to be transmitted between the bicycle hub assembly and the bicycle chainring assembly.

[0070] According to a thirty-fourth aspect of the present invention, the 5 bicycle drive train arrangement is configured according to aspects twenty-eighth to thirty-third such that the second torque transmission profile comprises a second wedge section configured to engage with a wedge rotor section of the brake rotor.

[0071] In the bicycle drivetrain arrangement according to the thirty-fourth aspect, the second spline or wedge section allows the bicycle hub assembly to transmit a higher torque between the bicycle hub assembly and the brake rotor.

[0072] According to a thirty-fifth aspect of the present invention, the bicycle drive train arrangement is configured according to aspects twenty-eighth to thirty-fourth such that the total gear range of the bicycle chainring arrangement is equal to or greater than 400%.

[0073] In the bicycle drivetrain arrangement according to the thirty-fifth aspect, it is possible to provide the bicycle drivetrain arrangement with a large gear range.

[0074] According to a thirty-sixth aspect of the present invention, the bicycle drive train arrangement is configured according to a twenty-eighth to thirty-fifth aspect such that the average percentage gear step of the bicycle chainring arrangement ranges from 20% to 30%.

[0075] In the bicycle drivetrain arrangement according to the thirty-sixth aspect, it is possible to provide the bicycle drivetrain arrangement with a large gear range, enabling an effective shifting process.

[0076] According to a thirty-seventh aspect of the present invention, the bicycle drive train arrangement is configured according to a twenty-eighth to thirty-sixth aspect such that the bicycle chainring arrangement has individual percentage gear ranges of 15% to 35%.

[0077] In the bicycle drivetrain arrangement according to the thirty-seventh aspect, it is possible to provide the bicycle drivetrain arrangement with a large gear range, which enables an effective shifting process.

[0078] According to a thirty-eighth aspect of the present invention, the 5 bicycle drive train arrangement is arranged according to one of the twenty-eighth to thirty-seventh aspects such that the chain wheel support structure is closer in the axial direction to the first body end than the brake rotor support structure.

[0079] In the bicycle drivetrain arrangement according to aspect thirty-eighth, it is possible to easily attach and detach the brake rotor from the bicycle hub assembly and to attach the bicycle chainring assembly with a large gear range to the bicycle hub assembly.

[0080] According to a thirty-ninth aspect of the present invention, a bicycle drivetrain assembly comprises a bicycle sprocket assembly and a bicycle hub assembly. The bicycle sprocket assembly includes a smallest sprocket with a smallest sprocket outer diameter. The bicycle hub assembly comprises a hub axle, a hub body, a sprocket support structure, and a brake rotor support structure. The hub body is rotatably supported on the hub axle about a pivot axis of the bicycle hub assembly. The hub body has, in an axial direction with respect to the pivot axis, a first body end and a second body end opposite the first body end. The sprocket support structure is configured to support the bicycle sprocket assembly. The sprocket support structure comprises a first torque transmission profile configured to transmit a torque between the sprocket support structure and the bicycle sprocket assembly.The first torque transmission profile has a first outer diameter. The brake rotor support structure comprises a radially outer surface, a radially inner surface, and a second torque transmission profile. The second torque transmission profile is designed to transmit a torque between the brake rotor support structure and a brake rotor. The second torque transmission profile is located on the radially outer surface and has a second outer diameter that is larger than the outer diameter of the smallest sprocket. The thirty-ninth aspect can be combined with any of the first through thirty-eighth aspects.

[0081] In the bicycle drivetrain arrangement according to the thirty-ninth aspect, it is possible to provide the bicycle drivetrain arrangement with a large gear range on one side of an upper gear, enabling high braking performance.

[0082] According to a fortieth aspect of the present invention, the bicycle drivetrain assembly is configured according to the thirty-ninth aspect such that the sprocket support structure has a first external threaded section configured to engage with a first internal threaded section of a first locking element. The first external threaded section is arranged axially outwards in the axial direction from the first torque transmission profile.

[0083] In the bicycle drivetrain arrangement according to the fortieth aspect, it is possible to provide a bicycle hub arrangement with a chain wheel support structure that is lightweight and to attach the bicycle chain wheel arrangement with a large gear range to the bicycle hub arrangement.

[0084] According to a forty-first aspect of the present invention, the bicycle drive train arrangement according to the thirty-ninth or fortieth aspect is configured such that the bicycle hub arrangement comprises the first locking element which is configured to prevent axial movement of the bicycle chain wheel arrangement with respect to the chain wheel support structure in a state in which the first locking element is / is attached to the chain wheel support structure.

[0085] In the bicycle drivetrain arrangement according to aspect forty-first, it is possible to firmly attach the bicycle chainring arrangement in the axial direction to the bicycle hub arrangement with the first locking element.

[0086] According to a forty-second aspect of the present invention, the bicycle drive train arrangement is configured according to aspects thirty-ninth to forty-first such that the bicycle hub arrangement comprises a second locking element configured to prevent axial movement of the brake rotor with respect to the brake rotor support structure in a state in which the second locking element is attached to the brake rotor support structure.

[0087] In the bicycle drivetrain arrangement according to aspect forty-second, it is possible to firmly attach the brake rotor in the axial direction to the bicycle hub arrangement with the second locking element.

[0088] According to a forty-third aspect of the present invention, the bicycle drivetrain assembly according to the forty-second aspect is configured such that the brake rotor support structure has a second internal threaded section provided on the radially inner surface. The second locking element comprises a second external threaded section configured to engage with the second internal threaded section of the sprocket support structure.

[0089] In the bicycle drivetrain arrangement according to aspect forty-third, the arrangement of the second internal thread section and the second external thread section reduces the axial length of the brake rotor support structure. This makes the bicycle hub arrangement more compact.

[0090] According to a forty-fourth aspect of the present invention, the bicycle drive train arrangement is configured according to aspects thirty-ninth to forty-three such that the first torque transmission profile has a first wedge section configured to engage with a splined sprocket section or sprocket wedge or spline section of the bicycle sprocket arrangement.

[0091] In the bicycle drivetrain arrangement according to the forty-fourth aspect, the first wedge section of the bicycle hub assembly allows a higher torque to be transmitted between the bicycle hub assembly and the bicycle chainring assembly.

[0092] According to a forty-fifth aspect of the present invention, the bicycle drive train arrangement is configured according to aspects thirty-ninth to forty-fourth such that the second torque transmission profile comprises a second wedge section configured to engage with a wedge-toothed rotor section or a rotor wedge or spline section of the brake rotor.

[0093] In the bicycle drivetrain arrangement according to the forty-fifth aspect, the second wedge section allows the bicycle hub assembly to transmit a higher torque between the bicycle hub assembly and the brake rotor.

[0094] According to a forty-sixth aspect of the present invention, the bicycle drive train arrangement is configured according to aspects thirty-ninth to forty-fifth such that the second outer diameter is larger than the first outer diameter.

[0095] In the bicycle drivetrain arrangement according to the forty-sixth aspect, it is possible to save weight of the chainring support structure, while enabling a higher torque transmission between the brake rotor support structure and the brake rotor.

[0096] According to a forty-seventh aspect of the present invention, the bicycle drive train arrangement is configured according to aspects thirty-ninth to forty-sixth such that the chain wheel support structure is closer to the first body end in the axial direction than the brake rotor support structure.

[0097] In the bicycle drivetrain arrangement according to aspect forty-seven, it is possible to provide the bicycle drivetrain arrangement with a large gear range on one side of an upper gear, enabling high braking performance.

[0098] According to a forty-eighth aspect of the present invention, a bicycle drivetrain assembly comprises a bicycle sprocket assembly, a brake rotor, and a bicycle hub assembly. The bicycle sprocket assembly includes a largest sprocket with a largest sprocket outer diameter. The bicycle hub assembly comprises a hub axle and a hub body rotatably supported on the hub axle about a pivot axis. The hub body has a first body end and a second body end in an axial direction opposite the first body end of the pivot axis. The sprocket support structure is configured to support the bicycle sprocket assembly. The sprocket support structure includes a first torque transmission profile configured to transmit a torque between the sprocket support structure and the bicycle sprocket assembly.The brake rotor support structure comprises a radially outer surface, a radially inner surface, and a secondary torque transmission profile. The secondary torque transmission profile is designed to transmit a rotational force between the brake rotor support structure and the brake rotor. The secondary torque transmission profile is located on the radially outer surface. The brake rotor has a rotor outer diameter that is smaller than the outer diameter of the largest sprocket. The forty-eighth aspect can be combined with any of the first through forty-seventh aspects.

[0099] In the bicycle drivetrain arrangement according to the forty-eighth aspect, it is possible to provide the bicycle drivetrain arrangement with a large gear range on one side of a low gear, enabling high braking performance.

[0100] According to a forty-ninth aspect of the present invention, the bicycle drivetrain assembly according to the forty-eighth aspect is configured such that the chainring support structure has a first external threaded section configured to engage with a first internal threaded section of a first locking element. The first external threaded section is arranged axially outward from the first torque transmission profile.

[0101] In the bicycle drivetrain arrangement according to aspect forty-ninth, it is possible to provide a bicycle hub arrangement with a chain wheel support structure that is lightweight and to attach the bicycle chain wheel arrangement with a large gear range to the bicycle hub arrangement.

[0102] According to a fiftieth aspect of the present invention, the bicycle drive train arrangement is configured according to the forty-eighth or forty-ninth aspect such that the bicycle hub arrangement comprises the first locking element which is configured to prevent axial movement of the bicycle chain wheel arrangement with respect to the chain wheel support structure in a state in which the first locking element is / is attached to the chain wheel support structure.

[0103] In the bicycle drivetrain arrangement according to the fiftieth aspect, it is possible to firmly attach the bicycle chainring arrangement in the axial direction to the bicycle hub arrangement with the first locking element.

[0104] According to a fifty-first aspect of the present invention, the bicycle drive train arrangement is configured according to aspects forty-eighth to fiftyth such that the bicycle hub arrangement includes a second locking element configured to prevent axial movement of the brake rotor with respect to the brake rotor support structure in a state in which the second locking element is / is attached to the brake rotor support structure.

[0105] In the bicycle drivetrain arrangement according to aspect fifty-first, it is possible to firmly attach the brake rotor in the axial direction to the bicycle hub arrangement with the second locking element.

[0106] According to a fifty-second aspect of the present invention, the bicycle drivetrain assembly according to the fifty-first aspect is configured such that the brake rotor support structure comprises a second internal threaded section provided on the radially inner surface. The second locking element comprises a second external threaded section configured to engage with the second internal threaded section of the chainring support structure.

[0107] In the bicycle drivetrain arrangement according to aspect fifty-second, the arrangement of the second internal thread section and the second external thread section reduces the axial length of the brake rotor support structure. This makes the bicycle hub arrangement more compact.

[0108] According to a fifty-third aspect of the present invention, the bicycle drive train arrangement is configured according to aspects forty-eighth to fifty-second such that the first torque transmission profile has a first wedge section configured to engage with a chain spline section of the bicycle chain spline arrangement.

[0109] In the bicycle drivetrain arrangement according to the fifty-third aspect, the first wedge section enables the bicycle hub assembly to transmit a higher torque between the bicycle hub assembly and the bicycle chainring assembly.

[0110] According to a fifty-fourth aspect of the present invention, the bicycle drive train arrangement is configured according to aspects forty-eighth to fifty-third such that the second torque transmission profile has a second wedge section configured to engage with a rotor spline section of the brake rotor.

[0111] In the bicycle drivetrain arrangement according to the fifty-fourth aspect, the second wedge section of the bicycle hub arrangement allows a higher torque to be transmitted between the bicycle hub arrangement and the brake rotor.

[0112] According to a fifty-fifth aspect of the present invention, the bicycle drive train arrangement is configured according to aspects forty-eighth to fifty-fourth such that the chain wheel support structure is closer to the first body end in the axial direction than the brake rotor support structure.

[0113] In the bicycle drivetrain arrangement according to the fifty-fifth aspect, it is possible to provide the bicycle drivetrain arrangement with a large gear range on one side of an upper gear, enabling high braking performance.

[0114] According to a fifty-sixth aspect of the present invention, a bicycle hub assembly comprises a hub axle, a hub body, and a sprocket support structure. The hub body is rotatably supported on the hub axle about a central axis of rotation of the bicycle hub assembly. The hub body has, in an axial direction with respect to the central axis of rotation, a first body end and a second body end opposite the first body end. The hub body comprises a first spoke attachment section, a second spoke attachment section, and a first axial space. The first spoke attachment section has a first axially outermost part. The second spoke attachment section has a second axially outermost part. The first axial space is defined between the first axially outermost part of the first spoke attachment section and the second axially outermost part of the second spoke attachment section in the axial direction.The first axial distance is equal to or greater than 55 mm. The sprocket support structure is rotatably mounted to the hub axle about the axis of rotation. The sprocket support structure comprises a first torque transmission profile and a first external threaded section. The first torque transmission profile is configured to transmit a torque between the sprocket support structure and a bicycle sprocket assembly. The first external threaded section is configured to engage with a first internal threaded section of a first locking element. The first torque transmission profile is located closer to the first body end than the first external threaded section in the axial direction. The fifty-sixth aspect can be combined with any of the aspects from the first to the fifty-fifth.

[0115] In the bicycle hub assembly, as described in the fifty-sixth aspect, the first axial length improves the strength of a wheel containing the bicycle hub assembly. Furthermore, the chainring support structure allows the bicycle chainring assembly to be lighter.

[0116] According to a fifty-seventh aspect of the present invention, the bicycle hub arrangement according to the fifty-sixth aspect is arranged such that the first axial distance is equal to or greater than 60mm.

[0117] In the bicycle hub arrangement according to the fifty-seventh aspect, the first axial length improves the strength of a wheel that has the bicycle hub arrangement.

[0118] According to a fifty-eighth aspect of the present invention, the bicycle hub arrangement according to the fifty-sixth aspect is arranged such that the first axial distance is equal to or greater than 65mm.

[0119] In the bicycle hub arrangement according to the fifty-eighth aspect, the first axial length further improves the strength of a wheel that has the bicycle hub arrangement.

[0120] According to a fifty-ninth aspect of the present invention, the bicycle hub assembly, according to aspects fifty-six through fifty-eight, is configured such that the hub axle comprises a first axial frame stop surface, a second axial frame stop surface, and a second axial spacer. The first axial frame stop surface is configured to abut a first part of a bicycle frame in the axial direction when the bicycle hub assembly is / will be attached to the bicycle frame. The second axial frame stop surface is configured to abut a second part of the bicycle frame in the axial direction when the bicycle hub assembly is / will be attached to the bicycle frame. The second axial spacer is defined between the first axial frame stop surface and the second axial frame stop surface in the axial direction.The second axial distance is equal to or greater than 140mm.

[0121] In the bicycle hub arrangement according to the fifty-ninth aspect, the second axial length causes the bicycle hub arrangement to be attachable to several bicycle frames, achieving the effect of the fifty-sixth aspect.

[0122] According to a sixtieth aspect of the present invention, the bicycle hub assembly is configured, according to aspects fifty-six through fifty-eight, such that the hub axle comprises a first axial frame stop surface, a second axial frame stop surface, and a second axial spacer. The first axial frame stop surface is configured to abut a first part of a bicycle frame in the axial direction when the bicycle hub assembly is / is attached to the bicycle frame. The second axial frame stop surface is configured to abut a second part of the bicycle frame in the axial direction when the bicycle hub assembly is / is attached to the bicycle frame.The second axial distance is defined between the first axial frame stop surface and the second axial frame stop surface in the axial direction, wherein the second axial distance is equal to or greater than 145mm.

[0123] In the bicycle hub assembly according to the sixtieth aspect, the second axial length improves one degree of freedom in the choice of the first axial length and / or a larger range of the bicycle chainring assembly, allowing the first axial length to be extended so that more chainrings can be attached to the bicycle hub assembly.

[0124] According to aspect sixty-first of the present invention, the bicycle hub assembly is configured such that the hub axle has a first axial frame stop surface, a second axial frame stop surface, and a second axial distance. The first axial frame stop surface is configured to abut a first part of a bicycle frame in the axial direction when the bicycle hub assembly is / will be attached to the bicycle frame. The second axial frame stop surface is configured to abut a second part of the bicycle frame in the axial direction when the bicycle hub assembly is / will be attached to the bicycle frame. The second axial distance is defined between the first axial frame stop surface and the second axial frame stop surface in the axial direction.The second axial distance is equal to or greater than 147mm.

[0125] In the bicycle hub assembly according to the sixty-first aspect, the second axial length further improves one degree of freedom in choosing the first axial length and / or a larger range of the bicycle chainring assembly, allowing the first axial length to be extended so that more chainrings can be attached to the bicycle hub assembly.

[0126] According to a sixty-second aspect of the present invention, the bicycle hub assembly, according to aspects fifty-six to sixty-first, further comprises the first locking element, which is configured to prevent an axial 30 movement of the bicycle chain wheel assembly with respect to the chain wheel support structure in a state in which the first locking element is / is attached to the chain wheel support structure.

[0127] In the bicycle hub assembly according to aspect sixty-second, it is possible to firmly attach the bicycle chainring assembly to the bicycle hub assembly in the axial direction using the first locking element.

[0128] According to a sixty-third aspect of the present invention, the 5 bicycle hub arrangement is configured according to aspects fifty-six to sixty-second such that the first torque transmission profile comprises a first toothed section configured to engage with a chain spline or chain wheel section of the bicycle chain wheel arrangement.

[0129] In the bicycle hub assembly according to the sixty-third aspect, the first wedge section 10 enables the bicycle hub assembly to transmit a higher torque between the bicycle hub assembly and the bicycle chainring assembly. BRIEF DESCRIPTION OF THE DRAWING

[0130] A more comprehensive understanding of the invention and many of its associated advantages will be easily obtained when they are better understood with reference to the following detailed description and when viewed in conjunction with the accompanying drawings. Fig. Figure 1 is a schematic diagram of a bicycle drivetrain arrangement 20 according to one embodiment. Fig. 2 is a rear view of the in Fig. 1. Bicycle drivetrain arrangement shown. Fig. Figure 3 is a cross-sectional view of a bicycle hub assembly and a bicycle chainring assembly of the bicycle drivetrain assembly, which is shown in Fig. 1 is shown as 25. Fig. 4 is a perspective view of a sprocket support structure of the bicycle hub assembly of the bicycle drivetrain assembly, which is shown in Fig. 1 is shown. Fig. Figure 5 is a perspective view of the bicycle hub assembly of the bicycle drivetrain assembly, which is shown in Fig. 1 is shown. Fig. Figure 6 is a perspective exploded view of the bicycle hub assembly and a brake rotor of the bicycle drive assembly, shown in Fig. 1 is shown. Fig. Figure 7 shows the total number of teeth, the percentage gear step, the average percentage gear step, and the total gear step of the bicycle chainring arrangement, which is in Fig. 1. Bicycle drivetrain arrangement shown. Fig. 8 is a rear view of the bicycle hub arrangement shown in Fig. 1. Bicycle drivetrain arrangement shown. Fig. 9 is a side elevation view of the sprocket support structure, which is located in Fig. 4 is shown. Fig. 10 is a side elevation view of a sprocket of the bicycle sprocket arrangement-10 nung of the in Fig. 1. Bicycle drivetrain arrangement shown. DESCRIPTION OF THE EXECUTION FORMS

[0131] The embodiment(s) will now be described with reference to the accompanying drawings, where the same reference numerals denote corresponding or identical elements in the different drawings.

[0132] Initially referring to Fig. 1 comprises a bicycle drivetrain assembly 10, according to one embodiment, a bicycle chainring assembly 12, a bicycle hub assembly 14, and a brake rotor 16. The bicycle chainring assembly 12 is attached to the bicycle hub assembly 14. The brake rotor 16 is attached to the bicycle hub assembly 14. The bicycle drivetrain assembly 10 may further comprise a crank assembly 18 and a bicycle chain 20. The crank assembly 18 comprises a crankshaft 22, a right crank arm 24, a left crank arm 26, and a front sprocket 28. The right crank arm 24 and the left crank arm 26 are attached to the crankshaft 22. The front sprocket 28 is attached to at least one of the crankshaft 22 and the right crank arm 24. The bicycle chain 20 engages with the front chainring 28 and the bicycle chainring assembly 12 to transmit a pedal force from the front chainring 28 to the bicycle chainring assembly 12.The crank assembly 18 includes the front sprocket 28 as a single sprocket. However, the crank assembly 18 can include multiple front sprockets.

[0133] In the present application, the following directional terms, "front," "rear," "forward," "backward," "left," "right," "across," "upward," and "downward," as well as other similar directional designations, refer to those directions determined based on a user (e.g., a rider) sitting on a (not shown) saddle of a (not shown) bicycle facing a handlebar. Accordingly, these terms, as used to describe the bicycle drivetrain assembly 10, should be interpreted in relation to the bicycle equipped with the bicycle drivetrain assembly 10 as used in an upright riding position on a horizontal surface.

[0134] As in Fig. As shown in Figure 2, the bicycle chainring assembly 12 comprises at least ten chainrings. The bicycle chainring assembly 12 includes a smallest chainring SP1 and a largest chainring SP12. The bicycle chainring assembly 12 comprises at least nine additional chainrings arranged between the smallest chainring SP1 and the largest chainring SP12 in the axial direction D1. The bicycle chainring assembly 12 comprises at least ten additional chainrings arranged between the smallest chainring SP1 and the largest chainring SP12 in the axial direction D1. In this embodiment, the bicycle chainring assembly 12 comprises ten additional chainrings SP2 to SP11 arranged in the axial direction D1 between the smallest chainring SP1 and the largest chainring SP12. However, the total number of chainrings in the bicycle chainring assembly 12 is not limited to this embodiment.The smallest sprocket, SP1, can also be referred to as sprocket SP1. The largest sprocket, SP12, can also be referred to as sprocket SP12. The additional sprockets, SP2 to SP11, can each also be referred to as sprockets SP2 to SP11.

[0135] The smallest sprocket, SP1, has a smallest outer diameter, ED1. The largest sprocket, SP12, has a largest outer diameter, ED12. The largest outer diameter, ED12, is larger than the smallest outer diameter, ED1. The brake rotor, 16, has an outer diameter, ED20. The outer diameter, ED20, is smaller than the largest sprocket, ED12. The outer diameter, ED20, is larger than the smallest sprocket, ED1. However, the outer diameter, ED20, can be equal to or larger than the outer diameter, ED12, of the largest sprocket. The outer diameter, ED20, can be equal to or smaller than the smallest sprocket, ED1.

[0136] As in Fig. As shown in Figure 2, the bicycle hub assembly 14 comprises a hub axle 30, a hub body 32, a sprocket support structure 34, and a brake rotor support structure 36. The hub body 32 is rotatably supported on the hub axle 30 about a rotational axis A1 of the bicycle hub assembly 14. The hub body 32 has a first body end 32A and a second body end 32B. The second body end 32B is arranged relative to the first body end 32A in an axial direction D1 with respect to the rotational axis A1. In this embodiment, the first body end 32A is a right end of the hub body 32, and the second body end 32B is a left end of the hub body 32. However, the first body end 32A can be a left end, and the second body end 32B can be a right end.

[0137] The sprocket support structure 34 is designed to support the bicycle sprocket assembly 12. The sprocket support structure 34 is located in the axial direction D1 closer to the first body end 32A than the brake rotor support structure 36. The sprocket support structure 34 is rotatably mounted about the pivot axis A1 on the hub axle 30. In this embodiment, the bicycle hub assembly 14 comprises, as shown in Fig. Figure 3 shows a first bearing 37A and a second bearing 37B. The first bearing 37A and the second bearing 37B are provided between the sprocket support structure 34 and the hub axle 30 to rotatably support the sprocket support structure 34 with respect to the hub axle 30.

[0138] As in Fig. As shown in Figure 2, the brake rotor support structure 36 is arranged to support the brake rotor 16. The brake rotor support structure 36 is provided at the second body end 32B. The brake rotor support structure 36 is rotatably attached to the hub axle 30 about the axis of rotation A1. The brake rotor support structure 36 is connected to the hub body 32 so that it rotates integrally with the hub body 32 about the axis of rotation A1 with respect to the hub axle 30. In this embodiment, the brake rotor support structure 36 is integrally formed with the hub body 32 as a single, unified element. However, the brake rotor support structure 36 can also be a separate element from the hub body 32.

[0139] As in Fig. As shown in Figure 3, the chainring support structure 34 is a separate element from the hub body 32. The bicycle hub assembly 14 includes a locking pawl structure 38. The chainring support structure 34 is operatively connected to the hub body 32 via the locking pawl structure 38. The locking pawl structure 38 is configured to connect the chainring support structure 34 to the hub body 32 in one direction of rotation, allowing the chainring support structure 34 to rotate together with the hub body 32 during pedaling. The locking pawl structure is configured to allow the chainring support structure 34 to rotate relative to the hub body 32 in the other direction of rotation during coasting. The locking pawl structure 38 comprises structures known in the field of bicycles. Therefore, for the sake of brevity, they are not described in detail here.

[0140] As in Fig. As shown in Figure 4, the sprocket support structure 34 comprises a first torque transmission profile 40 and a first external threaded section 42. The first torque transmission profile 40 is configured to transmit a torque F1 between the sprocket support structure 34 and the bicycle sprocket assembly 12. The first torque transmission profile 40 includes a first wedge section 44. In this embodiment, the sprocket support structure 34 comprises a base part 46 with a tubular shape. The first torque transmission profile 40 and the first external threaded section 42 are provided on an outer circumferential surface 46A of the base part 46. The sprocket support structure 34 includes a sprocket stop 47. The first torque transmission profile 40 is provided in the axial direction D1 between the first external threaded section 42 and the sprocket stop 47.

[0141] As in Fig. As can be seen in Figure 3, the first wedge section 44 is configured to engage with a sprocket wedge section 48 of the bicycle sprocket assembly 12. In this embodiment, the largest sprocket SP12 includes the sprocket spline section 48.

[0142] The bicycle hub assembly 14 further comprises a first locking element 50. The first external threaded section 42 is configured to engage with a first internal threaded section 50A of the first locking element 50. The first locking element 50 is configured to prevent axial movement of the bicycle chainring assembly 12 relative to the chainring support structure 34 in a state in which the first locking element 50 is attached to the chainring support structure 34.

[0143] The largest sprocket, SP12, is positioned axially in the direction D1 between the first locking element 50 and the sprocket stop 47 in the state where the first locking element 50 is attached to the sprocket support structure 34. The first locking element 50 is rotatably connected to the sprockets SP1 to SP12. The first locking element 50 is connected to the sprockets SP1 to SP12 to move integrally with them in the axial direction D1. In this embodiment, the bicycle hub assembly 14 includes the first locking element 50. However, the bicycle sprocket assembly 12 can also include the first locking element 50. In this embodiment, the sprockets SP1 to SP11 are integrally formed as a single, unified element, and the sprocket SP12 is a separate element from the sprockets SP1 to SP11.However, the SP12 chainring can be integrally formed with the SP1 to SP11 chainrings as a single, unified element. The bicycle chainring assembly 12 can, in fact, be a single, unified element. Furthermore, at least one of the SP1 to SP11 chainrings can be a separate element from another of the SP1 to SP11 chainrings.

[0144] As in Fig. As shown in Figure 2, the first torque transmission profile 40 is located closer to the first body end 32A in the axial direction D1 than the first external thread section 42. The first torque transmission profile 40 is positioned between the first external thread section 42 and the first body end 32A in the axial direction D1. The first external thread section 42 is arranged axially from the first torque transmission profile 40 in the axial direction D1. The first torque transmission profile 40 is positioned between the first external thread section 42 and the second body end 32B in the axial direction D1. However, the positions of the first torque transmission profile 40 and the first external thread section 42 are not limited to this embodiment.

[0145] As in Fig. As shown in Figure 5, the brake rotor support structure 36 comprises a radially outer surface 52, a radially inner surface 54, and a second torque transmission profile 56. The second torque transmission profile 56 is designed to transmit the rotational force F1 between the brake rotor support structure 36 and the brake rotor 16. The second torque transmission profile 56 is located on the radially outer surface 52. The second torque transmission profile 56 includes a second wedge section 58.

[0146] As in Fig. As shown in Figure 6, the second wedge-shaped section, or wedge section 58, is configured to engage with a wedge section 60 of the brake rotor 16. The bicycle hub assembly 14 further comprises a second locking element 62. The second locking element 62 is configured to prevent axial movement of the brake rotor 16 relative to the brake rotor support structure 36 when the second locking element 62 is attached to the brake rotor support structure 36. The second locking element 62 is attached to the brake rotor support structure 36.

[0147] As in Fig. As can be seen in Figure 5, the brake rotor support structure 36 includes a second internal threaded section 66, which is provided on the radially inner surface 54. As shown in Fig. As can be seen in Figure 6, the second locking element 62 has a second external threaded section 68 which is designed to engage with the second internal threaded section 66 ( Fig. 5) the brake rotor support structure 36 to engage / engage in the threads.

[0148] As in Fig. As shown in Figure 2, the brake rotor support structure 36 includes a rotor stopper 70. The rotor stopper 70 is positioned between the second torque transmission profile 56 and the second body end 32B in the axial direction D1. The second locking element 62 is / will be attached to the brake rotor support structure 36 to lock the brake rotor 16 between the rotor stopper 70 ( Fig. 2) and the second locking element 62.

[0149] The first torque transmission profile 40 has a first outer diameter ED31. The second torque transmission profile 56 has a second outer diameter ED32. The second outer diameter ED32 is larger than the first outer diameter ED31. The first external thread section 42 has a third outer diameter ED33. The third outer diameter ED33 is smaller than the first outer diameter ED31. The third outer diameter ED33 is smaller than the second outer diameter ED32. The second outer diameter ED32 is larger than the outer diameter ED1 of the smallest sprocket. However, the second outer diameter ED32 can be equal to or smaller than the first outer diameter ED31. The third outer diameter ED33 can be equal to or larger than the second outer diameter ED32.

[0150] In this embodiment, the first outer diameter ED31 is in the range of 34 mm to 35 mm. The second outer diameter ED32 ranges from 35 mm to 36 mm. The third outer diameter ED33 ranges from 31 mm to 33 mm. However, each of the ranges of the first outer diameter ED31, the second outer diameter ED32, and the third outer diameter ED33 is not limited to this embodiment.

[0151] The first torque transmission profile 40 has a first axial length AL11. The second torque transmission profile 56 has a second axial length AL12. The second axial length AL12 is greater than the first axial length AL11. The first external thread section 42 has a third axial length AL13. The third axial length AL13 is greater than the first axial length AL11. The third axial length AL13 is less than the second axial length AL12. However, the second axial length AL12 can be equal to or less than the first axial length AL11. The third axial length AL13 can be equal to or less than the first axial length AL11. The third axial length AL13 can be equal to or greater than the second axial length AL12.

[0152] In this embodiment, the ratio of the first axial length AL11 to the second axial length AL12 is in the range of 1:2. The first axial length AL11 is in the range of 5 mm to 6 mm. The second axial length AL12 is in the range of 10 mm to 11 mm. The third axial length AL13 is in the range of 5.5 mm to 6.5 mm. However, each of the ranges for the first axial length AL11, the second axial length AL12, and the third axial length AL13 is not limited to this embodiment.

[0153] As in Fig. As shown in Figure 7, the smallest sprocket SP1 has a first total number of teeth TN1 that is equal to or less than 10. The largest sprocket SP12 has a second total number of teeth TN12 that is equal to or greater than 46. The second total number of teeth TN12 can be equal to or greater than 50. In this embodiment, the term "total number of teeth" of a sprocket means the total number of teeth of the sprocket. The first total number of teeth TN1 (i.e., the total number of teeth of the smallest sprocket SP1) is 10. The second total number of teeth TN12 (i.e., the total number of teeth of the largest sprocket SP12) is 50. However, the first total number of teeth TN1 and the second total number of teeth TN12 are not limited to this embodiment. Fig. Figure 7 shows the total number of teeth for each of the additional sprockets SP2 to SP11. However, the total number of teeth for each of the additional sprockets SP2 to SP11 is not limited to this version.

[0154] The bicycle chainring assembly 12 has a total gear range equal to or greater than 350%. The total gear range of the bicycle chainring assembly 12 is equal to or greater than 400%. The total gear range of the bicycle chainring assembly 12 is defined as the ratio of the total number of teeth TN12 of the second chainring SP12 to the total number of teeth TN1 of the smallest chainring SP1. In this embodiment, the total gear range of the bicycle chainring assembly 12 is equal to 480%. However, the total gear range can be less than 350%.

[0155] The bicycle chainring assembly 12 has an average percentage gear step in the range of 15% to 30%. The average percentage gear step of the bicycle chainring assembly 12 is in the range of 20% to 30%. The bicycle chainring assembly 12 has individual percentage gear steps in the range of 15% to 35%. The average percentage gear step of the bicycle chainring assembly 12 is defined as an average of the individual percentage gear steps of the chainrings SP1 to SP12. The individual percentage gear step is defined as the ratio of the difference between the total number of teeth of a larger chainring and the total number of teeth of a smaller chainring axially directly adjacent to the larger chainring to the total number of teeth of the smaller chainring.For example, the individual percentage gear step between sprockets SP12 and SP11 is defined as the ratio of the difference (6) between the total number of teeth (48) of sprocket SP12 and the total number of teeth (42) of sprocket SP11 to the total number of teeth (42) of sprocket SP11. The average percentage gear step can be less than 15% and can be higher than 30%. The individual percentage gear steps can be less than 15% and more than 35%.

[0156] As in Fig. As can be seen in Figure 8, the bicycle hub assembly 14 is attached to a bicycle frame BF with a wheel locking structure WS. As shown in Figure 8. Fig. As can be seen in Figure 3, the hub axle 30 has a through hole 30A. As shown in Fig. As can be seen in figure 8, a fastening rod WS1 of a wheel fastening structure WS extends through the through hole 30A ( Fig. 3) the hub axle 30. The hub axle 30 comprises a first axle end 30B and a second axle end 30C. The hub axle 30 extends between the first axle end 30B and the second axle end 30C along the pivot axis A1. The first axle end 30B is attached to a first frame BF1 of the bicycle frame BF. The second axle end 30C is attached to a second frame BF2 of the bicycle frame BF. The hub axle 30 is held between the first frame BF1 and the second frame BF2 by the wheel locking structure WS. The wheel locking structure WS comprises a structure known in the field of bicycles. Therefore, for the sake of brevity, it will not be described in detail here.

[0157] As in Fig. As shown in Figure 8, the hub body 32 comprises a first spoke attachment section 32C and a second spoke attachment section 32D. Several first spokes SK1 are connected to the first spoke attachment section 32C. Several second spokes SK2 are connected to the second spoke attachment section 32D. The term "spoke attachment section," as used herein, includes configurations in which the spoke attachment opening has a flange-like shape, such that the spoke attachment section, as shown in Figure 8, Fig. 8 can be seen, extending radially outwards with respect to the axis of rotation of the bicycle hub assembly, and configurations in which the spoke attachment section is an opening formed directly on a radially outer circumferential surface of the hub body.

[0158] The first spoke fastening section 32C is provided at the first body end 32A. The second spoke fastening section 32D is provided at the second body end 32B. The second spoke fastening section 32D is spaced axially D1 apart from the first spoke fastening section 32C. The first spoke fastening section 32C is located axially D1 between the sprocket support structure 34 and the second spoke fastening section 32D. The second spoke fastening section 32D is located axially D1 between the first spoke fastening section 32C and the brake rotor support structure 36.

[0159] The first spoke fastening section 32C has a first axially outermost part 32C1. The second spoke fastening section 32D has a second axially outermost part 32D1. The first axially outermost part 32C1 comprises a surface facing the first frame BF 1 in the axial direction D1 in a state in which the bicycle hub assembly 14 is / is attached to the bicycle frame BF. The second axially outermost part 32D1 comprises a surface facing the second frame BF2 in the axial direction D1 in a state in which the bicycle hub assembly 14 is / is attached to the bicycle frame BF.

[0160] The hub body 32 comprises a first axial distance AL1. The first axial distance AL1 is defined between the first axially outermost part 32C1 of the first spoke attachment section 32C and the second axially outermost part 32D1 of the second spoke attachment section 32D in the axial direction D1 with respect to the axis of rotation A1. The first axial distance AL1 can be equal to or greater than 55 mm. The first axial distance AL1 can be equal to or less than 80 mm. The first axial distance AL1 can be equal to or greater than 60 mm. The first axial distance AL1 can be equal to or greater than 65 mm. The first axial distance AL1 can be 67 mm. However, the first axial distance AL1 is not limited to this embodiment and the ranges above. Examples of the first axial distance AL1 include 55.7 mm, 62.3 mm, and 67 mm.

[0161] As in Fig. As shown in Figure 8, the hub axle 30 comprises a first axial frame stop surface 30B1 and a second axial frame stop surface 30C1. The first axial frame stop surface 30B1 is configured to abut a first part BF12 of the bicycle frame BF in the axial direction D1 when the bicycle hub assembly 14 is / will be attached to the bicycle frame BF. The second axial frame stop surface 30C1 is configured to abut a second part BF22 of the bicycle frame BF in the axial direction D1 when the bicycle hub assembly 14 is / will be attached to the bicycle frame BF. The first axial frame stop surface 30B1 is positioned closer to the chainring support structure 34 than the second axial frame stop surface 30C1 in the axial direction D1. The sprocket support structure 34 is provided between the first axial frame stop surface 30B1 and the second axial frame stop surface 30C1 in the axial direction D1.

[0162] The hub axle 30 includes a second axial distance AL2. The second axial distance AL2 is defined between the first axial frame stop surface 30B1 and the second axial frame stop surface 30C1 in the axial direction D1. The second axial distance AL2 can be equal to or greater than 140 mm. The second axial distance AL2 can be equal to or less than 160 mm. The second axial distance AL2 can be equal to or greater than 145 mm. The second axial distance AL2 can be equal to or greater than 147 mm. The second axial distance AL2 can be 148 mm. However, the second axial distance AL2 is not limited to this embodiment and the ranges above. Examples of the second axial distance AL2 include 142 mm, 148 mm, and 157 mm.

[0163] The ratio of the first axial distance AL1 to the second axial distance AL2 can be equal to or greater than 0.3. The ratio of the first axial distance AL1 to the second axial distance AL2 can be equal to or greater than 0.4. The ratio of the first axial distance AL1 to the second axial distance AL2 can be equal to or less than 0.5. For example, the ratio of the first axial distance AL1 (67 mm) to the second axial distance AL2 (148 mm) is approximately 0.45. However, the ratio of the first axial distance AL1 to the second axial distance AL2 is not limited to this embodiment and the ranges above. Examples of the ratio of the first axial distance AL1 to the second axial distance AL2 include approximately 0.42 (AL1 is 62.3 mm and AL2 is 148 mm) or approximately 0.39 (AL1 is 55.7 mm and AL2 is 142 mm).

[0164] As in Fig. 4 and Fig. As shown in Figure 9, the sprocket support structure 34 includes a hub indicator 34I, which is provided at an axial end of the base part 46. The first splined section 44 comprises several spline teeth 44A and an additional spline tooth 44B. The additional spline tooth 44B has a circumferential width that differs from the circumferential width of the spline tooth 44A. The hub indicator 34I is positioned closer to the additional spline tooth 44B than to the spline teeth 44A. In this embodiment, the hub indicator 34I includes a dot. However, the hub indicator 34I can include other shapes, such as a triangle or a line. Furthermore, the hub indicator 34I can be a separate element that is attached to the sprocket support structure 34, for example, by a bonding structure such as an adhesive. The position of the hub indicator 34I is not limited to this embodiment.

[0165] As in Fig. As shown in Figure 10, the sprocket SP1 includes a sprocket indicator SP1I, which is provided at an axial end of a sprocket body SP1A of the sprocket SP1. The sprocket key or spline section 48 comprises several key or spline grooves 48A and an additional key or spline groove 48B. The additional keyed groove or key or spline groove 48B has a circumferential width that differs from the circumferential width of the spline or key groove 48A. The key tooth 44A ( Fig. 9) The sprocket support structure 34 is provided in the keyway 48A of the sprocket key section 48. The additional key tooth 44B ( Fig.9) The sprocket support structure 34 is provided in the additional keyway 48B of the sprocket section 48. In this embodiment, the sprocket indicator SP1I comprises a dot. However, the sprocket indicator SP1I can also comprise other shapes such as a triangle and a line. Furthermore, the sprocket indicator SP1I can be a separate element that is attached to the sprocket SP1, e.g., with a bonding structure such as an adhesive. The position of the sprocket indicator SP1I is not limited to this embodiment. The sprocket indicator SP1I can be provided on any of the other sprockets SP2 to SP12. The sprocket indicator SP1I can also be provided on the sprocket holder 56.

[0166] In this application, the term "comprehensive" and its derivatives, as used herein, are to be understood as open terms that specify the presence of the mentioned features, elements, components, groups, integers, and / or steps, but do not exclude the presence of other unmentioned features, elements, components, groups, integers, and / or steps. The foregoing also applies to words with similar meanings, such as the terms "with," "exhibit," and their derivatives.

[0167] The terms “link”, “section”, “part”, “element”, “body” and “structure”, when used in the singular, can have the double meaning of a single part or multiple parts.

[0168] The ordinal numbers, such as "first" and "second," as used in the present application, are merely identifiers and have no other meaning, such as indicating a specific order or the like. Furthermore, the term "first element," for example, does not imply the existence of a "second element," and the term "second element" does not imply the existence of a "first element."

[0169] The term “pair of”, as used herein, may include the configuration in which the pair of elements have different shapes or structures from each other, in addition to the configuration in which the pair of elements have the same shapes or structures.

[0170] The expressions “one”, “one or more” and “at least one” can be used interchangeably herein.

[0171] Finally, the terms of extent, such as "essentially," "by," and "approximately," as used herein, signify a reasonable degree of deviation from the modified term, such that the final result is not significantly altered. All numerical values ​​described in this application may be interpreted as encompassing "essentially," "by," and "approximately."

[0172] Obviously, many modifications and variations of the present invention are possible in light of the teaching described above. It is therefore understood that the invention can be implemented differently within the scope of the attached claims than specifically described here.

Claims

[1] Bicycle hub assembly (14), comprising: a hub axle (30); a hub body (32) which is rotatably supported about a rotational axis (A1) of the bicycle hub assembly (14) on the hub axle (30), wherein the hub body (32) has a first body end (32A) and a second body end (32B) opposite the first body end (32A) in an axial direction (D1) with respect to the rotational axis (A1); a sprocket support structure (34) including: a first torque transmission profile (40) configured to transmit a rotational force between the chainring support structure (34) and a bicycle chainring assembly (12); and a first external threaded section (42) which is configured to engage with a first internal threaded section (50a) of a first locking element (50), wherein the first torque transmission profile (40) is closer in the axial direction (D1) to the first body end (32A) than the first external threaded section (42); and a brake rotor support structure (36), comprising: a radially outer surface (52); a radially inner surface (54); and a second torque transmission profile (56) which is configured to transmit a rotational force between the brake rotor support structure (36) and a brake rotor (16), wherein the second torque transmission profile (56) is provided on the radially outer surface (52). [2] Bicycle drivetrain assembly (10) comprising: a bicycle chainring assembly (12) comprising: a smallest sprocket (SP1) with a first total number of teeth equal to or less than 10; and a largest sprocket (SP12) with a second total number of teeth equal to or greater than 46; and a bicycle hub assembly (14), comprising: a hub axle (30); a hub body (32) which is rotatably supported on the hub axis (30) of the bicycle hub assembly (14) about a rotational center axis (A1), wherein the hub body (32) has a first body end (32A) and a second body end (32B) opposite the first body end (32A) in an axial direction (D1) with respect to the rotational center axis (A1); a sprocket support structure (34) configured to support the bicycle sprocket assembly (12), wherein the sprocket support structure (34) has a first torque transmission profile (40) configured to transmit a rotational force between the sprocket support structure (34) and the bicycle sprocket assembly (12); and a brake rotor support structure (36), comprising: a radially outer surface (52); a radially inner surface (54); and a second torque transmission profile (56) which is configured to transmit a rotational force between the brake rotor support structure (36) and a brake rotor (16), wherein the second torque transmission profile (56) is provided on the radially outer surface (52). [3] Bicycle drive train arrangement (10) according to claim 2, wherein the second total number of teeth is equal to or greater than 50. [4] Bicycle drive train arrangement (10) according to one of claims 2 to 3, wherein the bicycle chain wheel arrangement (12) comprises at least nine additional chain wheels in the axial direction (D1) between the smallest chain wheel (SP1) and the largest chain wheel (SP12). [5] Bicycle drive train arrangement (10) according to one of claims 2 to 4, wherein the bicycle chain wheel arrangement (12) comprises at least ten additional chain wheels which are arranged in the axial direction (D1) between the smallest chain wheel (SP1) and the largest chain wheel (SP12). [6] Bicycle drivetrain assembly (10), comprising: a bicycle chainring assembly (12) comprising at least ten chainrings, wherein the bicycle chainring assembly (12) has: a total range of motion that is equal to or greater than 350%; and an average percentage gear step increment in the range of 15% to 30%; and a bicycle hub assembly (14), comprising: a hub axle (30); a hub body (32) which is rotatably supported on the hub axis (30) of the bicycle hub assembly (14) about a rotational center axis (A1), wherein the hub body (32) has a first body end (32A) and a second body end (32B) opposite the first body end (32A) in an axial direction (D1) with respect to the rotational center axis (A1); a sprocket support structure (34) configured to support the bicycle sprocket assembly (12), wherein the sprocket support structure (34) has a first torque transmission profile (40) configured to transmit a rotational force between the sprocket support structure (34) and the bicycle sprocket assembly (12); and a brake rotor support structure (36), comprising: a radially outer surface (52); a radially inner surface (54); and a second torque transmission profile (56) which is configured to transmit a rotational force between the brake rotor support structure (36) and a brake rotor (16), wherein the second torque transmission profile (56) is provided on the radially outer surface (52). [7] Bicycle drive train arrangement (10) according to claim 6, wherein the total gear area of ​​the bicycle chainring arrangement (12) is equal to or greater than 400%. [8] Bicycle drive train arrangement (10) according to one of claims 6 to 7, wherein the average percentage gear step of the bicycle chain wheel arrangement (12) is 20% to 30%. [9] Bicycle drive train arrangement (10) according to one of claims 6 to 8, wherein the bicycle chain wheel arrangement (12) has individual percentage gear ranges of 15% to 35%. [10] Bicycle drivetrain assembly (10) comprising: a bicycle chainring assembly (12) comprising a smallest chainring (SP1) with a smallest chainring outer diameter; and a bicycle hub assembly (14), comprising: a hub axle (30); a hub body (32) which is rotatably supported on the hub axis (30) of the bicycle hub assembly (14) about a rotational center axis (A1), wherein the hub body (32) has a first body end (32A) and a second body end (32B) opposite the first body end (32A) in an axial direction (D1) with respect to the rotational center axis (A1); a sprocket support structure (34) configured to support the bicycle sprocket assembly (12), wherein the sprocket support structure (34) has a first torque transmission profile (40) configured to transmit a rotational force between the sprocket support structure (34) and the bicycle sprocket assembly (12), wherein the first torque transmission profile (40) has a first outer diameter (ED31); and a brake rotor support structure (36), comprising: a radially outer surface (52); a radially inner surface(54); and a second torque transmission profile (56) which is arranged to transmit a rotational force between the brake rotor support structure (36) and a brake rotor (16), wherein the second torque transmission profile (56) is provided on the radially outer surface (52) and has a second outer diameter (ED32) which is larger than that of the sprocket with the smallest outer diameter. [11] Bicycle drive train assembly (10) according to claim 10, wherein the second outer diameter (ED32) is larger than the first outer diameter (ED31). [12] Bicycle drivetrain assembly (10), comprising: a bicycle chainring assembly (12) comprising a largest chainring (SP12) with a largest chainring outer diameter (ED12); a brake rotor (16) with a rotor outer diameter (ED20); and a bicycle hub assembly (14) comprising: a hub axle (30); a hub body (32) which is rotatably supported on the hub axis (30) about a rotational center axis (A1), wherein the hub body (32) has a first body end (32A) and a second body end (32B) opposite the first body end (32A) in an axial direction (D1) of the rotational center axis (A1); a sprocket support structure (34) configured to support the bicycle sprocket assembly (12), wherein the sprocket support structure (34) comprises a first torque transmission profile (40) configured to transmit a rotational force between the sprocket support structure (34) and the bicycle sprocket assembly (12); and a brake rotor support structure (36), comprising: a radially outer surface (52); a radially inner surface (54); and a second torque transmission profile (56) configured to transmit a rotational force between the brake rotor support structure (36) and the brake rotor (16), wherein the second torque transmission profile (56) is provided on the radially outer surface (52); and the rotor outer diameter (ED20) is smaller than the outer diameter (ED12) of the largest sprocket (SP12). [13] Bicycle drive train arrangement (10) according to one of claims 2 to 12, wherein the sprocket support structure (34) has a first external threaded section (42) which is configured to engage with a first internal threaded section (50a) of a first locking element (50), and the first external thread section (42) of the first torque transmission profile (40) is arranged axially outwards in the axial direction (D1). [14] Arrangement (10, 14) according to any one of claims 1 to 13, wherein the bicycle hub arrangement (14) comprises the first locking element (50) which is configured to prevent axial movement of the bicycle chain wheel arrangement (12) with respect to the chain wheel support structure (34) in a state in which the first locking element (50) is / is attached to the chain wheel support structure (34). [15] Arrangement (10, 14) according to one of claims 1 to 14, wherein the bicycle hub arrangement (14) comprises a second locking element (62) which is configured to prevent axial movement of the brake rotor (16) with respect to the brake rotor support structure (36) in a state in which the second locking element (62) is / is attached to the brake rotor support structure (36). [16] Arrangement (10, 14) according to claim 15, wherein the brake rotor support structure (36) comprises a second internal threaded section (66) provided on the radially inner surface (54), and the second locking element comprises a second external threaded section (68) which is configured to engage / engage with the second internal threaded section (66) of the sprocket support structure (34). [17] Bicycle hub assembly (14), comprising: a hub axle (30); a hub body (32) which is rotatably supported on the hub axle (30) about a rotational center axis (A1) of the bicycle hub assembly (14), wherein the hub body (32) has a first body end (32A) and a second body end (32B) opposite the first body end (32A) in an axial direction (D1) with respect to the rotational center axis (A1), wherein the hub body (32) comprises: a first spoke attachment section (32C) with a first axially outermost part (32C1); a second spoke attachment section (32D) with a second axially outermost part (32D1); and a first axial distance (AL1) defined in the axial direction (D1) between the first axially outermost (32C1) part of the first spoke fastening section (32C) and the second axially outermost part (32D1) of the second spoke fastening section (32D), wherein the first axial distance (AL1) is equal to or greater than 55 mm; and a sprocket support structure (34) which is rotatably mounted on the hub of the pivot axis (A1) about a pivot axis (A1), the sprocket support structure (34) comprising: a first torque transmission profile (40) configured to transmit a rotational force between the chainring support structure (34) and a bicycle chainring assembly (12); and a first external threaded section (42) which is configured to engage with a first internal threaded section (50a) of a first locking element (50), wherein the first torque transmission profile (40) is closer to the first body in the axial direction (D1) than the first external threaded section (42). [18] Bicycle hub arrangement (14) according to claim 17, wherein the first axial distance (AL1) is equal to or greater than 60mm, preferably equal to or greater than 65mm. [19] Bicycle hub assembly (14) according to one of claims 17 to 18, wherein the hub axle (30) comprises: a first axial frame stop surface (30B1); a second axial frame stop surface (30C1) configured to abut a second part (BF22) of the bicycle frame (BF) in the axial direction (D1) in the state in which the bicycle hub assembly (14) is / will be attached to the bicycle frame (BF); and a second axial distance (AL2) defined between the first axial frame stop surface (30B1) and the second axial frame stop surface (30C1) in the axial direction (D1), wherein the second axial distance (AL2) is equal to or greater than 140mm. [20] Bicycle hub assembly (14) according to one of claims 17 to 19, wherein the hub axle (30) comprises: a first axial frame stop surface (30B1) which is configured to bear against a first part (BF12) of a bicycle frame (BF) in the axial direction (D1) in a state in which the bicycle hub assembly (14) is / will be attached to the bicycle frame (BF); a second axial frame stop surface (30C1) which is configured to bear against a second part (BF22) of the bicycle frame (BF) in the axial direction (D1) in the state in which the bicycle hub assembly (14) is / will be attached to the bicycle frame (BF); and a second axial distance (AL2) defined in the axial direction (D1) between the first axial frame stop surface (30B1) and the second axial frame stop surface (30C1), wherein the second axial distance is equal to or greater than 145mm. [21] Bicycle hub assembly (14) according to one of claims 17 to 20, wherein the hub axle (30) includes a first axial frame stop surface (30B1); a second axial frame stop surface (30C1) which is configured to bear in the axial direction (D1) against a second part (BF22) of the bicycle frame (BF) in the state in which the bicycle hub assembly (14) is / will be attached to the bicycle frame (BF); and a second axial distance (AL2) defined in the axial direction (D1) between the first axial frame stop surface (30B1) and the second axial frame stop surface (30C1), wherein the second axial distance (AL2) is equal to or greater than 147mm. [22] Arrangement (10, 14) according to one of claims 1 to 21, wherein the first torque transmission profile (40) comprises a first spline section (44) which is configured to engage with a chain spline section (48) of the bicycle chain sprocket arrangement (12). [23] Arrangement (10, 14) according to one of claims 1 to 22, wherein the second torque transmission profile (56) comprises a second spline section which is configured to engage with a spline rotor section of the brake rotor (16). [24] Arrangement (10, 14) according to one of claims 1 to 23, wherein the sprocket support structure (34) is closer to the first body end (32A) in the axial direction (D1) than the brake rotor support structure (36). [25] Arrangement (10, 14) according to any one of claims 1 to 24, wherein the first torque transmission profile (40) has a first outer diameter (ED31) and the second torque transmission profile (56) has a second outer diameter (ED32) that is larger than the first outer diameter (ED31), wherein preferably the first outer thread section (42) has a third outer diameter (ED33) that is smaller than the first outer diameter (ED31). [26] Arrangement (10, 14) according to one of claims 1 to 25, wherein the first torque transmission profile (40) has a diameter of 34mm to 35mm. [27] Arrangement (10, 14) according to one of claims 1 to 26, wherein the second torque transmission profile (56) has a second outer diameter (ED32) of 35mm to 36mm. [28] Arrangement (10, 14) according to one of claims 1 to 27, wherein the first torque transmission profile (40) has a first axial length (AL11), and the second torque transmission profile (56) has a second axial length (AL12) which is greater than the first axial length (AL11), wherein preferably the first external thread section (42) has a third axial length (AL13) which is greater than the first axial length (AL11). [29] Arrangement (10, 14) according to any one of claims 1 to 28, wherein the first torque transmission profile (40) has a first axial length (AL11), the second torque transmission profile (56) has a second axial length (AL12) and the ratio of the first axial length to the second axial length (AL12) is in the range of 1 to 2. [30] Arrangement (10, 14) according to any one of claims 1 to 29, wherein the first torque transmission profile (40) has a first axial length (AL11) ranging from 5mm to 6mm. [31] Arrangement (10, 14) according to any one of claims 1 to 30, wherein the second torque transmission profile (56) has a second axial length (AL12) ranging from 10mm to 11mm.

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