阅读说明：本技术 姿势控制装置和制动装置 (Attitude control device and brake device ) 是由 森田光正 大家秀幸 麻野吉雄 于 2019-07-25 设计创作，主要内容包括：本发明提供姿势控制装置和制动装置。该姿势控制装置和制动装置能够在搭载于铁道车辆的制动装置抑制振动声的产生。姿势控制装置(160)用于抑制制动块头部(151)的倾斜的变动。姿势控制装置(160)包括：螺旋弹簧(163),其利用摩擦力抑制所述倾斜；弹簧箱(161),其保持螺旋弹簧(163)；以及配重部(161B),其设于弹簧箱(161)。(The invention provides a posture control device and a brake device. The attitude control device and the brake device can suppress generation of vibration sound in the brake device mounted on the railway vehicle. The attitude control device (160) is used for suppressing the variation of the inclination of the brake pad head (151). A posture control device (160) is provided with: a coil spring (163) that suppresses the inclination by a frictional force; a spring case (161) that holds a coil spring (163); and a weight (161B) provided in the spring box (161).)

1. An attitude control device for suppressing variation in the tilt of a pad head portion, wherein,

the attitude control device includes:

a suppression portion that suppresses the inclination by a frictional force;

a holding portion that holds the suppressing portion; and

and a weight portion provided to the holding portion.

2. The gesture control apparatus according to claim 1, wherein,

the restraining portion includes a friction member and a spring that urges the friction member toward the pad head.

3. The attitude control apparatus according to claim 1 or 2, wherein,

the holding portion and the weight portion are integrally formed.

4. The attitude control apparatus according to claim 1 or 2, wherein,

the holding portion includes a detachable portion to which the weight portion is detachably attached.

5. The gesture control apparatus according to claim 4, wherein,

the detachable part is a fastening structure composed of a fixing tool.

6. A gesture control apparatus according to any one of claims 1 to 5, wherein,

the brake pad head portion includes an engaging portion into which the holding portion can be engaged,

a buffer is provided between the fitting portion and the holding portion.

7. A brake apparatus for applying a braking force by pressing a friction member against a pad head portion, wherein,

the brake device includes an attitude control device for suppressing a variation in the inclination of the pad head,

the attitude control device includes:

a suppression portion that suppresses the inclination by a frictional force;

a holding portion that holds the suppressing portion; and

and a weight portion provided to the holding portion.

Technical Field

The present invention relates to a posture control device and a brake device.

Background

A brake device is known which applies a braking force to a wheel of a railway vehicle by pressing a brake pad against a tread surface of the wheel (see, for example, patent document 1).

Patent document 1: japanese Kokai publication Hei-4-46976

Disclosure of Invention

Problems to be solved by the invention

However, in the brake device described in patent document 1, when a braking force is applied, the brake pad generates frictional vibration. When the frictional vibration is transmitted to the structure of the brake device, the amplification effect by the resonance of the member is exerted, and further, a vibration sound may be generated. The present invention is not limited to a brake device that generates a braking force by coming into contact with a tread surface of a wheel, and has similar problems with brake devices such as caliper brakes and track brakes that press a brake friction member against a pressed member.

The generation of the vibration sound of the brake device differs depending on the railway vehicle on which the brake device is mounted and the running environment, and the vibration sound may be generated even if it is adjusted in advance. Therefore, a method for suppressing the generation of vibration noise even after the brake device is mounted on the railway vehicle has been desired.

The present invention has been made in view of the above circumstances, and an object thereof is to provide a posture control device and a brake device that can suppress generation of vibration sound in a brake device mounted on a railway vehicle.

Means for solving the problems

An attitude control device for solving the above problem is an attitude control device for suppressing a variation in the inclination of a brake pad head, the attitude control device including: a suppression portion that suppresses the inclination by a frictional force; a holding portion that holds the suppressing portion; and a weight portion provided to the holding portion.

A brake device for solving the above-described problems, which applies a braking force by pressing a friction material against a pad head portion, includes an attitude control device for suppressing a variation in inclination of the pad head portion, and includes: a suppression portion that suppresses the inclination by a frictional force; a holding portion that holds the suppressing portion; and a weight portion provided to the holding portion.

According to the above configuration, since the weight portion is provided in the holding portion, the weight portion can change the mass of the holding portion, and the load applied to the brake pad head portion can be changed, so that the variation in the inclination of the brake pad head portion can be suppressed. As a result, the generation of vibration noise can be suppressed in the brake device mounted on the railway vehicle.

In the attitude control device, it is preferable that the restraining part includes a friction material and a spring that urges the friction material toward the pad head.

According to the above configuration, the change in the inclination of the pad head portion can be easily suppressed by the biasing force of the spring that presses the friction material against the pad head portion.

In the attitude control device, it is preferable that the holding portion and the weight portion are integrally formed.

According to the above configuration, the load applied to the pad head portion can be easily changed by replacing the holding portion.

In the attitude control device, it is preferable that the holding portion includes a detachable portion to which the weight portion is detachably attachable.

According to the above configuration, the counterweight portion can be easily replaced by the detachable portion.

In the attitude control device, the detachable section is preferably a fastening structure formed of a fastening tool.

According to the above configuration, the counterweight portion can be easily replaced by the attaching and detaching operation of the fixing tool.

In the attitude control device, it is preferable that the pad head portion includes a fitting portion into which the holding portion can be fitted, and a cushion member is provided between the fitting portion and the holding portion.

According to the above configuration, the shock and vibration generated between the fitting portion of the head portion of the brake pad and the holding portion are absorbed by the cushion member, thereby suppressing generation of the collision sound and the vibration sound.

ADVANTAGEOUS EFFECTS OF INVENTION

According to the present invention, it is possible to suppress vibration noise generated when a braking force is applied to a wheel.

Drawings

Fig. 1 is a side view showing a schematic configuration of an attitude control device and a brake device according to embodiment 1.

Fig. 2 is an enlarged cross-sectional view taken along line 2-2 of fig. 1, showing a schematic configuration of the brake device of embodiment 1.

Fig. 3 is a graph showing vibration characteristics of the brake device according to embodiment 1.

Fig. 4 is a sectional view showing replacement of a spring box of the brake device according to embodiment 1.

Fig. 5 is a sectional view showing replacement of a spring box of the brake device according to embodiment 1.

Fig. 6 is a sectional view showing replacement of a spring box of the brake device according to embodiment 1.

Fig. 7 is a sectional view showing replacement of a spring box of the brake device according to embodiment 1.

Fig. 8 is a cross-sectional view showing a schematic configuration of the attitude control device and the brake device according to embodiment 2.

Fig. 9 is a sectional view showing replacement of the weight portion of the braking device according to embodiment 2.

Fig. 10 is a sectional view showing replacement of the weight portion of the braking device according to embodiment 2.

Fig. 11 is a sectional view showing replacement of a weight portion of the braking device according to embodiment 2.

Fig. 12 is a sectional view showing replacement of the weight portion of the braking device according to embodiment 2.

Fig. 13 is a sectional view showing replacement of the weight portion of the braking device according to embodiment 2.

Description of the reference numerals

100. The brake device includes a brake device 10, a wheel 110, a brake pad 120, a driving force generating section 130, a driving force transmitting section 151, a brake pad head 152, a fitting hole as a fitting section 160, a posture control device 161, 261, a spring box as a holding section 161, a cylinder section as a holding section 161A, a weight section 161B, 161B α, 261B α, a weight section 163, a coil spring as a suppressing section 162, a friction material and a friction plate as a suppressing section 165, an O-ring as a cushion, 261A, an outer peripheral section as a detachable section 270, and a fixing tool.

Detailed Description

(embodiment 1)

Hereinafter, a posture control device and a brake device according to embodiment 1 will be described with reference to fig. 1 to 7. The attitude control device is disposed in the brake device.

As shown in fig. 1, the brake device 100 is a device for applying a braking force by pressing a brake pad 110 against a tread surface 10A of a wheel 10 of a railway vehicle, and the brake device 100 includes: a driving force generating part 120, a driving force transmitting part 130, and a braking force applying part 150.

The driving force generating unit 120 is a brake cylinder device that generates a driving force for driving the brake pad 110. The driving force generating unit 120 includes a cylinder 121 to which compressed air is supplied as a pressure fluid, a piston 122 that moves in the cylinder 121 in accordance with the supply amount of the compressed air, and a spring 123 that biases the piston 122. The force generated by the compressed air and the force of the spring 123 act in opposite directions with respect to the piston 122.

The driving force transmitting portion 130 is a device that transmits the driving force generated by the driving force generating portion 120 to the pad head portion 151 that holds the pad 110 using the principle of leverage. The driving force transmission portion 130 includes: a lever 131, a 1 st connecting pin 132, a 2 nd connecting pin 133, a push rod 134, a brake block hanger 135, and a gap adjusting part 136.

The lever 131 is a member that converts the linear motion of the piston 122 into a rotational motion. A concave spherical through hole 137 is formed at an intermediate position in the longitudinal direction of the lever 131.

The 1 st coupling pin 132 is a member that rotatably couples the distal end portion of the piston 122 and the 1 st end portion 131A of the lever 131.

The 2 nd connecting pin 133 is a member that rotatably connects the 2 nd end 131B of the lever 131 and the fulcrum 138.

The push rod 134 is a member that converts the rotational motion of the lever 131 into a linear motion. When the piston 122 is moved by the compressed air being discharged and being urged by the spring 123, the push rod 134 linearly moves the brake shoe 110 in a direction away from the tread surface 10A of the wheel 10. On the other hand, when piston 122 is moved by supplying compressed air, rod 134 linearly moves brake shoe 110 in a direction approaching tread surface 10A of wheel 10. The tip end portion of the push rod 134 is formed in a substantially L-shape. The L-shaped corner of the pushrod 134 is coupled to a fixed shaft 139 fixed to the brake shoe head 151. The fixing shaft 139 is a bolt and is fastened with a nut.

The pad hanger 135 is a member that supports a pad head 151 holding the pad 110 to be movable forward and backward. The 1 st end of the brake pad hanger 135 is rotatably connected to a fixing portion 140 provided in the driving force transmission portion 130 by a 3 rd connecting pin 141. The 2 nd end of the brake pad hanger 135 is rotatably coupled to a fixed shaft 139 fixed to the tip end of the push rod 134. Further, a posture control device 160 for preventing inclination of the push rod 134 when braking force is applied is provided below the fixed shaft 139 at the tip end portion of the push rod 134. The attitude control device 160 suppresses the variation in the inclination of the pad head 151.

As shown in fig. 2, attitude control device 160 includes: a spring case 161, a friction plate 162 as a friction material, a coil spring 163, and a receiving portion 164.

The spring case 161 has a cylindrical portion 161A and a weight portion 161B integrally formed with an end portion of the cylindrical portion 161A in the extending direction. The spring case 161 corresponds to a holding portion. The friction plate 162 and the coil spring 163 function as a suppression portion.

The cylinder 161A is fitted into a fitting hole 152 formed in the brake shoe head 151 from the distal end side. Specifically, the brake shoe head 151 includes a pair of plate members 151A and 151B. A circular 1 st fitting hole 152A penetrates through the 1 st plate member 151A in the thickness direction. The cylinder 161A is inserted into the 1 st fitting hole 152A from the outside of the pair of plate members 151A, 151B. The cylinder 161A penetrates the 1 st fitting hole 152A. Further, the outer peripheral surface of the cylindrical portion 161A and the inner peripheral surface of the 1 st fitting hole 152A contact each other with an O-ring 165 as an example of a cushion member interposed therebetween. The fitting hole 152(152A) corresponds to a fitting portion into which the spring case 161 serving as the holding portion can be fitted.

The weight 161B is formed with a cylindrical recess 161C concentric with the tube 161A. A through hole 161D is formed in the bottom surface of the recess 161C. A fixing bolt 166 is inserted into the through hole 161D. Head 166A of fixing bolt 166 engages with the inner bottom surface of recess 161C. A shaft portion 166B of the fixing bolt 166 penetrates through the through hole 161D. An annular friction plate 162 is fitted around the shaft portion 166B of the fixing bolt 166.

The friction plates 162 are provided in a pair so as to sandwich the push rod 134 from both sides in the axial direction of the fixed shaft 139. More specifically, push rod 134 has an extension portion 134A extending downward from a portion supporting fixed shaft 139. The friction plate 162 contacts the distal end of the extension 134A to restrict rotation between the extension 134A of the push rod 134 and the friction plate 162. A through-hole 134B is formed in the tip end portion of the extension portion 134A of the push rod 134. A shaft portion 166B of the fixing bolt 166 passes through the through-hole 134B. Further, a slight gap exists between the inner peripheral surface of the through-hole 134B and the outer peripheral surface of the shaft portion 166B of the fixing bolt 166. The friction plate 162 is movable in the axial direction of the fixing bolt 166.

The pair of friction plates 162 have a double-layered structure, and the layer 1 162 α contacting the push rod 134 is formed of an elastic material having a relatively large frictional resistance with respect to the push rod 134, and the layer 2 162 β of the friction plates 162 is formed of a rigid material.

The 1 st coil spring 163A is interposed between the 1 st friction plate 162A of the pair of friction plates 162, which is disposed close to the spring box 161, and the 1 st friction plate 162A brings the 1 st layer 162 α into close contact with the push rod 134 based on the urging force transmitted from the 1 st coil spring 163A to the 2 nd layer 162 β.

Of the pair of friction plates 162, the 2 nd friction plate 162B paired with the 1 st friction plate 162A is disposed opposite to the receiving portion 164 in the axial direction of the fixing bolt 166, the receiving portion 164 is configured in a bottomed cylindrical shape, the brake pad head portion 151 includes a pair of plate members 151A, 151B, the receiving portion 164 is fitted from the tip end side into the 2 nd fitting hole 152B formed in the 2 nd plate member 151B, the 2 nd coil spring 163B is interposed between the inner bottom surface of the receiving portion 164 and the 2 nd friction plate 162B, and the 2 nd friction plate 162B brings the 1 st layer 162 α into close contact with the push rod 134 based on the urging force transmitted from the 2 nd coil spring 163B to the 2 nd layer 162 β.

A through hole 167 is formed in the bottom surface of the receiving portion 164. A shaft portion 166B of the fixing bolt 166 is inserted into the through hole 167. The shaft 166B of the fixing bolt 166 protrudes from the through hole 167. A nut 168 is screwed to a portion of the shaft portion 166B protruding from the through hole 167.

Returning to fig. 1, the clearance adjusting portion 136 is a tubular member that adjusts the distance between the brake pad 110 and the tread surface 10A of the wheel 10. A female screw portion 136A is formed on the inner peripheral portion of the gap adjuster 136. The female screw 136A is screwed to a male screw 134C formed at the base end of the plunger 134. A convex spherical shaft receiving portion 136B is formed on the outer peripheral portion of the gap adjuster 136. The spherical shaft receiving portion 136B is rotatably supported by the spherical through hole 137 of the lever 131. When the gap adjusting portion 136 adjusts the amount of screwing between the male screw portion 134C and the female screw portion 136A, the position of the spherical shaft receiving portion 136B in the front-rear direction with respect to the push rod 134 changes. As a result, the stroke amount of the push rod 134 with respect to the spherical through hole 137 changes, and the distance between the brake shoe 110 and the tread surface 10A of the wheel 10 changes.

The braking force applying part 150 has a pad head 151 and a pad 110.

The pad head 151 is a member that holds the pad 110, and the pad head 151 is made of a metal body that is formed into a substantially arc shape in its outer shape. The brake pad head 151 has a tip surface 151C formed in a substantially circular arc shape. The brake shoe 110 is attached to the tip end surface 151C of the brake shoe head 151.

The brake pad 110 is a brake friction member that generates a braking force when pressed against the tread surface 10A of the wheel 10. The brake shoe 110 is a plate-like member having a substantially circular arc-shaped outer shape, and the brake shoe 110 has a friction surface 110A that contacts the tread surface 10A of the wheel 10 and a back surface 110B that contacts a front end surface 151C of the brake shoe head 151. When a braking force is applied, the brake shoe 110 moves together with the brake shoe head 151 in a direction in which the friction surface 110A is pressed against the tread surface 10A of the wheel 10. On the other hand, when the application of the braking force is released, the brake shoe 110 moves together with the brake shoe head 151 in a direction in which the friction surface 110A is away from the tread surface 10A of the wheel 10.

Next, the operation of the brake device 100 will be described. In particular, the operation when the braking force is applied will be described.

When a braking force is applied, the friction surface 110A of the brake shoe 110 is pressed against the tread surface 10A of the wheel 10. Then, the frictional vibration generated in the pad 110 is transmitted to the structural body of the brake apparatus 100 including the pad head 151. At this time, if the frequency of the frictional vibration generated by the brake pad 110 matches the resonance frequency of the structure of the brake device 100, resonance occurs in the structure of the brake device 100. As a result, as shown by the broken line in fig. 3, the structural body of the brake device 100 vibrates in simple resonance with the resonance frequency as the peak frequency. This shows a tendency that the maximum value of the amplitude becomes large, and a large vibration sound is easily generated by the brake device 100.

In this regard, when the weight 161B is connected to the brake pad head 151 via the coil spring 163 and resonance occurs in the structure of the brake device 100, the weight 161B generates vibration (random vibration) having a random directivity in the vertical direction and the left-right direction. As a result, as shown by the solid line in fig. 3, the peak frequencies of the simple harmonic vibrations shown by the structural body of the brake device 100 are easily dispersed into a plurality. This can suppress the maximum amplitude value and reduce the vibration noise generated by the brake device.

In the case where a large vibration sound is generated in a state where the weight 161B is not present, the mass of the spring case 161 is increased by the weight 161B, and therefore, the load applied to the pad head 151 and the pad 110 is increased, and the vibration of the spring case 161, the pad head 151, and the pad 110 is suppressed. As a result, the vibration noise generated when the brake shoe 110 is pressed against the wheel 10 to apply the braking force is suppressed.

Next, replacement of the weight 161B attached to the pad head 151, that is, the spring case 161 will be described.

Fig. 4 shows an initial state in which attitude control device 160 is attached to brake block head 151.

Here, as shown in fig. 5, when replacing the weight 161B attached to the pad head 151, first, the fixing bolt 166 is removed from the attitude control device 160.

Next, as shown in fig. 6, the spring case 161 is removed from the 1 st fitting hole 152A of the 1 st plate member 151A.

Then, as shown in fig. 7, a new spring box 161 in which a weight 161B α having a different mass from that of the weight 161B shown above is integrally formed is attached to the 1 st fitting hole 152a of the 1 st plate member 151A, and then the fixing bolt 166 is inserted through and fastened to the spring box 161, the friction plate 162, and the receiving portion 164.

In this way, the weights 161B, 161B α can be easily attached to the pad head 151 by a series of attachment and detachment operations of the fixing bolt 166 to the attitude control device 160, and the mass of the spring case 161, and hence the mass of the pad head 151, can be easily changed by easily changing the weights 161B, 161B α attached to the pad head 151.

As described above, according to the present embodiment, the following effects can be obtained.

(1) Since the weight 161B is provided in the spring case 161, the weight 161B can change the mass of the spring case 161 and change the load applied to the brake shoe head 151, thereby suppressing the generation of vibration of the brake shoe head 151. As a result, the brake device 100 mounted on the railway vehicle can suppress the generation of vibration noise.

(2) A spring box 161 is connected to the pad head 151 holding the pad 110 via a coil spring 163, and the spring box 161 and the weight 161B are integrally formed. Thus, the load applied to the brake shoe head 151 can be easily changed by replacing the spring case 161. Further, the movement pattern of the weight 161B with respect to the pad head 151 is varied. Therefore, even if vibration generated when the brake shoe 110 is pressed against the tread surface 10A of the wheel 10 of the railway vehicle is transmitted to the brake shoe head 151, peaks of the frequency of such vibration can be dispersed by the weight 161B. As a result, the peak value of the magnitude of the vibration of the pad head 151 is suppressed, and the vibration noise generated when the brake pad 110 is pressed against the tread surface 10A of the wheel 10 and braking force is applied is suppressed.

(3) The brake shoe head 151 includes a fitting hole 152 into which the spring case 161 can be fitted, and an O-ring 165 is provided between the fitting hole 152 and the spring case 161. Thus, the O-ring 165 absorbs the impact and vibration generated between the fitting hole 152 of the brake pad head 151 and the spring case 161, and suppresses the generation of the impact noise and vibration noise.

(embodiment 2)

Hereinafter, embodiment 2 of the braking device will be described with reference to fig. 8 to 13. The fastening structure of the weight to the spring box of embodiment 2 is different from embodiment 1. Therefore, in the following description, the configuration different from embodiment 1 will be mainly described, and the same or equivalent configuration as embodiment 1 will not be described repeatedly.

As shown in fig. 8, in embodiment 2, fixing bolts 266 are provided instead of the receiving portions 164 that are fitted into the fitting holes 152B of the 2 nd plate material 151B in embodiment 1. A step structure 267 is provided at a middle portion in the axial direction of the fixing bolt 266. The step 267 engages with the 2 nd friction plate 162B in the axial direction of the fixing bolt 266.

In embodiment 2, spring case 261 is formed in a bottomed cylindrical shape and is configured as a separate body from weight 261B. A through hole 262 is formed in the bottom surface of the spring case 261. The shaft portion 266A of the fixing bolt 266 is inserted into the through hole 262. The shaft portion 266A of the fixing bolt 266 protrudes from the through hole 262. A nut 268 is screwed to a portion of the fixing bolt 266 protruding from the shaft portion 266A.

The weight 261B is annular. A 1 st step portion 261DA and a 2 nd step portion 261DB are formed on an inner surface of the center hole 261C of the weight portion 261B. Of the center hole 261C of the weight 161B, the 1 st inner circumferential portion 261CA having the smallest inner diameter fits the outer circumferential portion 261A of the spring case 261 from the outside. That is, the outer peripheral portion 261A of the spring case 261 functions as a detachable portion to which the weight 261B is detachable. Further, a bottom surface 261S of the spring case 261 coincides with an end of the 1 st inner peripheral portion 261 CA. The bottom surface 261S of the spring case 261 is coplanar with the 1 st step portion 261 DA.

A bottomed cylindrical fixing tool 270 is fitted to a 2 nd inner peripheral portion 261CB of the center hole 261C of the weight 261B, which is continuous with and expands on the 1 st inner peripheral portion 261 CA. The fixture 270 accommodates the fixing bolt 266 protruding from the through hole 262 and the nut 268 screwed to the fixing bolt 266, and the open end of the fixture 270 abuts against the 1 st step portion 261 DA. This regulates the dropping of weight 261B from spring case 261, and fixes weight 261B to spring case 261.

Next, replacement of the weight 261B attached to the pad head 151 will be described.

Fig. 9 shows an initial state in which the attitude control device 260 is attached to the brake block head 151.

Here, as shown in fig. 10, when replacing the weight 261B attached to the brake pad head 151, first, the fixture 270 is removed from the weight 261B.

Next, as shown in fig. 11, the weight 261B is removed from the spring case 261.

Next, as shown in fig. 12, a new weight 261B α having a different mass from the weight 261B shown earlier is fitted to the spring case 261 from the outside.

Then, as shown in fig. 13, fixing tool 270 is fitted to 2 nd inner peripheral portion 261CB of weight 261B α, thereby fixing weight 261B α to spring case 261.

In this way, by a series of attaching and detaching operations of the fixture 270 to and from the weights 261B, 261B α, the weights 261B, 261B α attached to the pad head 151 can be easily changed without detaching the spring case 261 from the pad head 151, and the mass of the pad head 151 can be easily changed.

As described above, according to the present embodiment, the following effects can be obtained in addition to the effects (1) and (2) of embodiment 1.

(4) Weight 261B, 261B α is detachable from outer peripheral portion 261A of spring case 261, and thus weight 261B, 261B α having a mass corresponding to the type of brake pad 110, brake pad head 151, and the like can be easily replaced.

(5) Counterweight 261B, 261B α is fixed to spring case 261 by fixing tool 270, whereby counterweight 261B, 261B α can be easily replaced by attaching and detaching tool 270.

(other embodiments)

The above embodiments can be implemented in the following manner.

In embodiment 2 described above, a buffer material such as an O-ring may be provided between the spring case 261 and the 1 st fitting hole 152A of the 1 st plate member 151A.

In each of the above embodiments, a slight gap may be provided between the spring cases 161 and 261 and the fitting hole 152A of the 1 st plate 151A.

In the above embodiment 1, a slight gap may be provided between the receiving portion 164 and the 2 nd fitting hole 152B of the 2 nd plate member 151B.

In embodiment 1 described above, the O-ring seal between the spring case 161 and the 1 st fitting hole 152A of the 1 st plate member 151A may be omitted.

In embodiment 2 described above, the attaching and detaching structure between the spring case 261 and the weight 261B is not limited to the fastening structure using the fixing tool 270, and may be an engaging structure using, for example, an engaging claw or an engaging pin.

In the above embodiments, the present invention is applied to a brake device that generates a braking force by coming into contact with the tread surface 10A of the wheel 10, but the present invention may also be applied to a brake device such as a caliper brake or a track brake that presses a brake friction member against a pressed member.