Hydraulic pressure control unit and saddle-type vehicle

Abstract

To obtain a hydraulic pressure control unit capable of suppressing excessive load acting on an output shaft of a motor unit in a lateral direction even with a configuration in which the output shaft of the motor unit drives a pump device without intervention of a deceleration mechanism. A hydraulic pressure control unit according to the present invention includes a base body, a motor unit, and a bearing. The motor unit is a driving source of a pump device and includes a stator, a rotor, an output shaft fixed to the rotor, and a cover. The bearing is provided to the base body and the output shaft is inserted into the bearing. The cover includes a cylindrical part covering the outer peripheral side of the stator and a flange projecting from the outer peripheral surface of the cylindrical part. The motor unit is fixed to the base body in such a manner that the flange is held between a bottom part of a recess formed in the base body and a plastic deformation part. The flange includes a flange main part and multiple reduced-stiffness parts having stiffness lower than stiffness of the flange main part.

Description

[0001]

Document Name

[0002]

Title of the Invention

[0003]

Technical Field

[0004]

[001] The present invention relates to a hydraulic control unit mounted on a straddle-type vehicle and a straddle-type vehicle equipped with the hydraulic control unit.

[0005]

Background Art

[0006]

[002] Some conventional vehicles include a hydraulic control unit that controls the hydraulic pressure of the brake fluid in a hydraulic circuit filled with the brake fluid. The hydraulic control unit, for example, increases or decreases the hydraulic pressure of the brake fluid in the hydraulic circuit while the driver of the vehicle is operating an input unit such as a brake lever, adjusts the braking force generated on the wheels, and executes an anti-lock brake control. Such a hydraulic control unit includes a base body in which an internal flow path through which the brake fluid flows is formed, and a motor unit that is a drive source of a pump device provided in the internal flow path. The motor unit is fixed to the base body.

[0007]

[003] Here, a straddle-type vehicle, which is a type of vehicle, has a lower degree of freedom in component layout and a lower degree of freedom in mounting a hydraulic control unit compared to vehicles such as motorcycles. Therefore, miniaturization of the hydraulic control unit mounted on a straddle-type vehicle is desired. Thus, some conventional hydraulic control units mounted on straddle-type vehicles have been proposed in which the motor unit is fixed to the base body by so-called caulking (see, for example, Patent Document 1).

[0008] [0 0 4] Specifically, the motor unit comprises a stator, a rotor, an output shaft fixed to the rotor, and a cover provided on the outer circumference of the stator. The cover comprises a cylindrical portion that covers the outer circumference of the stator and a flange that protrudes from the outer surface of the cylindrical portion to the outside of the cylindrical portion. The base body has a recess into which the flange is inserted. The flange is sandwiched between a plastically deformed portion formed by plastically deforming the inner circumferential wall of the recess and the bottom of the recess. More specifically, the motor unit is pressed toward the bottom of the recess, and the flange of the motor unit comes into contact with the bottom of the recess. Then, the inner circumferential wall of the recess is plastically deformed to form a plastically deformed portion, and the flange is sandwiched between the bottom of the recess and the plastically deformed portion. In this way, the motor unit is fixed to the base body. In conventional hydraulic control units, the motor unit is fixed to the base by crimping, and a reduction mechanism is connected to the output shaft of the motor unit, with the pump device being driven by the output shaft of the reduction mechanism.

[0009] [Prior art documents]

[0010] [Patent Documents]

[0011] [. 0 0 5]

[0012] [Patent Document 1] Japanese Unexamined Patent Publication No. 2018-8676

[0013] [Summary of the Invention]

[0014] [Problems the invention aims to solve]

[0015] [0 0 6] With the aim of further miniaturizing the hydraulic control unit, the inventor considered a configuration of a hydraulic control unit in which the pump device is driven by the output shaft of the motor unit without the need for a reduction gear mechanism. In this configuration, the output shaft of the motor unit, which is fixed to the rotor, is inserted into a bearing provided on the base and is rotatably supported by the bearing. Therefore, when the hydraulic control unit is configured in this way, a problem arises in which it is necessary to consider that the load acting on the output shaft from the lateral direction (more specifically, lateral to the axis of the output shaft) will be excessive. Specifically, the perpendicularity between the flange of the motor unit and the output shaft is defined as the first perpendicularity. Also, the perpendicularity between the bottom of the recess in the assembly of the base and the bearing and the hole into which the output shaft of the bearing is inserted is defined as the second perpendicularity. When configuring the hydraulic control unit as described above, it is necessary to consider that the difference between the first and second vertical angles will be large, resulting in an excessive load acting laterally on the output shaft.

[0016] [0 0 0 7] The present invention was made against the backdrop of the above-mentioned problems, and its first objective is to provide a hydraulic control unit that can suppress excessive lateral load acting on the output shaft of the motor unit, even when the pump device is driven by the output shaft of the motor unit without a reduction mechanism. The second objective of the present invention is to provide a saddle-type vehicle equipped with such a hydraulic control unit.

[0017] [Means for solving the problem]

[0018] [0 0 0 8] The hydraulic control unit according to the present invention is a hydraulic control unit mounted on a saddle-type vehicle, comprising: a base body having an internal passage through which brake fluid flows; a motor unit which is a drive source for a pump device provided in the internal passage, and having a stator, a rotor, an output shaft fixed to the rotor, and a cover provided on the outer circumference of the stator; a bearing provided on the base body into which the output shaft is inserted; the cover comprising: a cylindrical portion covering the outer circumference of the stator; a flange protruding from the outer surface of the cylindrical portion to the outside of the cylindrical portion; the base body having a recess into which the flange is inserted; and a plastically deformable portion protruding to the inner circumference of the recess; the motor unit is fixed to the base body with the flange sandwiched between the bottom of the recess and the plastically deformable portion; the flange comprising: a main flange portion; and portions provided at intervals in the circumferential direction of the flange. It comprises several rigidity-reducing sections, which have lower rigidity compared to the main flange section.

[0019] [0 0 0 9] Furthermore, the saddle-type vehicle according to the present invention is equipped with a hydraulic control unit according to the present invention.

[0020] [Effects of the Invention]

[0021] [0 0 1 0] The hydraulic control unit according to the present invention, as in the conventional method, presses the motor unit toward the bottom of the recess, brings the flange of the motor unit into contact with the bottom of the recess, clamps the flange between the bottom of the recess and the plastically deformed part, and fixes the motor unit to the base. Here, the flange of the motor unit of the hydraulic control unit according to the present invention comprises a main flange portion and a plurality of rigidity-reducing portions provided at intervals in the circumferential direction of the flange and having lower rigidity compared to the main flange portion. For this reason, in the hydraulic control unit according to the present invention, when the flange of the motor unit is brought into contact with the bottom of the recess, the flange deforms to absorb the difference between the first verticality and the second verticality described above. Therefore, even if the hydraulic control unit according to the present invention is configured to drive the pump device with the output shaft of the motor unit without a reduction mechanism, it is possible to suppress excessive load acting laterally on the output shaft of the motor unit.

[0022] [Brief explanation of the drawing]

[0023] [0 0 1 1]

[0024] [Figure 1] This figure shows the configuration of a saddle-type vehicle equipped with a brake system that includes a hydraulic control unit according to an embodiment of the present invention.

[0025] [Figure 2] This figure shows the configuration of a brake system equipped with a hydraulic control unit according to an embodiment of the present invention.

[0026] [Figure 3] This is a partial cross-sectional view of a hydraulic control unit according to an embodiment of the present invention, viewed from the side.

[0027] [Figure 4] This figure shows the inside of a hydraulic control unit according to an embodiment of the present invention.

[0028] [Figure 5] This figure illustrates the process of inserting the output shaft of a motor unit according to an embodiment of the present invention into a bearing provided on a base.

[0029] [Figure 6] This figure illustrates the process of inserting the output shaft of a motor unit according to an embodiment of the present invention into a bearing provided on a base.

[0030] [Figure 7] This figure illustrates the process of inserting the output shaft of a motor unit according to an embodiment of the present invention into a bearing provided on a base.

[0031] [Figure 8] This figure illustrates the process of inserting the output shaft of a motor unit according to an embodiment of the present invention into a bearing provided on a base.

[0032] [Figure 9] This figure illustrates a modified example of the hydraulic control unit according to an embodiment of the present invention, and is a perspective view showing the area around the rigidity reduction section of the motor unit.

[0033] [Figure 10] This is a cross-sectional view taken along line A-A in Figure 9.

[0034] [Figure 11] This figure illustrates a modified example of a hydraulic control unit according to an embodiment of the present invention, and is a perspective view showing the area around the rigidity reduction section of the motor unit.

[0035] [Modes for Carrying Out the Invention]

[0036] [0 0 1 2] The hydraulic control unit and saddle-type vehicle according to the present invention will be described below with reference to the drawings. In the following, an example will be described in which the hydraulic control unit according to the present invention is mounted on a motorcycle, which is an example of a saddle-type vehicle, but the hydraulic control unit according to the present invention may be mounted on other saddle-type vehicles other than motorcycles. Other saddle-type vehicles other than motorcycles include, for example, bicycles (e.g., two-wheeled vehicles, three-wheeled vehicles, etc.), three-wheeled vehicles that use at least one of an engine and an electric motor as a drive source, and buggies, etc. Furthermore, a bicycle means any vehicle that can be propelled on the road by the force applied to the pedals. In other words, bicycles include ordinary bicycles, electric assist bicycles, electric bicycles, etc. Furthermore, two-wheeled vehicles or three-wheeled vehicles mean so-called motorcycles, and motorcycles include motorcycles, scooters, electric scooters, etc.

[0037] [0 0 1 3] Furthermore, although the following describes an example in which the hydraulic control unit according to the present invention is employed in a brake system equipped with one hydraulic circuit, the number of hydraulic circuits in a brake system in which the hydraulic control unit according to the present invention is employed is not limited to one. A brake system in which the hydraulic control unit according to the present invention is employed may be equipped with two or more hydraulic circuits.

[0038] [0 0 1 4] Furthermore, the configurations and operations described below are examples only, and the present invention is not limited to such configurations and operations. Also, in each figure, the same reference numerals may be used for identical or similar members or parts, or the reference numerals may be omitted. In addition, detailed structures may be simplified or omitted from the illustration as appropriate.

[0039] [0 0 1 5] Embodiment.

[0040] <Configuration and Operation of Brake System for Saddle-Type Vehicles> The configuration and operation of a brake system equipped with a hydraulic control unit according to this embodiment will be described. Figure 1 is a diagram showing the configuration of a saddle-type vehicle equipped with a brake system equipped with a hydraulic control unit according to an embodiment of the present invention. Figure 2 is a diagram showing the configuration of a brake system equipped with a hydraulic control unit according to an embodiment of the present invention.

[0041] [0 0 1 6] As shown in Figures 1 and 2, the brake system 1 is mounted on a saddle-type vehicle 200. The saddle-type vehicle 200 is, for example, a motorcycle powered by an engine or motor. The saddle-type vehicle 200 includes a body 1, a handle 2 rotatably held on the body 1, a front wheel 3 rotatably held on the body 1 together with the handle 2, and a rear wheel 4 rotatably held on the body 1.

[0042] [0 0 1 7] The brake system 1 comprises a brake lever 11 and a hydraulic circuit 12 filled with brake fluid. The brake lever 11 is located on the handle 2 and is operated by the driver's hand. The hydraulic circuit 12 generates a braking force on the rotor 3a, which rotates with the front wheel 3, in accordance with the amount of operation of the brake lever 11. In addition, a braking force is generated on the rotor 4a, which rotates with the rear wheel 4, in accordance with the amount of operation of the brake pedal 13. The brake pedal 13 is located at the bottom of the body 1 and is operated by the driver's foot. The mechanism that generates braking force in accordance with the amount of operation of the brake pedal 1 3 may be a mechanism that generates braking force by increasing the pressure of the brake fluid, or it may be a mechanism that generates braking force mechanically (for example, a mechanism that generates braking force by creating tension in a wire).

[0043] [0 0 1 8] Here, the brake lever 11 and brake pedal 13 are examples of brake input parts. For example, a brake pedal other than the brake pedal 13 provided on the body 1 may be used as a brake input part that replaces the brake lever 11. Also, for example, a brake lever other than the brake lever 11 provided on the handle 2 may be used as a brake input part that replaces the brake pedal 13.

[0044] [0 0 1 9] The hydraulic circuit 1 2 includes a master cylinder 2 1 having a piston (not shown), a reservoir 2 2 attached to the master cylinder 2 1, a brake caliper 2 3 having brake pads (not shown), and a wheel cylinder 2 4 that operates the brake pads (not shown) of the brake caliper 2 3.

[0045] In the base body 110 of the hydraulic control unit 100

[0020] , an internal flow path 40 for communicating the wheel cylinder 24 and the master cylinder 21 is formed. That is, an internal flow path 40 through which the brake fluid flows is formed in the base body 110. The internal flow path 40 communicates with the master cylinder 21 via a fluid pipe 15 described later, and communicates with the wheel cylinder 24 via a fluid pipe 16 described later. In the present embodiment, a main flow path 41 and a sub-flow path 42 are formed in the base body 110 as the internal flow path 40. In the hydraulic circuit 12, the master cylinder 21 and the wheel cylinder 24 communicate with each other via a fluid pipe 15 connected between the master cylinder 21 and a master cylinder port MP formed in the base body 110, the main flow path 41 formed in the base body 110, and a fluid pipe 16 connected between the wheel cylinder 24 and a wheel cylinder port WP formed in the base body 110. Further, the brake fluid of the wheel cylinder 24 is discharged to a mid-section 41a of the main flow path, which is a mid-section of the main flow path 41, via the sub-flow path 42.

[0046] [0 0 2 1] A stop valve 2 5 is provided in the area of ​​the main flow path 4 1 that is closer to the wheel cylinder 2 4 than the middle section 4 1a of the main flow path. The opening and closing operation of the stop valve 2 5 opens and closes the flow path portion of the main flow path 4 1 where the stop valve 2 5 is installed, and controls the flow rate of brake fluid circulating in this area. The secondary flow path 4 2 is provided with, in order from the upstream side, a release valve 2 6, an accumulator 2 7 for storing brake fluid, and a pump device 5 0. That is, the pump device 5 0 is installed in the internal flow path 4 0. The opening and closing operation of the release valve 2 6 opens and closes the flow path portion of the secondary flow path 4 2 where the release valve 2 6 is installed, and controls the flow rate of brake fluid circulating in this area. The pump device 50 applies pressure to the brake fluid in the sub-flow channel 42, thereby moving the brake fluid. In other words, the pump device 50 moves the brake fluid in the internal flow channel 40. The type of pump device 50 is not particularly limited.

[0047] [ 0 0 2 2 ] In addition, a master cylinder hydraulic pressure sensor 3 〇 is provided in the region of the main flow path 4 1 on the master cylinder 2 1 side of the filling valve 2 5 for detecting the hydraulic pressure of the brake fluid in the master cylinder 2 1. In addition, a wheel cylinder hydraulic pressure sensor 3 1 is provided in the region of the main flow path 4 1 on the wheel cylinder 2 4 side of the filling valve 2 5 for detecting the hydraulic pressure of the brake fluid in the wheel cylinder 2 4.

[0048] [0 0 2 3] In other words, the main passage 4 1 connects the master cylinder port MP and the wheel cylinder port WP via the filling valve 2 5. The secondary passage 4 2 is defined as a passage that releases the brake fluid from the wheel cylinder 2 4 to the master cylinder 2 1 via the release valve 2 6, either in whole or in part. That is, the secondary passage 4 2 also connects the master cylinder port MP and the wheel cylinder port WP. The pump device 50 is a reciprocating pump. In such a case, an eccentric portion 74 that eccentrically rotates with respect to the rotation axis 73a of the output shaft 73 is attached to the output shaft 73 of the motor unit 70. Then, one end of the plunger 51 of the pump device 50 is pressed against the eccentric portion 74 by the eccentric rotational movement of the eccentric portion 74, and the plunger 51 reciprocates, thereby driving the pump device 50.

[0049]

[0038] Thus, when the pump device 50 is driven by the output shaft 73 of the motor unit 70 without passing through a speed reduction mechanism, the radial load acting on the output shaft? 3 during the driving of the pump device 50 is supported as shown in FIG. 3. Specifically, a bearing 101 is provided on the base body 110. This bearing 101 is provided, for example, in a bearing recess 113 formed at the bottom Illa of the recess 111. Then, the output shaft 73 of the motor unit 70 is inserted into the bearing 1〇1 and is rotatably supported by the bearing 1〇1.

[0050] [0 0 3 9] Here, when the hydraulic control unit 100 is configured in this way, it is necessary to consider that the load acting laterally on the output shaft 73 will be excessive. The load acting laterally on the output shaft 73 is, in more detail, a load acting on the output shaft 73 that is lateral with respect to the rotation axis 73a, which is the axis of the output shaft 73. In more detail, the perpendicularity between the flange 82 in the motor unit 70 and the output shaft 73 is defined as the first perpendicularity. Also, in the assembly of the base 110 and the bearing 101, the perpendicularity between the bottom Illa of the recess 111 and the central axis 101a of the hole into which the output shaft 73 of the bearing 101 is inserted is defined as the second perpendicularity. When the hydraulic control unit 1 〇 〇 is configured as described above, it is necessary to consider that the difference between the first and second vertical angles will be large, resulting in an excessive load acting laterally on the output shaft 7 3. For the central axis 1 〇 1a, please refer to Figure 5 described later.

[0051] [0 0 4 0] In the hydraulic control unit 100 according to this embodiment, the flange 82 of the cover 80 of the motor unit 70 is configured as shown in Figure 4. Specifically, the flange 82 includes a flange main portion 83. The flange main portion 83 is, for example, a part similar to the flange of the motor unit of a conventional hydraulic control unit. Furthermore, the flange 82 is provided with a plurality of stiffness-reducing portions 84 that are spaced apart in the circumferential direction Y of the flange 82 and have lower stiffness compared to the flange main portion 83. In other words, the flange 82 has the flange main portion 83 and the stiffness-reducing portions 84 arranged alternately in the circumferential direction Y of the flange 82. In other words, the flange 82 is more easily deformed than the flange of a conventional hydraulic control unit motor unit, which is composed only of parts similar to the main flange 83, by having multiple rigidity-reducing parts 84. The hydraulic control unit 1〇〇 according to this embodiment is equipped with such a flange 82, so that excessive load acting laterally on the output shaft 73 of the motor unit 7〇 can be suppressed. In this embodiment, the rigidity-reducing part 84 is a notched part 85 with a notch 85a formed therein. Also, in this embodiment, the notch 85a of the notched part 85 is formed only on the flange 82.

[0052] [0 0 4 1] Below, using Figures 5 to 8, we will explain why the flange 82 can suppress excessive lateral load acting on the output shaft 73 of the motor unit 70.

[0053] [0 0 4 2] Figures 5 to 8 are diagrams illustrating the process of inserting the output shaft of a motor unit according to an embodiment of the present invention into a bearing provided on a base. Figures 5 to 8 are cross-sectional views of the motor unit 70, base 110, and bearing 101 observed from a direction perpendicular to the observation direction Z shown in Figure 3. In practice, when inserting the output shaft 73 of the motor unit 70 into the bearing 101, the eccentric portion 74 is attached to the output shaft 73 before inserting the output shaft 73 of the motor unit 70 into the bearing 101. However, in order to facilitate understanding of the process of inserting the output shaft 73 of the motor unit 70 into the bearing 101, the eccentric portion 74 is not shown in Figures 5 to 8. [0 0 4 3] Figure 5 shows the state before the output shaft 73 of the motor unit 70 is inserted into the bearing 1〇1. Figure 5 also shows that the bottom 111a of the recess 111 and the bottom 111a side surface of the flange 82 of the motor unit 70 are parallel. As can be seen from Figure 5, in the state before the output shaft 73 of the motor unit 70 is inserted into the bearing 1〇1, the first perpendicularity, which is the perpendicularity between the flange 82 and the output shaft 73 of the motor unit 7〇, is lower than the second perpendicularity, which is the perpendicularity between the bottom Illa of the recess 111 and the central axis 101a of the bearing 1〇1.

[0054] [0 0 4 4] When inserting the output shaft 73 of the motor unit 70 into the bearing 101, first insert the tip of the output shaft 73 into the bearing 101. Then, as shown in Figures 6 to 8, press multiple points on the flange 82 of the motor unit 70 toward the bottom 111a of the recess 111 with the jig 130. As the jig 130 presses multiple points on the flange 82 toward the bottom 111a of the recess 111, a part of the flange 82 will come into contact with the bottom Illa of the recess 111, as shown in Figure 6. Figure 6 shows an example where the tip of the flange 82 portion on the right side of the paper contacts the bottom Illa of the recess 111.

[0055] [0 0 4 5] Starting from the state shown in Figure 6, if the jig 130 is used to further press multiple points on the flange 82 toward the bottom 111a of the recess 111, if the flange 82 is difficult to deform, the portion of the flange 82 on the left side of the paper that is not in contact with the bottom Illa of the recess 111 will move closer to the bottom Illa, causing the motor unit 70 to tilt in the direction of arrow X, and eventually come into contact with the bottom Illa. In this state, a load in the direction of the white arrow W acts on the output shaft 73 of the motor unit 7〇 as a counterforce from the bearing 1〇1. If the load in the direction of the white arrow W becomes excessive, phenomena such as an excessive current flowing through the motor unit 7 0 and an increase in the power consumption of the hydraulic control unit 1 〇 〇 may occur.

[0056] [0 0 4 6] However, as described above, the flange 8 2 according to this embodiment is more easily deformed than the flange of the motor unit of a conventional hydraulic control unit. For this reason, when the jig 130 is used to further press multiple points on the flange 8 2 toward the bottom 111a of the recess 111, the right side of the flange 8 2 deforms to absorb the difference between the first and second verticalities. Specifically, the right side of the flange 8 2 deforms so that its tip moves upward relative to the base, which is the connection point with the cylindrical part 8 1. As a result, almost the entire right side of the flange 8 2 comes into contact with the bottom I lla of the recess 111. Furthermore, a portion of the flange 82 on the left side of the paper, which was not in contact with the bottom Illa of the recess 111, now comes into contact with the bottom Illa of the recess 111. Figure 7 shows an example where the base of the flange 82 on the left side of the paper comes into contact with the bottom Illa of the recess 111.

[0057] [0 0 4 7] Starting from the state shown in Figure 7, when the jig 130 is used to further press multiple points on the flange 82 toward the bottom 111a of the recess 111, the portion of the flange 82 on the left side of the paper, which was partially in contact with the bottom 111a of the recess 111, deforms to absorb the difference between the first and second perpendicularity. More specifically, the portion of the flange 82 on the left side of the paper deforms so that its tip moves toward the bottom of the paper relative to its base. As a result, almost the entire flange 82 comes into contact with the bottom Illa of the recess 111, as shown in Figure 8. Thus, when the flange 82 of this embodiment is brought into contact with the bottom Illa of the recess 111, it deforms to absorb the difference between the first and second vertical angles. Therefore, even if the hydraulic control unit 100 of this embodiment is configured to drive the pump device 50 with the output shaft 73 of the motor unit 70 without a reduction mechanism, it is possible to suppress excessive load acting laterally on the output shaft 73 of the motor unit 70.

[0058] [0 0 4 8] In this state, a jig (not shown) is pressed against the stepped portion 111b to form a plastically deformed portion 112, and the flange 82 of the cover 8〇 is sandwiched between the bottom Illa of the recess 111 and the plastically deformed portion 112, thereby fixing the motor unit 70 to the base 110.

[0059] [0 0 4 9] <Effects of the hydraulic control unit> The effects of the hydraulic control unit according to this embodiment will be explained.

[0060] [0 0 5 0] The hydraulic control unit 100 according to this embodiment is a hydraulic control unit mounted on a saddle-type vehicle 200. The hydraulic control unit 100 comprises a base 110, a motor unit 70, and a bearing 101. An internal passage 40 through which brake fluid flows is formed in the base 110. The motor unit 70 is the drive source for a pump device 50 provided in the internal passage 40. The motor unit 70 has a stator 71, a rotor 72, an output shaft 73 fixed to the rotor 72, and a cover 80 provided on the outer circumference of the stator 71. The bearing 101 is provided in the base 110 and the output shaft 73 is inserted into it. The cover 80 includes a cylindrical portion 81 that covers the outer circumference of the stator 71, and a flange 82 that protrudes outward from the outer surface of the cylindrical portion 81. The base body 110 has a recess 111 into which the flange 82 is inserted, and a plastically deformable portion 112 that protrudes inward from the recess 111. The motor unit b 70 is fixed to the base body 110 by the flange 82 being sandwiched between the bottom of the recess 111 and the plastically deformable portion 112. Furthermore, the flange 82 comprises a flange main portion 83 and a plurality of rigidity-reducing portions 84 provided at intervals in the circumferential direction Y of the flange 82, and having lower rigidity compared to the flange main portion 83.

[0061] [0 0 5 1] The flange 82 of the hydraulic control unit 100 configured in this way deforms to absorb the difference between the first verticality and the second verticality when it comes into contact with the bottom 111a of the recess 111, as described above. Therefore, the hydraulic control unit 1〇〇 configured in this way can suppress excessive load acting laterally on the output shaft 73 of the motor unit 70, even when the pump device 5〇 is driven by the output shaft 73 of the motor unit 70 without a reduction mechanism, as described above.

[0062] [0 0 5 2] Preferably, as shown in Figure 4, in the observation direction Z, which is the observation direction along the rotation axis 73a of the output shaft 73 of the motor unit 70, the rigidity reduction portion 84 (notch portion 85 in this embodiment) is positioned so as not to overlap with the plastic deformation portion 112. In a hydraulic control unit 100 with such a configuration, the entire plastic deformation portion 112 can press against the main flange portion 83. Therefore, a hydraulic control unit 100 with such a configuration improves the reliability of fixing the motor unit 70 to the base 11〇.

[0063] [0 0 5 3] Preferably, as shown in Figure 4, the hydraulic control unit 100, in which the stiffness reduction portion 84 is positioned so as not to overlap with the plastic deformation portion 112, has a plurality of plastic deformation portions 112. The stiffness reduction portion 84 is positioned on both sides of each of the plastic deformation portions 112. In a hydraulic control unit 100 with such a configuration, the flange portion 82 near the plastic deformation portion 112 becomes more susceptible to deformation. Therefore, in a hydraulic control unit 100 with such a configuration, when the flange 82 is clamped between the bottom Illa of the recess 111 and the plastic deformation portion 112, it is possible to suppress the portion of the flange 82 facing the plastic deformation portion 112 from lifting away from the bottom 111a of the recess 111. Consequently, a hydraulic control unit 100 with such a configuration improves the reliability of fixing the motor unit 70 to the base 110.

[0064] [ 0 0 5 4 ]

[0065] <Modified Example> Figure 9 is a diagram illustrating a modified example of a hydraulic control unit according to an embodiment of the present invention, and is a perspective view showing the area around the rigidity reduction portion of the motor unit. Figure 10 is a cross-sectional view from A to A in Figure 9. As shown in Figures 9 and 10, if the rigidity reduction portion 84 provided on the flange 82 is a notch 85, then the notch 85a formed in the notch 85 may be connected to the slit 81a formed in the cylindrical portion 81 of the cover 80. In other words, the notch 85a formed in the notch 85 provided on the flange 82 may extend to the cylindrical portion 81. Note that in the motor unit 70 shown in Figures 3 and 4, as described above, the notch 85a formed in the notch 85 is formed only on the flange 82. In other words, the motor unit 7 shown in Figures 3 and 4 does not have a slit 81a connected to the notch 85a formed in the cylindrical portion 81.

[0066] [0 0 5 5] A hydraulic control unit 1〇〇 in which the notch 85a is connected to a slit 81a formed in the cylindrical portion 81 of the cover 8〇, is more susceptible to deformation of the flange 82 compared to a case where the slit 81a is not formed in the cylindrical portion 81 and the notch 85a is formed only in the flange 82. Therefore, a hydraulic control unit 100 in which the notch 85a is connected to a slit 81a formed in the cylindrical portion 81 of the cover 8〇 can better suppress excessive load acting laterally on the output shaft 73 of the motor unit 70 compared to a case where the slit 81a is not formed in the cylindrical portion 81 and the notch 85a is formed only in the flange 82. On the other hand, in a hydraulic control unit 100 in which no slit 81a is formed in the cylindrical portion 81 and the notch 85a is formed only in the flange 82, the leakage of magnetic force generated from the stator 71 and rotor 72 of the motor unit 70 to the outside of the motor unit 70 can be suppressed compared to the case where the notch 85a is connected to the slit 81a formed in the cylindrical portion 81 of the cover 80. Therefore, in a hydraulic control unit 100 in which no slit 81a is formed in the cylindrical portion 81 and the notch 85a is formed only in the flange 82, the performance of the motor unit 70 is improved compared to the case where the notch 85a is connected to the slit 81a formed in the cylindrical portion 81 of the cover 80.

[0067]

[0056] When the notch 85a is connected to a slit 81a formed in the cylindrical portion 81 of the cover 8〇, preferably the slit 81a is positioned as shown in Figure 10. Specifically, the stator 71 of the motor unit 7〇 is equipped with a magnet 71a. If the motor unit 7〇 is a brushed motor, the magnet 71a is a permanent magnet. If the motor unit 7〇 is a brushless motor, the magnet 71a is a coil, i.e., an electromagnet. Preferably, as shown in Figure 10, the slit 81a is positioned so as not to face the magnet 71a. By positioning the slit 81a in this manner, it is possible to suppress the leakage of magnetic force generated from the magnet 71a of the stator 71 through the slit 81a to the outside of the motor unit 70, thereby suppressing a decrease in the performance of the motor unit 70.

[0068]

[0057] Figure 11 is a diagram illustrating a modified example of a hydraulic control unit according to an embodiment of the present invention, and is a perspective view showing the area around the rigidity reduction portion of the motor unit. The rigidity reduction portion 84 of the hydraulic control unit 100 described above was a notched portion 85 with a notch 85a formed therein. However, the rigidity reduction portion 84 only needs to have lower rigidity than the main flange portion 83, and is not limited to a notched portion 85. For example, as shown in Figure 11, the rigidity reduction portion 84 may be configured to be thinner than the main flange portion 83. A flange 82 equipped with a rigidity reduction portion 84 configured in this way is also more easily deformed than the flange of the motor unit of a conventional hydraulic control unit. Therefore, the rigidity reduction section 8 4 configured in this way also deforms to absorb the difference between the first and second vertical angles when it comes into contact with the bottom I lla of the recess 1 1 1, as described above. Consequently, the hydraulic control unit 1 0 0 equipped with the rigidity reduction section 8 4 configured in this way can also suppress excessive load acting laterally on the output shaft 7 3 of the motor unit 7 0, even if the pump device 5 0 is driven by the output shaft 7 3 of the motor unit 7 0 without a reduction mechanism, as described above.

[0069] [ 0 0 5 8 ]

Claims

[Document Name] Scope of Claim A hydraulic control unit according to claim 7 (100).

9. A saddle-type vehicle (200) comprising a hydraulic control unit (100) according to any one of claims 1 to 6.

Images