Pedal generator with variable resistive torque and associated production hybrid vehicle

Abstract

The present invention relates to a pedal generator with variable resistive torque, comprising: - a pedal spindle (41); - an electric motor operating as a generator so as to apply a resistive torque to the pedal spindle; and - mechanical transmission means between the pedal spindle and a spindle of the electric motor; the electric motor having: - a length (L1) of between 25 and 45 mm; - an outer radius (R1) of between 35 and 45 mm; - an inner radius (R2) of between 17.5 and 23.5 mm; - a notch width percentage of between 50 and 75.6%; and - a magnet thickness of between 2 and 5 mm; the mechanical transmission means corresponding to a train of parallel gears having a gear ratio of between 25 and 55.

Description

[0001] VARIABLE RESISTIVE TORQUE GENERATOR PEDAL AND ASSOCIATED SERIES HYBRID VEHICLE

[0002] FIELD OF THE INVENTION

[0003] The present invention relates to a generator pedal assembly, that is to say a pedal assembly whose axis of rotation of the pedals, called the pedal axle, is connected to an electric motor operating as a generator. The electric motor can thus convert the mechanical rotational energy, applied to the pedal axle, into electrical energy.

[0004] More specifically, the invention relates to a variable resistive torque generator pedal assembly, in which the electric motor is capable of varying the resistive torque applied to the pedal assembly shaft, for example as a function of vehicle parameters, such as the speed of the vehicle, the rotation speed of the pedal assembly, the percentage of the slope on which the vehicle is moving. . .

[0005] Furthermore, the invention also relates to a series hybrid vehicle comprising such a pedal assembly, i.e. a pedal-driven vehicle without mechanical transmission between the pedal assembly and the drive wheel(s), providing traction or propulsion by means of an electric motor. These vehicles are called “series hybrid” in certain classifications to show that the vehicles comprise two electric motors mounted in “series”: a motor operating mainly as a generator at the pedal assembly and a motor associated with the drive wheel. The term “hybrid” reveals that the energy used to move the vehicles comes from both the mechanical energy applied to the pedal assembly and the electrical energy contained in a battery.

[0006] These series hybrid vehicles can take the form of cycles, bicycles, velomobiles, recumbent bicycles, etc.

[0007] PRIOR ART

[0008] Pedal vehicles are currently experiencing significant growth with the development of electric assistance solutions.

[0009] Electrically assisted vehicles are generally composed of a pedal assembly, a drive wheel providing traction or propulsion of the vehicle, a mechanical transmission connecting the pedal assembly to the drive wheel, an electric motor and a battery powering the electric motor.

[0010] Thus, within the meaning of the invention, an electrically assisted vehicle always incorporates a mechanical transmission connecting the pedal assembly to the drive wheel, for example a chain or a belt. Electrical assistance can be used to limit the forces required to rotate the drive wheel or the pedal assembly. In the latter case, in pedals with integrated electrical assistance, the axle of the electric motor is not directly fixed to the pedal assembly axle because the motors that meet the space constraints in the pedal assembly are not capable of providing the torque required by the electrical assistance. Thus, it is conventional to use a mechanical transmission with a combination of gears between the motor axle and the pedal assembly axle to provide the required electrical assistance torque.

[0011] For the purposes of the invention, a combination of gears is referred to as a gear train. Depending on the relative position of the axes, several types of gear train are distinguished, including parallel gear trains and epicyclic gear trains.

[0012] Parallel gear trains are known for their low weight, small size, limited number of parts, and low cost. Thus, parallel gear trains are particularly attractive for forming an internal mechanical transmission between the motor shaft and the bottom bracket shaft. However, these parallel gear trains are not very compact in lateral surface area because the increase in the size of the motor implies an increase in the size of the casing containing the gears and the motor.

[0013] Figure 1 of the state of the art represents an electrically assisted pedal assembly incorporating a parallel gear train. This type of pedal assembly consists of a casing 10 comprising three axles 41, 42, 43 fixed to the casing 10 by means of ball bearings 20, four toothed wheels Z1, Z2, Z3, Z4 and a motor 111 formed of a stator 31 and a rotor 30. When a user applies a force to the pedals 40, this force is transmitted to the axle of the pedal assembly 41. A toothed wheel Z1, fixed to the axle of the pedal assembly 41, meshes with a toothed wheel Z2 secured to an internal axle 42. The internal axle 42 drives a toothed wheel Z3, fixed to the internal axle 42, which meshes with a toothed wheel Z4. This toothed wheel Z4 is integral with the axis of the motor 43 and therefore allows the rotor 30 to be driven.The toothed wheels Z1 and Z3 typically have a larger diameter than the toothed wheels Z2 and Z4 so that the motor shaft 43 rotates at a higher speed than the internal shaft 42, which in turn rotates at a higher speed than the crankshaft shaft 41.

[0014] In this figure 1, we note that the volume available for the integration of the motor 111 is limited. Indeed, the motor 111 must be integrated in the center distance between the axis of the motor 43 and the internal axis 42, thus limiting the internal radius RI of the motor 111, that is to say the radius of the rotor 30. In addition, the motor 111 is also constrained in width because the width Le of the casing 10 must not be too high at the risk of increasing the distance Qf between the fixing points of the pedals 40.

[0015] Thus, the width and radius limitations of the motor 111 limit the maximum torque that the motor 111 can provide to meet the space constraints of the housing 10. It follows that the motor 111 cannot meet a high torque volume requirement. Furthermore, epicyclic gear sets are known to have a high torque volume compared to other types of gear sets. However, these epicyclic gear sets have a greater number of parts and a greater weight than parallel gear sets.

[0016] Indeed, Figure 2 of the state of the art represents a generator crankset integrating an epicyclic gear train. This type of crankset also comprises a casing 10 integrating a motor 112, comprising a stator 31 and a rotor 30, connected to a crankset axle 41. The connection of the stator 31 with the crankset axle 41 is ensured by three types of toothed wheels: a planetary wheel Z5, several satellite wheels Z6 and a crown wheel Z7.

[0017] When a user applies a force to the crankset 40, this force is transmitted to the crankset axle 41. The planetary gear Z65 is fixed to the crankset axle 41 and meshes with the satellite gears Z6 which rotate around a fixed crown wheel Z7. Thus, the user's force is transmitted to a satellite carrier Z5 which is secured to the hollow shaft of the rotor 30 and which allows the rotation of the motor shaft 112. In practice, several planetary and satellite gears are often necessary.

[0018] Unlike generator cranksets with parallel gear trains, generator cranksets with epicyclic gear trains allow the integration of a larger motor 112. Indeed, the use of a crankset axle 41 passing inside the axle of the motor 112 allows the radius of the motor 112 to occupy the entire radius of the casing 10 without increasing the size of the crankset. As illustrated in FIG. 2, the epicyclic gear train is arranged in front of or behind the motor and only impacts the width Le of the casing 10.

[0019] When designing a mechanical system such as a pedal set, it is necessary to make a compromise between weight, size, particularly the space between the pedals, volume torque, cost, robustness, and the volume of the mechanical transmission.

[0020] In electrically assisted vehicles, the assistance aims to provide the user with the ability to move with less physical effort than in a vehicle without electrical assistance. In addition, electrically assisted vehicles must be able to be used with or without electrical assistance. Thus, if the battery is empty or if a malfunction occurs in the motor, users expect to be able to use the vehicle without electrical assistance thanks to the mechanical transmission connecting the pedal tax and the drive wheel tax.

[0021] To anticipate this operating configuration without electrical assistance, it is sought as a priority to minimize the weight of the mechanical transmission for electrically assisted vehicles because the other elements of the electrical assistance, such as the motor and the battery, can hardly be lightened. In a completely different field, there are also series hybrid vehicles, that is to say pedal vehicles not having a mechanical transmission between the pedal assembly and the drive wheel. As described in document US 10,754,340, these vehicles are composed of a generator pedal assembly, capturing the mechanical rotational energy applied by the user to the pedals to recharge a battery, itself used to power an electric motor located at the rotational speed of the drive wheel.

[0022] Users of pedal-powered vehicles are accustomed to experiencing haptic feedback from the pedals depending on the vehicle's condition. For example, if the user wants to start a vehicle on a steep climb, they must apply much more torque to the pedals than to start on a descent. Thus, a pedal connected to a mechanical transmission, with or without electric assistance, naturally presents haptic feedback.

[0023] With a pedal set without mechanical transmission between the pedal set and the drive wheel, the pedal set generator motor must also be able to apply a variable resistive torque to the pedal set to simulate the haptic feedback of a mechanical transmission between the drive wheel and the pedal set. This resistive torque must be particularly important in certain vehicle configurations, for example when the user wants to start the vehicle uphill with a significant slope. In this configuration, with a pedal generator, the effective resistive torque applied by the pedal set must be approximately 200 Nm for at least 1 second to allow the user to start the vehicle without having a sensation of the pedals slipping.

[0024] Given the requirement for transmitting significant resistive torques, the sizing constraints linked to the size of the motor integrated into the pedal assembly and the volume torque constraints, generator pedals conventionally integrate a mechanical transmission using an epicyclic gear train, as described in document EP 2711281.

[0025] However, an epicyclic gear train requires the use of a large number of parts, which makes the generator pedal assembly more complex to produce. In addition, this mechanical transmission also has a higher weight and cost than parallel gear trains.

[0026] In the relatively distant field of non-hybrid series assistance cycles, document EP2631165 describes a crankset without an epicyclic gear train, however the teaching of this document cannot be easily adapted to the hybrid-series case in a simple and direct manner.

[0027] The technical problem of the invention therefore consists of obtaining a generator pedal assembly making it possible to apply a variable resistive torque to the pedal assembly in order to simulate the behavior of a pedal assembly connected to a mechanical transmission, that is to say to be able to provide a significant volume resistive torque, without increasing the volume of the casing. PRESENTATION OF THE INVENTION

[0028] To address this technical problem, the invention proposes using a specific electric motor capable of providing a very high resistive torque in a reduced size and meeting the constraints of integration into pedals.

[0029] More specifically, the invention proposes to use an electric motor having:

[0030] - a length between 25 and 45 mm;

[0031] - an external radius between 35 and 45 mm;

[0032] - an internal radius between 17.5 and 23.5 mm;

[0033] - a notch width percentage between 50 and 75.6%; and

[0034] - a magnet thickness between 2 and 5 mm.

[0035] With this specific and particularly efficient electric motor for providing a variable resistive torque in a generator pedal, it is now possible to use a motor that meets the sizing constraints while still achieving a high volume torque. To do this, the invention proposes using a mechanical transmission with a parallel gear train having a gear ratio of between 25 and 55 between the electric motor and the pedal axle, i.e. a mechanical transmission with a limited number of parts and noise.

[0036] Thus, the invention lies in a discovery according to which a specifically sized electric motor makes it possible to do without the use of an epicyclic train for a generator pedal assembly while providing the resistive torque sought for this type of pedal assembly.

[0037] According to a first aspect, the invention relates to a variable resistive torque generator pedal comprising:

[0038] - a pedal axle on which a pedaling torque is intended to be applied by a user;

[0039] - an electric motor operating as a generator so as to apply a resistive torque to the pedal axle; and

[0040] - mechanical transmission means between the pedal axle and an electric motor axle.

[0041] The invention is characterized in that the electric motor has:

[0042] - a length between 25 and 45 mm;

[0043] - an external radius between 35 and 45 mm;

[0044] - an internal radius between 17.5 and 23.5 mm;

[0045] - a notch width percentage between 50 and 75.6%; and

[0046] - a magnet thickness of between 2 and 5 mm; and in that the mechanical transmission means correspond to a parallel gear train with a gear ratio of between 25 and 55. The invention thus makes it possible to generate a variable resistive torque that can reach high values, for example when the user wishes to start the vehicle uphill with a significant slope. In this configuration, the pedal assembly is capable of providing a resistive torque of substantially 200 Nm for a duration of 1 second while using a simple mechanical transmission corresponding to a parallel gear train. In addition, the generator pedal assembly is also capable of generating an effective resistive torque of substantially 50 Nm for a duration of at least 30 min.

[0047] Preferably, the parallel gear train comprises an internal axle and two gears connecting the pedal axle and the electric motor axle, each gear comprising two toothed wheels. This embodiment makes it possible to obtain a mechanical transmission with a limited number of parts and a reduced footprint.

[0048] To easily achieve the gear ratio between 25 and 55, the gear ratio can be between 3.8 and 6.0 for the gear connecting the bottom bracket axle and the internal axle and between 6.9 and 11.4 for the gear connecting the internal axle and the motor axle.

[0049] To meet the constraints of resistance and mechanical strength of the toothed wheels, the toothed wheels of the gear connecting the crank axle with the internal axle preferably have a width of between 6 and 17 mm and the toothed wheels of the gear connecting the motor axle with the internal axle preferably have a width of between 4 and 9 mm.

[0050] Preferably, in order to limit the noise generated by the meshing of the toothed wheels, the toothed wheels of the gear connecting the axle of the pedal assembly with the internal axle and / or of the gear connecting the axle of the motor with the internal axle have helical teeth.

[0051] To meet the mechanical constraints that the toothed wheels undergo during operation, the value of the tooth module is between 0.75 and 1.36, more particularly between 1.125 and 1.36 for the gear connecting the pedal axle with the internal axle and between 0.5 and 0.6 for the gear connecting the motor axle with the internal axle.

[0052] According to one embodiment, the helix angle of the toothed wheels of the gear connecting the crankshaft axle with the internal axle is between 13.5 and 45 degrees and the helix angle of the gear connecting the motor axle with the internal axle is between 4.8 and 45 degrees. This embodiment makes it possible to limit the vibrations generated by the friction of the toothed wheels.

[0053] Preferably, to meet space requirements, the distance between the pedal attachment points on the bottom bracket axle is between 130 and 170 mm.

[0054] To withstand the mechanical stresses associated with the use of the pedal assembly, the gear wheels of the gear connecting the pedal assembly axle with the internal axle and / or the gear wheels of the gear connecting the motor axle with the internal axle may also be made of forged case-hardened steel or nitrided steel. According to a second aspect, the invention relates to a series hybrid vehicle comprising:

[0055] - at least one variable resistive torque generator pedal according to the first aspect of the invention;

[0056] - at least one battery capable of storing the electrical energy produced by the generator pedal;

[0057] - an electric motor powered by said at least one battery and coupled to at least one moving wheel so as to ensure the movement of the vehicle; and

[0058] - an electric motor control unit configured to activate the electric motor when the pedal assembly is operated by the user.

[0059] SUMMARY DESCRIPTION OF THE FIGURES

[0060] The manner of carrying out the invention as well as the advantages which result therefrom will emerge clearly from the following embodiments, given for informational but non-limiting purposes, with reference to figures 1 to 6 in which:

[0061] [Fig.l] Figure 1 is a schematic cross-sectional representation of a state-of-the-art crankset incorporating a parallel gear train;

[0062] [Fig.2] Figure 2 is a schematic cross-sectional representation of a state-of-the-art crankset incorporating an epicyclic gear train;

[0063] [Fig.3] Figure 3 is a schematic sectional representation of a variable resistive torque generator pedal according to one embodiment of the invention;

[0064] [Fig.4] Figure 4 is a schematic cross-sectional representation of the crank rotor of Figure 3;

[0065] [Fig.5] Figure 5 is a partial schematic representation in radial section of the rotor of Figure 4;

[0066] [Fig.6] Figure 6 is a schematic representation of the teeth of a gear wheel of the crankset of Figure 3.

[0067] DETAILED DESCRIPTION OF THE INVENTION

[0068] Figure 3 illustrates a variable resistive torque generator pedal according to one embodiment of the invention.

[0069] This crankset is composed of a crankset axle 41 to which the pedals 40 apply a pedaling torque. To do this, the pedals 40 can be screwed to each end of the crankset axle 41 or secured by any other means, for example the pedals 40 can be welded to the ends of the crankset axle 41. The distance between the pedal attachment points defines the distance Qf, preferably between 130 and 170 mm. Between the pedal attachment points 40, the crankset axle 41 enters a casing 10.

[0070] According to the invention, inside this casing 10, the crankset comprises a motor 11 and a parallel gear train having a gear ratio of between 25 and 55 between the crankset axle 41 and an axle of the motor 43.

[0071] Preferably, as illustrated in Figure 3, this reduction ratio is obtained with an internal shaft 42 connecting the crankshaft shaft 41 and a motor shaft 43. More precisely, a toothed wheel Z1 is fixed to the crankshaft shaft 41 and meshes with a wheel Z2 secured to the internal shaft 42. This wheel Z2 drives the internal shaft 42 on which a toothed wheel Z3 is fixed. This toothed wheel Z3 meshes with a toothed wheel Z4 fixed to the motor shaft 43. This toothed wheel Z4 drives the motor shaft 43 and therefore allows the rotation of a rotor 30 of the motor 11.

[0072] Preferably, the different axes 41, 42, 43 are connected to the casing 10 using ball bearings 20.

[0073] In a preferred embodiment of the invention, the toothed wheels Z1 and Z2 have an identical width LZ1 of between 6 and 17 mm, while the toothed wheels Z3 and Z4 have an identical width LZ2 of between 4 and 9 mm.

[0074] The toothed wheels Z1 and Z3 typically have a larger diameter than the toothed wheels Z2 and Z4 so that the motor shaft 43 rotates at a higher speed than the internal shaft 42, which in turn rotates at a higher speed than the crankshaft shaft 41. Typically, the toothed wheels Z1 and Z2 can be sized to obtain a gear ratio of between 3.8 and 6.0 and the toothed wheels Z3 and Z4 can be sized to obtain a gear ratio of between 6.9 and 11.4. To do this, the toothed wheel ZI can have a number of teeth between 74 and 125, more particularly between 74 and 95, the toothed wheel Z2 can have a number of teeth between 16 and 23, more particularly between 16 and 19, the toothed wheel Z3 can have a number of teeth between 157 and 215 and the toothed wheel Z4 can have a number of teeth between 17 and 23, more particularly between 19 and 23.

[0075] As illustrated in Figure 6, the gear wheels may have helical teeth, i.e. teeth with teeth oriented at an angle other than 90° relative to the circumference of the wheel. Helical teeth are defined in particular by the helix angle AH of orientation of the teeth relative to the circumference of the wheel. Typically, the helix angle AH may be between 13.5 and 45 degrees for the gear wheels Z1, Z2 of the first gear and between 4.8 and 45 degrees for the gear wheels Z3 and Z4.

[0076] In addition to the tooth angle, the geometry of a tooth is classically defined by a module M. This module M is used to represent the diameter at the circumference of the wheel and the height H of the teeth. To ensure proper operation of a gear train, the two toothed wheels of the same gear must have an identical module M in order to be able to mesh with each other. For example, the module M of the Z1 and Z2 toothed wheels is between 0.75 and 1.36 mm, more specifically between 1.125 and 1.36, while the module M of the Z3 and Z4 toothed wheels is between 0.5 and 0.6 mm.

[0077] To meet the mechanical and weight constraints of the parallel gear train, the Z1, Z2, Z3 and Z4 gear wheels are preferably made of forged case-hardened steel or nitrided steel.

[0078] Furthermore, the motor 11 conventionally comprises a stator 31 and a rotor 30. According to the invention, the stator 31 and the rotor 30 have an identical width L1, between 25 and 45 mm. The internal radius RI is defined by the center distance between the radial end of the rotor 31 and the axis of the motor 43. According to the invention, this internal radius RI is between 17.7 and 23.5 mm. The external radius R2 is defined by the center distance between the radial end of the stator 31 and the axis of the motor 43 and it is between 35 and 45 mm.

[0079] Figure 4 is a schematic representation of a cross-sectional view of the rotor 30, the central axis corresponds to the axis of the motor 43 shown in Figure 3. According to the invention, the dimensioning of the motor 11 is also characterized by the thickness of the magnets EA. Indeed, the magnets generate a magnetic field whose power varies according to the thickness of the magnets EA. According to the invention, the thickness of the magnets EA is between 2 and 5 mm.

[0080] Another determining parameter for the dimensioning of the motor 11 is the percentage of notch width PE corresponding to the distance between two consecutive notches. According to the invention, the notch width PE, shown in Figure 5, is between 50 and 75.6%.

[0081] For the purposes of the invention, the percentage of notch width corresponds to the tooth pitch divided by the internal radius RI. The tooth pitch is obtained by the number of notches with the following formula: tooth pitch equals 2. pi divided by the number of notches.

[0082] In some publications, the notch width is defined in millimeters. To convert from the percentage of notch width PE of the invention to the notch width defined in millimeters, simply use the following formula: notch width defined in millimeters = percentage of notch width PE * tooth pitch * internal radius RI.

[0083] With these precise dimensions of the motor 11 and the use of a parallel gear train having a gear ratio of between 25 and 55 between the crankshaft axle 41 and an axis of the motor 43, the invention thus makes it possible to obtain a generator crankset making it possible to apply a variable resistive torque to the crankshaft axle in order to simulate the behavior of a crankset connected to a mechanical transmission, that is to say to be able to provide a significant volume resistive torque, while respecting the dimensioning constraints of the crankset. The crankset of the invention can be implemented on any type of vehicle which can take the form of cycles, bicycles, velomobiles, recumbent bicycles.

[0084] The invention also relates to a series hybrid vehicle comprising the pedal assembly of the invention. In this vehicle, the pedal assembly can operate in generator mode in order to convert at least part of the mechanical energy supplied by the user into electrical energy stored in at least one battery to be restored later in the form of acceleration of the wheels by means of at least one electric motor.

[0085] In addition, the pedal assembly can also be used to measure the torque applied over time by the user to control the acceleration or braking of the vehicle. With the invention, a series hybrid vehicle can be sized to travel at a high speed, typically up to 80 to 120 km / h.

Claims

CLAIMS 1. Variable resistive torque generator pedal comprising: - a pedal axle (41) on which a pedaling torque is intended to be applied by a user; - an electric motor operating as a generator so as to apply a resistive torque to the pedal axle; and - mechanical transmission means between the pedal axle and an axle of the electric motor; characterized in that the electric motor has: - a length (Ll) between 25 and 45 mm; - an external radius (IR) between 35 and 45 mm; - an internal radius (R2) between 17.5 and 23.5 mm; - a notch width percentage (PE) between 50 and 75.6%; and - a magnet thickness (EA) of between 2 and 5 mm; and in that the mechanical transmission means correspond to a parallel gear train with a gear ratio of between 25 and 55.

2. Variable resistive torque generator pedal set according to claim 1, in which the parallel gear train comprises an internal shaft (42) and two gears (Z2, Z3) connecting the pedal set shaft (41) and the shaft of the electric motor (43), each gear comprising two toothed wheels (Z1, Z2, Z3, Z4).

3. Variable resistive torque generator pedal according to claim 2, in which the gear ratio is between 3.8 and 6.0 for the gear connecting the pedal shaft (41) and the internal shaft (42) and between 6.9 and 11.4 for the gear connecting the internal shaft (42) and the motor shaft (43).

4. Variable resistive torque generator pedal assembly according to claim 2 or 3, in which the toothed wheels (Z1, Z2) of the gear connecting the axis of the pedal assembly (41) with the internal axis (42) have a width (LZ1) of between 6 and 17 mm and the toothed wheels (Z3, Z4) of the gear connecting the axis of the motor (43) with the internal axis (42) have a width (LZ2) of between 4 and 9 mm.

5. Variable resistive torque generator pedal according to one of claims 2 to 4, in which the toothed wheels (Z1, Z2) of the gear connecting the axis of the pedal (41) with the internal axis (42) and / or the toothed wheels (Z3, Z4) of the gear connecting the axis of the motor (43) with the internal axis (42) have helical teeth.

6. Variable resistive torque generator pedal set according to one of claims 2 to 5, in which the value of the module (M) of the teeth is between 0.75 and 1.36, more particularly between 1.125 and 1.36, for the toothed wheels (Z1, Z2) of the gear connecting the axis of the pedal set (41) with the internal axis (42) and between 0.5 and 0.6 for the toothed wheels (Z3, Z4) of the gear connecting the axis of the motor (43) with the internal axis (42).

7. Variable resistive torque generator pedal according to one of claims 2 to 6, in which the helix angle (AH) of the toothed wheels (Zl, Z2) of the gear connecting the axis of the pedal (41) with the internal axis (42) is between 13.5 and 45 degrees and the helix angle (AH) of the toothed wheels (Z3, Z4) of the gear connecting the axis of the motor (43) with the internal axis (42) is between 4.8 and 45 degrees.

8. Variable resistive torque generator pedal set according to one of claims 2 to 7, in which the distance (Qf) between the fixing points of the pedals (40) on the axis of the pedal set (41) is between 130 and 170 mm.

9. Variable resistive torque generator pedal according to one of claims 2 to 8, in which the toothed wheels (Z1, Z2) of the gear connecting the axis of the pedal (41) with the internal axis (42) and / or the toothed wheels (Z3, Z4) of the gear connecting the axis of the motor (43) with the internal axis (42) are made of forged case-hardened steel or nitrided steel.

10. Series hybrid vehicle comprising: - at least one variable resistive torque generator pedal according to one of claims 1 to 9; - at least one battery capable of storing the electrical energy produced by the generator pedal; - at least one battery capable of storing the electrical energy produced by the generator pedal; an electric motor powered by said at least one battery and coupled to at least one mobile wheel so as to ensure the movement of the vehicle; and - an electric motor control unit configured to activate the electric motor when the pedal assembly is operated by the user.

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