FORM 2
THE PATENTS ACT, 1970
(39 of 1970)
& The Patent Rules, 2003
COMPLETE SPECIFICATION
1. TITLE OF THE INVENTION:
ATTITUDE CONTROL DEVICE AND BRAKE DEVICE
2. APPLICANT:
Name: NABTESCO CORPORATION
Nationality: Japan
Address: 7-9, Hirakawa-cho 2-chome, Chiyoda-ku, Tokyo 102-0093 Japan.
3. PREAMBLE TO THE DESCRIPTION:
The following specification particularly describes the invention and the manner in
which it is to be performed:

TECHNICAL FIELD
The present invention relates to an attitude control device and a brake
device.
BACKGROUND
A brake device that applies a braking force to a wheel by forcing a brake
shoe against a tread of the wheel of a railway vehicle has been known (see, for
example, Japanese Laid-Open Utility Model Publication No. 4-46976.
SUMMARY OF THE INVENTION
PROBLEM TO BE SOLVED BY THE INVENTION
In the brake device described in Japanese Laid-Open Utility Model
Publication No. 4-46976, the brake shoe generates friction vibration when the
braking force is applied. When this friction vibration is transmitted to the structure
of the brake device, vibration noise may be generated with an amplification effect
caused by resonance of members of the device. A similar problem may occur not
only in the brake device that generates a braking force by contacting the tread
surface of the wheel, but also in other brake devices such as a caliper brake or a
rail brake in which a brake friction member is forced against a pressed member.
Further, the generation of the vibration noise in the brake device differs
depending on the type and traveling environment of the railway vehicle with the
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brake device, and even when some adjustment is performed on the device in
advance, there may be a case where the vibration noise is still generated when
operated For this reason, even after the brake device is mounted on the railway
vehicle, it is desired to suppress the generation of vibration noise.
The present invention has been made in view of the above, and an object
thereof is to provide an attitude control device capable of suppressing generation
of vibration noise in a brake device mounted on a railway vehicle, and the brake
device thereof.
MEANS FOR SOLVING THE PROBLEM
An attitude control device that solves the above-mentioned problems is an
attitude control device that suppresses a fluctuation of the tilt of a brake shoe
head, and includes a suppressor suppressing the tilt by a frictional force, a
retainer retaining the suppressor, and weight provided in the retainer.
A brake device that solves the above-mentioned problems is a brake device
that applies a braking force by pressing a friction material against a brake shoe
head and includes an attitude control device that suppresses a fluctuation of the
tilt of a brake shoe head. The attitude control device includes a suppressor
suppressing the tilt by a frictional force, a retainer retaining the suppressor, and
weight provided in the retainer.
Since the weight is provided in the retainer in the above described
configuration, the mass of the retainer can be changed by the weight, and the
load applied to the brake shoe head can be changed so as to suppress the
fluctuation of the tilt of the brake shoe head. Consequently, it is possible to
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suppress generation of the vibration noise in the brake device mounted on the
railway vehicle.
In the attitude control device, it is preferable that the suppressor include a
friction material and a spring that presses the friction material against the brake
shoe head.
In this configuration, it is possible to easily suppress the fluctuation of the tilt
of the brake shoe head by utilizing the biasing force of the spring that presses the
friction material against the brake shoe head.
It is preferable that the retainer and the weight be integrally formed so as to
have a single body.
In this configuration, it is possible to easily change the load applied to the
brake shoe head by replacing the retainer.
In the attitude control device, it is preferable that the retainer include an
attachment portion that allows the weight to be attached and detached thereto.
In this configuration, it is possible to replace the weight easily at the
attachment portion.
In the attitude control device, it is preferable that the attachment portion be
a fastening structure using a fixing member.
In this configuration, the weight can be easily replaced through the
attaching and detaching operations of the fixing member.
In the attitude control device, it is preferable that the brake shoe head have
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a fitting portion in which the retainer is fitted, and a cushioning material be
provided between the fitting portion and the retainer.
In this configuration, the cushioning material absorbs the collision and
vibration generated between the fitting portion of the brake shoe head and the
retainer, and thereby generation of the collision noise and vibration noise can be
suppressed.
EFFECT OF THE INVENTION
According to the present invention, it is possible to suppress vibration noise
generated when a braking force is applied to a wheel.
BRIEF DESCRIPTION OF THE DRAWINGS
Fig. 1 is a side view schematically showing the structure of an attitude
control device and a brake device according to a first embodiment.
Fig. 2 is a sectional enlarged view of the brake device according to the first
embodiment along the line 2-2 in Fig. 1 schematically showing its structure.
Fig. 3 is a graph showing vibration characteristics of the brake device
according to the first embodiment.
Fig. 4 is a sectional view showing replacement of a spring box of the brake
device according to the first embodiment.
Fig. 5 is a sectional view showing the replacement of the spring box of the
brake device according to the first embodiment.
Fig. 6 is a sectional view showing the replacement of the spring box of the
brake device according to the first embodiment.
Fig. 7 is a sectional view showing the replacement of the spring box of the
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brake device according to the first embodiment.
Fig. 8 is a side view schematically showing the structure of an attitude
control device and a brake device according to a second embodiment.
Fig. 9 is a sectional view showing replacement of a weight of the brake
device according to the second embodiment.
Fig. 10 is a sectional view showing the replacement of the weight of the
brake device according to the second embodiment.
Fig. 11 is a sectional view showing the replacement of the weight of the
brake device according to the second embodiment.
Fig. 12 is a sectional view showing the replacement of the weight of the
brake device according to the second embodiment.
Fig. 13 is a sectional view showing the replacement of the weight of the
brake device according to the second embodiment.
MODE FOR CARRYING OUT THE INVENTION
First Embodiment
With reference to Figs. 1 to 7, a first embodiment of an attitude control
device and a brake device will be described. Note that the attitude control device
is provided in the brake device.
Referring to Fig. 1, a brake device 100 is a device that applies a braking
force by forcing a brake shoe 110 against a tread 10A of a wheel 10 of a railway
vehicle. The brake device 100 includes a driving force generation unit 120, a
driving force transmission unit 130, and a braking force application unit 150.
The driving force generation unit 120 is a brake cylinder device that
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generates a driving force for driving the brake shoe 110. The driving force
generation unit 120 includes a cylinder 121 to which compressed air is supplied
as a pressure fluid, a piston 122 whose displacement in the cylinder 121 depends
on the amount of compressed air supplied thereto, and a spring 123 that biases
the piston 122. A biasing force by the compressed air and a biasing force by the
spring 123 act on the piston 122 in the opposite direction from each other.
The driving force transmission unit 130 is a device transmitting the driving
force generated by the driving force generation unit 120 to a brake shoe head 151
that holds the brake shoe 110 utilizing the principle of leverage. The driving force
transmission unit 130 includes a leverage lever 131, a first connection pin 132, a
second connection pin 133, a push rod 134, a brake shoe hanger 135, and a
clearance adjuster 136.
The leverage lever 131 is a member that converts a linear motion of the
piston 122 into a rotational motion. A concave spherical through hole 137 is
formed in the leverage lever 131 at an substantially intermediate position in the
longitudinal direction thereof.
The first connection pin 132 is a member that rotatably connects a tip end
of the piston 122 with a first end 131A of the leverage lever 131.
The second connection pin 133 is a member that rotatably connects a
second end 131B of the leverage lever 131 with a fulcrum 138.
The push rod 134 is a member that converts the rotational motion of the
leverage lever 131 into a linear motion. When compressed air is discharged and
the piston 122 is moved by the spring 123, the push rod 134 linearly moves in the
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direction in which the brake shoe 110 moves away from the tread 10A of the
wheel 10. Whereas when compressed air is supplied and the piston 122 is moved
by the compressed air, the push rod 134 linearly moves in the direction in which
the brake shoe 110 moves closer to the tread 10A of the wheel 10. The tip end of
the push rod 134 has a substantially L-shape. The corner of the L-shaped portion
of the push rod 134 is connected to a fixed shaft 139 fixed to the brake shoe head
151. The fixed shaft 139 is a bolt and is fastened by a nut.
The brake shoe hanger 135 is a member supporting the brake shoe head
151 that holds the brake shoe 110 such that the brake shoe head 151 is movable
closer and away to/from the tread. A first end of the brake shoe hanger 135 is
rotatably connected to a fixed portion 140 provided on the driving force
transmission unit 130 by a third connection pin 141. A second end of the brake
shoe hanger 135 is rotatably connected to a fixed shaft 139 that is fixed to the tip
of the push rod 134. Below the fixed shaft 139 at the tip of the push rod 134, an
attitude control device 160 is provided for preventing the push rod 134 from tilting
at the time of application of braking force. The attitude control device 160
suppresses a fluctuation of the tilt of the brake shoe head 151.
As shown in Fig. 2, the attitude control device 160 includes a spring box
161, a friction plate 162 as a friction material, a coil spring 163, and a receiving
portion 164.
The spring box 161 has a cylindrical portion 161A and a weight 161B
integrally formed with the cylindrical portion 161A at the end thereof in the
extending direction. The spring box 161 corresponds to a retainer. The friction
plate 162 and the coil spring 163 function as a suppressor.
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The cylindrical portion 161A is inserted and fitted from the front end side
into a fitting hole 152 formed in the brake shoe head 151. More specifically, the
brake shoe head 151 includes a pair of plate members 151A and 151B. A circular
first fitting hole 152A penetrates the first plate 151A in the thickness direction. The
cylindrical portion 161A is inserted into the first fitting hole 152A from the outer
side of the pair of plate members 151A and 151B. The cylindrical portion 161A is
inserted through the first fitting hole 152A. The outer peripheral surface of the
cylindrical portion 161A and the inner peripheral surface of the first fitting hole
152A are in contact with each other via an O-ring 165 that is an example of a
cushioning material. The fitting hole 152 (152A) corresponds to a fitting portion
that allows the spring box 161, which is a retainer, to be fitted therein.
The weight 161B is provided with a concave portion 161C that has a
column shape concentric with the cylindrical portion 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. A head portion 166A of the fixing bolt 166 is engaged with
the inner bottom surface of the recess 161C. A shaft portion 166B of the fixing bolt
166 is inserted in the through hole 161D. The annular-shaped friction plate 162 is
attached around the shaft portion 166B of the fixing bolt 166.
A pair of the friction plates 162 are provided such that they sandwich the
push rod 134 from opposite sides in the axial direction of the fixed shaft 139. More
specifically, the push rod 134 has a projecting portion 134A extending downward
from the portion that supports the fixed shaft 139. The friction plates 162 contact a
tip end portion of the projecting portion 134A to restrict a rotational motion
between the projecting portion 134A of the push rod 134 and the friction plates
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162. An insertion hole 134B is formed in the tip end portion of the projecting
portion 134A of the push rod 134. A shaft portion 166B of the fixing bolt 166 is
inserted in the insertion hole 134B. A small gap is formed between the inner
peripheral surface of the insertion hole 134B and the outer peripheral surface of
the shaft portion 166B of the fixing bolt 166. The friction plates 162 are movable in
the axial direction of the fixing bolt 166.
The pair of friction plates 162 have a two-layer structure. A first layer 162α
contacts with the push rod 134 and is made of an elastic material having a
relatively large frictional resistance against the push rod 134. A second layer 162β
of the friction plate 162 is made of a rigid material.
A first coil spring 163A is disposed between the spring box 161 and a first
friction plate 162A of the pair of friction plates situated closer to the spring box 161.
The first layer 162α of the first friction plate 162A is brought close contact with the
push rod 134 by the biasing force transmitted from the first coil spring 163A to the
second layer 162β.
In the pair of friction plates 162, a second friction plate 162B paired with the
first friction plate 162A is disposed so as to face the receiving portion 164 in the
axial direction of the fixing bolt 166. The receiving portion 164 has a bottomed
cylindrical shape. The brake shoe head 151 includes the pair of plate members
151A and 151B. The receiving portion 164 is fitted from the front end side into a
second fitting hole 152B formed in the second plate member 151B. A second coil
spring 163B is disposed between an inner bottom surface of the receiving portion
164 and the second friction plate 162B. In the second friction plate 162B, the first
layer 162α is brought close contact with the push rod 134 by the biasing force
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transmitted from the second coil spring 163B to the second layer 162β.
A through hole 167 is formed in the bottom surface of the receiving portion
164. The shaft portion 166B of the fixing bolt 166 is inserted into the through hole
167. The shaft portion 166B of the fixing bolt 166 protrudes from the through hole
167. A nut 168 is threadably fitted on a portion of the shaft portion 166B that
protrudes out from the through hole 167.
Referring again to Fig. 1, the clearance adjuster 136 is a cylindrical member
that adjusts the distance between the brake shoe 110 and the tread 10A of the
wheel 10. A female thread portion 136A is formed on an inner peripheral surface
of the clearance adjuster 136. The female thread portion 136A is in threaded
engagement with a male thread portion 134C formed on the base end portion of
the push rod 134. Further, a convex spherical bearing portion 136B is formed on
the outer peripheral portion of the clearance adjuster 136. The spherical bearing
portion 136B is rotatably supported in the spherical through hole 137 of the
leverage lever 131. The position of the spherical bearing portion 136B with
respect to the push rod 134 can be adjusted in the front-rear direction by adjusting
the screwing amount of the male screw portion 134C with the female screw
portion 136A in the clearance adjuster 136. As a result, the stroke amount of the
push rod 134 out from the spherical through hole 137 is changed so that the
distance between the brake shoe 110 and the tread 10A of the wheel 10 is
changed.
The braking force application unit 150 includes the brake shoe head 151
and the brake shoe 110.
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The brake shoe head 151 is a member that holds the brake shoe 110 and is
formed of a metal body whose appearance configuration is a substantially arc
shape. The brake shoe head 151 has a front end surface 151C formed in a
substantially arc shape. The brake shoe 110 is attached to the front end surface
151C of the brake shoe head 151.
The brake shoe 110 is a brake friction member that is pressed against the
tread 10A of the wheel 10 to generate a braking force. The brake shoe 110 is a
plate-like member whose appearance configuration is a substantially circular arc
shape, and has a friction surface 110A that is to contact the tread 10A of the
wheel 10 and a rear surface 110B in contact with the front end surface 151C of
the brake shoe head 151. When a braking force is applied, the brake shoe 110
moves in a direction in which the friction surface 110A is forced against the tread
10A of the wheel 10 together with the brake shoe head 151. Whereas when the
application of the braking force is to be removed, the friction surface 110A is
moved away from the tread 10A of the wheel 10 together with the brake shoe
head 151.
Next, the operation of the brake device 100 will be described. In particular,
an operation at the time of application of a braking force will be described.
To apply a braking force, the friction surface 110A of the brake shoe 110 is
forced against the tread 10A of the wheel 10. Then, friction vibration generated by
the brake shoe 110 is transmitted to the structure of the brake device 100
including the brake shoe head 51. At this time, if the frequency of the friction
vibration generated by the brake shoe 110 coincides with the resonance
frequency of the structure of the brake device 100, resonance is generated in the

structure of the brake device 100. Consequently, induced is a simple harmonic
motion of the structure of the brake device 100 whose peak frequency is the
resonance frequency as indicated by the broken line in Fig. 3. Thus, the maximum
value of the amplitude tends to increase, and the brake device 100 is likely to
generate a loud vibration noise.
In this respect, the weight 161B is connected to the brake shoe head 151
via the coil spring 163 so that the weight 161B is vibrated randomly in vertical and
horizontal directions (random vibration) when the structure of the brake device
100 resonates. As a result, the peak frequency of the simple harmonic motion of
the structure of the brake device 100 is likely to be dispersed to two or more
peaks as indicated by the solid line in Fig. 3, Therefore, the maximum value of the
amplitude is reduced and the vibration noise generated by the brake device is
reduced.
Further, in the case where a large vibration noise is generated without the
weight 161B, the mass of the spring box 161 can be increased by providing the
weight 161B and the load applied to the brake shoe head 151 and the brake shoe
110 can be increased. In this way, it is possible to suppress the vibrations of the
spring box 161, the break shoe head 151, and the brake shoe 110. Thus, it is
possible to suppress the vibration noise generated when the brake shoe 110 is
forced against the wheel 10 to apply the braking force.
Next, replacement of the weight 161B attached to the brake shoe head 151,
that is, replacement of the spring box 161 will be described.
Fig. 4 illustrates an initial state in which the attitude control device 160 is

attached to the brake shoe head 151.
To replace the weight 161B attached to the brake shoe head 151, the fixing
bolt 166 is removed from the attitude control device 160 first as shown in Fig. 5.
Subsequently, the spring box 161 is removed from the first fitting hole 152A
of the first plate member151A as shown in Fig. 6.
Thereafter, a new spring box 161 integrally formed with a weight 161Bα
different in mass from the weight 161B mentioned above is attached in the first
fitting hole 152A of the first plate member 151A as shown in Fig. 7. Then, the
fixing bolt 166 is screwed to penetrate the spring box 161, the friction plate 162,
and the receiving portion 164 to fasten them
As described above, the weights 161B and 161Bα can be easily attached to
the brake shoe head 151 through the detaching and attaching operations of the
fixing bolt 166 to and from the attitude control device 160. Further, it is possible to
easily change the mass of the spring box 161 and hence the brake shoe head 151
by easily changing the weights 161B and 161Bα attached to the brake shoe head
151.
As described above, according to this embodiment, the following
advantageous effects can be obtained.
(1) Since the weight 161B is provided in the spring box 161, the mass of the
spring box 161 can be changed by the weight 161B, and the load applied to the
brake shoe head 151 can be changed so as to suppress the vibration of the brake
shoe head 151. Consequently, it is possible to suppress generation of the

vibration noise in the brake device 100 mounted on the railway vehicle.
(2) The spring box 161 is connected to the brake shoe head 151 that holds
the brake shoe 110 via the coil spring 163, and the spring box 161 and the weight
161B are integrally formed to have a single body. Thus, by replacing the spring
box 161, it is possible to easily change the load applied to the brake shoe head
151. In addition, the movement patterns of the weight 161B relative to the brake
shoe head 151 can be diversified. Therefore, even if the vibration generated when
the brake shoe 110 is forced against the tread 10A of the wheel 10 of the railway
vehicle is transmitted to the brake shoe head 151, the peak frequency of the
vibration is dispersed by the weight 161B. As a result, it is possible to reduce the
peak amplitude of the vibration of the brake shoe head 151, and thereby it is
possible to suppress the vibration noise generated when the brake shoe 110 is
forced against the tread 10A of the wheel 10 to apply the braking force.
(3) The brake shoe head 151 has the fitting hole 152 into which the spring
box 161 can be fitted, and the O-ring 165 is provided between the fitting hole 152
and the spring box 161. Thus, the O-ring 165 absorbs the collision and vibration
generated between the fitting hole 152 of the brake shoe head 151 and the spring
box 161, and thereby generation of the collision noise and vibration noise can be
suppressed.
Second Embodiment
With reference to Figs. 8 to 13, a second embodiment of the brake device
will be now described. In the second embodiment, the fastening structure of the
weight to the spring box is different from the first embodiment. Therefore, in the

following description, the configuration different from the first embodiment will be
mainly described, and the description of the same or corresponding components
as the first embodiment will be omitted.
Referring to Fig. 8, in the second embodiment, a fixing bolt 266 is provided
instead of the receiving portion 164 fitted in the fitting hole 152B of the second
plate 151B in the first embodiment. A stepped structure 267 is provided on the
fixing bolt 266 in the middle portion of the bolt in the axial direction. The stepped
structure 267 is engaged with the second friction plate 162B in the axial direction
of the fixing bolt 266.
Further, in the second embodiment, the spring box 261 has a bottomed
cylindrical shape and is formed separately from the weight 261B. A through hole
262 is formed in the bottom surface of the spring box 261. A shaft portion 266A of
the fixing bolt 266 is inserted in the through hole 262. The shaft portion 266A of
the fixing bolt 266 protrudes from the through hole 262. A nut 268 is screwed into
a protruding portion of the shaft portion 266A of the fixing bolt 266.
The weight 261B has an annular shape. A first stepped portion 261DA and
a second stepped portion 261DB are formed on an inner surface of a central hole
261C of the weight 261B. Of the center hole 261C of the weight 161B, a first inner
circumferential portion 261CA having the smallest inner diameter is fitted to the
outer circumferential portion 261A of the spring box 261 from the outer side. That
is, the outer peripheral portion 261A of the spring box 261 serves as an
attachment portion that allows the weight 261B to be attached and detached
thereto. A bottom surface 261S of the spring box 261 coincides with an end of the
first inner circumferential portion 261CA. The bottom surface 261S of the spring

box 261 is flush with the first stepped portion 261DA.
A fixing member 270 having a bottomed cylindrical shape is fitted to a
second inner peripheral portion 261CB which opens continuously and largely from
the first inner peripheral portion 261CA in the central hole 261C of the weight
261B. The fixing member 270 accommodates the fixing bolt 266 protruding from
the through hole 262 and the nut 268 engaged with the fixing bolt 266. The open
end of the fixing member 270 contacts the first stepped portion 261DA. Thus,
falling off of the weight 261B from the spring box 261 is prevented, and whereby
the weight 261B is fixed to the spring box 261.
Replacement of the weight 261B attached to the brake shoe head 151 will
be now described.
Fig. 9 illustrates an initial state in which an attitude control device 260 is
attached to the brake shoe head 151.
To replace the weight 261B attached to the brake shoe head 151, the fixing
member 270 is removed from the weight 261B first as shown in Fig. 10.
Subsequently, the weight 261Ｂ is removed from the spring box 261 as
shown in Fig. 11.
A new weight 261Bα different in mass from the weight 261B mentioned
above is then attached to the spring box 261 from the outside as shown in Fig. 12.
Thereafter, the fixing member 270 is fitted into the second inner peripheral
portion 261CB of the weight 261Bα to fix the weight 261Bα to the spring box 261
as shown in Fig. 13.

As described above, the weights 261B and 261Bα attached to the brake
shoe head 151 can be easily changed without removing the spring box 261 from
the brake shoe head 151 by detaching and attaching the fixing member 270 to the
weights 261B and 261Bα. Thus, the mass of the brake shoe head 151 can be
easily changed.
As described above, the above-described embodiment has the following
advantageous effects in addition to the advantages (1) and (2) of the first
embodiment.
(4) The weights 261B and 261Bα are detachable from the outer peripheral
portion 261A of the spring box 261. Therefore the weights 261B and 261Bα can
be easily replaced to ones having an appropriate mass depending on the type of
the brake shoe heads 110, 151 and the like.
(5) The weights 261B and 261Bα are fixed to the spring box 261 using the
fixing member 270. Thus, the weights 261B and 261Bα can be easily replaced
through the attaching and detaching operations of the fixing member 270.
Other Embodiments
The foregoing embodiments can also be modified as described below.
In the second embodiment, a cushioning material such as an O-ring may be
provided between the spring box 261 and the first fitting hole 152A of the first
plate member 151A.
In the above embodiments, a small clearance may be provided between the
spring box 161, 261 and the fitting hole 152A of the first plate member 151A.

In the first embodiment, a small clearance may be provided between the
receiving portion 164 and the second fitting hole 152B of the second plate
member 151B.
In the first embodiment, the O-ring disposed between the spring box 161
and the first fitting hole 152A of the first plate member 151A may be omitted.
In the second embodiment, the structure for attaching and detaching the
weight 261B to/from the spring box 261 is not limited to the fastening structure
using the fixing member 270, but may be, for example, an engagement structure
using an engagement pawl or an engagement pin.
The above embodiments are applied to the brake device that generates a
braking force by contacting the tread 10A of the wheel 10. However the
embodiments may also be applied to other brake devices such as a caliper brake
or a rail brake in which a brake friction member is pressed against a pressed
member.
LIST OF REFERENCE NUMBERS
100 ... brake device, 10 ... wheel, 110 ... brake shoe, 120 ... drive force
generation unit, 130 ... drive force transmission unit, 151 ... brake shoe head,
152 ... fitting hole as fitting portion, 160 ... attitude control device, 161, 261: spring
box as retainer, 161A: cylindrical portion as retainer, 161B, 161Bα, 261B, 261Bα:
weight, 163: coil spring as suppressor, 162: friction plate as friction material and
suppressor, 165: O-ring as cushioning material, 261A: outer peripheral portion as
attachment portion, 270: fixing member

WE CLAIM:
1. An attitude control device suppressing a fluctuation of tilt of a brake shoe
head, comprising:
a suppressor suppressing the tilt by a frictional force;
a retainer retaining the suppressor; and
a weight provided in the retainer.
2. The attitude control device of claim 1, wherein the suppressor includes a
friction material and a spring that presses the friction material against the brake
shoe head.
3. The attitude control device of claim 1 or 2, wherein the retainer and the
weight are integrally formed so as to have a single body.
4. The attitude control device of claim 1 or 2, wherein the retainer includes an
attachment portion that allows the weight to be attached and detached thereto.
5. The attitude control device of claim 4, wherein the attachment portion is a
fastening structure using a fixing member.

6. The attitude control device of any one of claims 1 to 5, wherein
the brake shoe head has a fitting portion in which the retainer is fitted, and
a cushioning material is provided between the fitting portion and the retainer.
7. A brake device that applies a braking force by pressing a friction material
against a brake shoe head, comprising:
an attitude control device suppressing a fluctuation of tilt of the brake shoe
head,
wherein the attitude control device includes:
a suppressor suppressing the tilt by a frictional force;
a retainer retaining the suppressor; and
a weight provided in the retainer.