Visualized commercial vehicle brake clearance travel indication adjustment arm and vehicle

Abstract

The utility model discloses a kind of visual commercial vehicle brake clearance stroke indicating adjusting arm and vehicle, including adjusting arm shell, pull rod, connecting piece and indicating component, the top of adjusting arm shell is equipped with safety arm, the middle part of connecting piece is rotatably connected with safety arm by first pivot, one end of connecting piece is rotatably connected with pull rod by second pivot, indicating component includes pointer and identification part, identification part is set to safety arm, pointer is rotatably connected in first pivot and second pivot respectively, and pointer is towards identification part. Identification part includes initial area, when pointer points to initial area, pull rod is in the initial position of installation. Installation operation is more convenient, without additional carrying and using installation card, reduce installation cost and operation difficulty. Avoid the misjudgment caused by inaccurate positioning, effectively reduce security risk, improve the inspection efficiency when maintaining simultaneously.

Description

Technical Field

[0001] This utility model relates to the field of vehicle braking technology, and in particular to a visual commercial vehicle brake clearance travel indicator adjustment arm and vehicle. Background Technology

[0002] The brake adjuster arm in a vehicle is used to automatically compensate for excessive clearance caused by brake pad wear, ensuring that the brake pads and brake drum maintain a constant clearance and guaranteeing braking sensitivity. Currently, vehicle brake adjusters generally fall into two structural types: the first type has a tie rod, which identifies the brake clearance by the amount of tie rod extension; the second type does not have a tie rod and identifies the clearance by controlling the arm's rotation angle. The first type of brake adjuster arm requires a mounting clip to determine the initial position of the tie rod during installation. This method is cumbersome, increases installation steps and time costs, and the mounting clip is easily lost or damaged, potentially leading to inaccurate initial positioning and affecting the accuracy of clearance identification, thus posing a safety hazard. Utility Model Content

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a visual commercial vehicle brake clearance travel indicator adjustment arm, which can complete the initial position positioning without additional mounting clips, simplifying the installation process and improving the clearance recognition accuracy.

[0004] This utility model also proposes a vehicle with the above-mentioned visual commercial vehicle brake clearance travel indicator adjustment arm.

[0005] A visual commercial vehicle brake clearance travel indicator adjusting arm according to a first aspect embodiment of the present invention includes: Adjustable arm housing, with a safety arm at the top; A pull rod is located on one side of the safety arm and is movably connected to the adjusting arm housing; A connector, the middle part of which is rotatably connected to the safety arm via a first pivot, and one end of which is rotatably connected to the pull rod via a second pivot; An indicator component includes a pointer and a marker, the marker being disposed on a safety arm, the pointer being rotatably connected to a first rotating shaft and a second rotating shaft respectively, and the pointer facing the marker. The marking section includes an initial area, and when the pointer points to the initial area, the pull rod is in the initial installation position.

[0006] The visualized commercial vehicle brake clearance travel indicator adjustment arm according to this utility model embodiment has at least the following beneficial effects: the pointer is rotatably connected to the safety arm via a first rotating shaft and to the pull rod via a second rotating shaft, respectively. Installation positioning is directly completed by the pointer pointing to the initial area, replacing the function of the traditional mounting clip. Installation is simpler, eliminating the need for additional mounting clips and reducing installation costs and operational difficulty. It avoids misjudgments caused by inaccurate positioning, effectively reducing safety hazards, and simultaneously improving inspection efficiency during maintenance.

[0007] According to some embodiments of the present invention, the marking part further includes a normal travel area and an excessive travel area, and a dividing line is provided between any two of the initial area, the normal travel area and the excessive travel area.

[0008] According to some embodiments of the present invention, the normal travel area is provided with an indicator line, which extends along the arrangement direction of the initial area, the normal travel area and the excessive travel area.

[0009] According to some embodiments of the present invention, the pointer includes a mounting portion, the mounting portion having a first mounting hole and two second mounting holes, the first mounting hole being located between the two second mounting holes, the first rotating shaft engaging with the first mounting hole, and the second rotating shaft engaging with one of the second mounting holes.

[0010] According to some embodiments of the present invention, the mounting part is provided with a weight-reducing groove on the side facing the safety arm.

[0011] According to some embodiments of the present invention, the pointer includes a mounting portion, a needle portion, and a bending portion. The mounting portion is used to connect to the first rotating shaft and the second rotating shaft respectively. The needle portion is used to indicate the marking portion. The bending portion connects the mounting portion and the needle portion and extends from the mounting portion toward the safety arm.

[0012] According to some embodiments of the present invention, the connector includes a connecting shaft and two connecting arms. The connecting shaft is used to connect the air chamber push rod. The two connecting arms are spaced apart, and one end of each of the two connecting arms is connected to the connecting shaft. The safety arm and the pull rod are both inserted through the gap between the two connecting arms. The first rotating shaft and the second rotating shaft are both connected to the two connecting arms.

[0013] According to some embodiments of the present invention, the connecting arm has a protrusion on the side away from the pull rod, and the pointer has a recess that mates with the protrusion.

[0014] According to some embodiments of the present invention, the pointer is provided with two recesses, and the two recesses are symmetrically arranged with respect to the first rotating axis.

[0015] A vehicle according to a second aspect of the present invention includes a visual commercial vehicle brake clearance travel indicator adjustment arm according to a first aspect of the present invention.

[0016] The vehicle according to the embodiments of the present invention has at least the following beneficial effects: by adopting the visual commercial vehicle brake clearance travel indicator adjustment arm of the first aspect embodiment of the present invention, the initial position positioning can be completed without additional installation cards, simplifying the installation process and improving the clearance recognition accuracy.

[0017] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] The present invention will be further described below with reference to the accompanying drawings and embodiments, wherein: Figure 1 A schematic diagram illustrating the use of mounting clips to verify the initial position of the pull rod in related technologies; Figure 2 This is a schematic diagram of a visualized commercial vehicle brake clearance travel indicator adjustment arm according to an embodiment of the present utility model; Figure 3 for Figure 2 An exploded view of the brake clearance travel indicator adjustment arm for a commercial vehicle is shown. Figure 4 for Figure 2 The image shows a side view of a commercial vehicle brake clearance travel indicator adjustment arm. Figure 5 for Figure 2 The image shows a top view of the brake clearance travel indicator adjustment arm for a commercial vehicle. Figure 6 for Figure 3 The front view of the pointer shown; Figure 7 for Figure 6 The pointer is shown from another angle.

[0019] Figure label: 100. Pull rod; 200. Mounting clip; 300. Adjusting arm housing; 310. Safety arm; 400. Connector; 410. First rotating shaft; 420. Second rotating shaft; 430. Connecting shaft; 440. Connecting arm; 441. Protrusion; 510. Pointer; 511. Mounting part; 512. First mounting hole; 513. Second mounting hole; 514. Weight reduction groove; 515. Connecting post; 516. Needle part; 517. Bending part; 518. Recessed part; 520. Marking part; 521. Initial area; 522. Normal stroke area; 523. Stroke overload area; 524. Boundary line; 525. Indicator line; 600. Air chamber push rod. Detailed Implementation

[0020] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0021] In the description of this utility model, it should be understood that the directional descriptions, such as up, down, front, back, left, right, etc., indicate the directional or positional relationship based on the directional or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0022] In the description of this utility model, "several" means one or more, "multiple" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. If "first" or "second" is used in the description, it is only for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0023] In the description of this utility model, unless otherwise explicitly defined, terms such as "setting," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this utility model in conjunction with the specific content of the technical solution.

[0024] Reference Figure 1In related technologies, the vehicle's brake adjusting arm includes a tie rod 100. When installing the brake adjusting arm, the position must first be checked using the mounting clip 200 before it is installed on the vehicle. However, this method increases the installation steps and time costs due to the need to verify the mounting clip 200, making the operation cumbersome. Furthermore, the mounting clip 200 is easily lost or damaged, which may lead to inaccurate initial positioning, thereby affecting the accuracy of gap recognition and posing a safety hazard.

[0025] The following reference Figures 2 to 7 This invention explains how the visualized commercial vehicle brake clearance travel indicator adjustment arm of this embodiment solves the above-mentioned problems.

[0026] Reference Figure 2 and Figure 3 The first aspect of this utility model discloses a visual commercial vehicle brake clearance travel indicator adjustment arm, comprising an adjustment arm housing 300, a pull rod 100, a connector 400, and an indicator assembly. A safety arm 310 is located at the top of the adjustment arm housing 300. The pull rod 100 is located on one side of the safety arm 310 and is movably connected to the adjustment arm housing 300. The middle portion of the connector 400 is rotatably connected to the safety arm 310 via a first pivot 410, and one end of the connector 400 is rotatably connected to the pull rod 100 via a second pivot 420. The indicator assembly includes a pointer 510 and an indicator portion 520. The indicator portion 520 is disposed on the safety arm 310. The pointer 510 is rotatably connected to both the first pivot 410 and the second pivot 420, with the pointer 510 pointing towards the indicator portion 520. The indicator portion 520 includes an initial area 521. When the pointer 510 points to the initial area 521, the pull rod 100 is in its initial installation position.

[0027] Understandably, the adjusting arm housing 300 serves as the mounting base for the entire device, providing both fixation and movement space for components such as the pull rod 100 and the connector 400. The safety arm 310, as an extension structure, provides rotational support for the connector 400 (via the first rotating shaft 410) and also supports the indicator part 520 of the indicating component, serving as a key carrier for visualization. The pull rod 100 is the sensing carrier for changes in the braking clearance; through its movable connection with the adjusting arm housing 300, it displaces as the braking system's clearance changes. The connector 400 acts as a transmission medium; its middle section is rotatably connected to the safety arm 310 via the first rotating shaft 410, and its other end is rotatably connected to the pull rod 100 via the second rotating shaft 420, forming a mechanical linkage relationship of "pull rod 100 displacement → connector 400 rotation," providing power transmission to the indicating component. The pointer 510 is simultaneously rotatably connected to both the first rotating shaft 410 and the second rotating shaft 420, forming a "dual-axis linkage" structure. When the connector 400 rotates around the first pivot 410, it will drive the pointer 510 to rotate synchronously, eventually making the pointer 510 align with the corresponding area on the marking part 520, thus realizing the visual presentation of the gap state.

[0028] When pointer 510 points to the initial area 521, it means that the pull rod 100 is in the preset installation reference position, and the initial fit clearance of each component of the braking system meets the design standards. During installation, the operator only needs to adjust the position of the pull rod 100 so that pointer 510, which is linked to the first rotating shaft 410 and the second rotating shaft 420, points to the initial area 521 of the marking section 520 to determine the initial installation position of the pull rod 100. This design replaces the traditional method of relying on the mounting clip 200 for positioning, simplifies the installation operation, and avoids the positioning deviation problem caused by the loss or damage of the mounting clip 200.

[0029] Reference Figure 2 and Figure 3The marking section 520 also includes a normal travel area 522 and an excessive travel area 523, with a dividing line 524 between any two of the initial area 521, the normal travel area 522, and the excessive travel area 523. The normal travel area 522 corresponds to the clearance range when the braking system is working normally and is the "safety state zone" where the brake clearance should be maintained continuously during the operation of the commercial vehicle. When the braking system is working, the lever 100 rotates the pointer 510 as the clearance changes. If the pointer 510 always points to the normal travel area 522, it indicates that the wear of the brake friction pads is within the allowable range, the braking performance is not affected, and no maintenance is required. By observing whether the pointer 510 is in this area, the staff can quickly determine the daily working status of the braking system and reduce unnecessary disassembly and inspection. The excessive travel area 523 is the "warning boundary" for excessive brake clearance, corresponding to the state of excessive wear of the friction pads and the clearance exceeding the safe threshold. When pointer 510 rotates to the overtravel zone 523 due to increased clearance, it visually alerts the operator that the braking system is in a "critical maintenance" state. Failure to replace the friction pads or adjust the clearance in time may lead to increased braking distance, decreased braking efficiency, or even a safety accident. The boundary line 524 clearly defines the "boundary threshold" of each zone through physical lines, making the "status assignment" of pointer 510 immediately clear.

[0030] Understandably, the initial region 521, the normal travel region 522, and the overtravel region 523 are all different colors. For example, the initial region 521 is white, the normal travel region 522 is green, and the overtravel region 523 is red.

[0031] When the commercial vehicle braking system is working, and the brake clearance changes due to factors such as friction pad wear, the lever 100 will shift accordingly. The shift of the lever 100 drives the connector 400 to rotate around the first shaft 410 via the second shaft 420. As the connector 400 rotates, it simultaneously drives the pointer 510, which is connected to both shafts, to rotate. Eventually, the pointer 510 will point to a new area on the marking part 520 fixed to the safety arm 310. By observing the area corresponding to the pointer 510, the operator can intuitively judge the current state of the brake clearance.

[0032] Reference Figure 2 and Figure 3The normal travel area 522 is equipped with an indicator line 525, which extends along the arrangement direction of the initial area 521, the normal travel area 522, and the overtravel area 523. Commercial vehicle braking systems need to adapt to different tonnage and vehicle models; therefore, there are multiple product models of the adjusting arm. One difference is the different positions of the first pivot 410 relative to the safety arm 310. The first pivot 410 serves as the rotation fulcrum between the connector 400 and the safety arm 310. Changes in its position directly alter the initial rotation trajectory and pointing angle of the pointer 510. If the position of the marking part 520 is fixed, a misalignment problem will occur where the same pointer 510 state corresponds to different gaps on different models. Therefore, the position of the marking part 520 must also be changed accordingly.

[0033] For different product models, although the position of the first rotating shaft 410 is different, the pointer 510 is always linked with the first rotating shaft 410 and the second rotating shaft 420, and its rotation center (first rotating shaft 410) and movement trajectory have a fixed correlation. When installing the marking part 520, it is not necessary to remeasure and calculate the fixed coordinates of the marking part 520 for different models. It is only necessary to use "pointer 510 pointing to indicator line 525" as a unified calibration standard, adjust the position of the marking part 520 on the safety arm 310 until the tip of the pointer 510 is precisely in contact with the indicator line 525, and this will ensure that the marking part 520 matches the trajectory of the pointer 510 of that model.

[0034] Understandably, the indicator line 525 divides the normal travel area 522 into two areas, upper and lower, which can be different colors, such as one in green and the other in blue, to improve visibility.

[0035] Reference Figure 6 and Figure 7 The pointer 510 includes a mounting portion 511, which has a first mounting hole 512 and two second mounting holes 513. The first mounting hole 512 is located between the two second mounting holes 513. A first rotating shaft 410 engages with the first mounting hole 512, and a second rotating shaft 420 engages with one of the second mounting holes 513. When the pointer 510 is mounted on one side of the safety arm 310, the second rotating shaft 420 passes through one of the second mounting holes 513; when the pointer 510 is mounted on one side of the safety arm 310, the second rotating shaft 420 passes through the other second mounting hole 513. By providing two second mounting holes 513, the pointer 510 can be mounted on both sides of the safety arm 310, improving scene adaptability.

[0036] The installation space for commercial vehicle braking systems varies greatly depending on the vehicle type (e.g., light truck, heavy truck) and chassis layout (e.g., driveshaft position, fuel tank position). In some scenarios, one side of the safety arm 310 may be obstructed by other components (e.g., pipes, brackets), making it impossible to install the pointer 510. If the pointer 510 can only be installed on one side, insufficient space may prevent assembly, or the pointer 510 may be obstructed and unobservable after assembly. In this case, through the double second mounting holes 513, workers can install the pointer 510 on the unobstructed side of the safety arm 310 (e.g., if the left side is originally obstructed, it can be installed on the right side), ensuring that the pointer 510 does not interfere with other components, while ensuring that the relative position of the marking part 520 (fixed to the safety arm 310) and the pointer 510 is clearly visible.

[0037] Reference Figure 7 The mounting section 511 has a weight-reducing groove 514 on the side facing the safety arm 310. Multiple connecting posts 515 are installed within the weight-reducing groove 514, with the first rotating shaft 410 and the second rotating shaft 420 each correspondingly threaded through one connecting post 515. The pointer 510 needs to rotate rapidly and synchronously with changes in the braking clearance. If the mounting section 511 is too heavy, rotational inertia may cause a situation where "the clearance change has occurred, but the pointer 510 rotates lags behind," affecting the real-time monitoring. The weight-reducing groove 514 removes material from the non-load-bearing area of ​​the mounting section 511 facing the safety arm 310 (this area has high material redundancy due to its proximity to the safety arm 310 and lack of other component connections). This significantly reduces the weight of the mounting section 511 without damaging its overall structure, thereby reducing the rotational inertia of the pointer 510. This ensures that the pointer 510 can rotate instantly with the driving force of the second rotating shaft 420, maintaining synchronization with changes in the braking clearance and improving the monitoring response speed.

[0038] Furthermore, if the mounting part 511 is a solid structure, its excessive size may interfere with the protrusions on the surface of the safety arm 310 (such as welding points and the fixing seat of the marking part 520), preventing the pointer 510 from being installed close to the safety arm 310 and affecting the overall assembly accuracy. The weight-reducing groove 514 avoids the protruding structure on the surface of the safety arm 310. By hollowing out a local area, it creates space allowance, ensuring that the mounting part 511 can fit tightly against the safety arm 310, while avoiding spatial conflicts with the marking part 520 and other components of the safety arm 310, thus ensuring the overall structural compactness of the pointer 510 after installation.

[0039] If the first mounting hole 512 and the second mounting hole 513 are directly made on the weight-reduced mounting part 511, the hole wall thickness will be thinner due to the hollowing out of the weight-reducing groove 514. During long-term use, the rotation and impact force of the first rotating shaft 410 and the second rotating shaft 420 will easily cause wear and deformation of the hole wall, which will then cause the pointer 510 to wobble and deviate. The connecting post 515 is set by "local thickening" to form an independent shaft hole mating carrier in the weight-reducing groove 514. Each connecting post 515 corresponds to one mounting hole (one connecting post 515 for the first mounting hole 512, and one connecting post 515 for each of the two second mounting holes 513). The diameter and height design of the connecting post 515 ensures that the shaft hole wall thickness meets the strength requirements (e.g., the hole wall thickness is not less than 2mm). Even if it is subjected to the force of the rotating shaft for a long time, the hole wall can be prevented from deforming, ensuring the accuracy and stability of the shaft hole mating.

[0040] Reference Figure 4 and Figure 7 The pointer 510 includes a mounting portion 511, a needle portion 516, and a bending portion 517. The mounting portion 511 is used to connect to the first rotating shaft 410 and the second rotating shaft 420 respectively. The needle portion 516 is used to indicate the marking portion 520. The bending portion 517 connects the mounting portion 511 and the needle portion 516, and extends from the mounting portion 511 toward the safety arm 310. The mounting portion 511 is separated from the safety arm 310 by the connector 400. The marking portion 520 is usually a planar structure (such as a sheet marking plate) fixed to the surface of the safety arm 310. To ensure the accuracy of the needle portion 516, it needs to be as close as possible to the marking portion 520. By providing the bending portion 517, the needle portion 516 can be closer to the safety arm 310 relative to the mounting portion 511, thereby improving the accuracy of observing the marking portion 520.

[0041] Reference Figure 3 and Figure 5 The connector 400 includes a connecting shaft 430 and two connecting arms 440. The connecting shaft 430 is used to connect the air chamber push rod 600 (see reference). Figure 1Two connecting arms 440 are spaced apart, and one end of each connecting arm 440 is connected to a connecting shaft 430. The safety arm 310 and the pull rod 100 pass through the gap between the two connecting arms 440. The first rotating shaft 410 and the second rotating shaft 420 are both connected to the two connecting arms 440. The core function of the connecting shaft 430 is to establish a fixed connection with the air chamber push rod 600 (e.g., through threaded connection, pin connection, etc.), converting the linear extension and retraction motion of the air chamber push rod 600 into the overall rotational power of the connecting member 400. The two connecting arms 440 are symmetrically spaced apart, and one end of each is fixedly connected to the connecting shaft 430 (e.g., by welding, integral molding), forming a "U-shaped" structure, providing installation space and a rotation fulcrum for the safety arm 310 and the pull rod 100. By opening shaft holes in the connecting arms 440, a fixed mating position is provided for the first rotating shaft 410 and the second rotating shaft 420, enabling the safety arm 310, the pull rod 100, and the connecting member 400 to form a stable rotational linkage.

[0042] Reference Figure 4 and Figure 5 The connecting arm 440 has a protrusion 441 on the side away from the pull rod 100, and the pointer 510 has a recess 518 that mates with the protrusion 441. When installing the pointer 510, the operator only needs to align the recess 518 of the pointer 510 with the protrusion 441 of the connecting arm 440 and insert it to quickly determine the horizontal and vertical position of the pointer 510 relative to the connecting arm 440. At this time, the second mounting hole 513 of the pointer 510 is exactly coaxial with the second rotating shaft 420 hole of the connecting arm 440, eliminating the need for repeated adjustments and greatly simplifying the installation process, while avoiding assembly errors caused by misalignment of holes. When the braking system is working, the pointer 510 rotates around the first rotating shaft 410 with the second rotating shaft 420. If only the second rotating shaft 420 and the second mounting hole 513 are engaged (single-point or line contact), the pointer 510 is prone to radial wobbling due to vehicle bumps and braking impact (such as the left and right deviation of the pointer 510 tip), causing the position of the pointer 510 aligned with the marking part 520 to deviate, affecting the monitoring accuracy. The concave-convex mating structure provides additional radial limiting for the pointer 510 through the surface contact relationship of "the protrusion 441 being embedded in the recess 518". The side of the protrusion 441 fits against the inner wall of the recess 518, limiting the displacement of the pointer 510 in the direction perpendicular to the rotation plane, ensuring that the pointer 510 always rotates along the preset trajectory, and can maintain stable pointing accuracy even under high-frequency vibration or impact conditions.

[0043] Reference Figure 5The pointer 510 has two recesses 518, which are symmetrically arranged with respect to the first rotating shaft 410, facilitating the installation of the pointer 510 on different sides of the safety arm 310. When the pointer 510 is installed on the left side of the safety arm 310, the operator can align the recess 518 near the left side with the protrusion 441 of the connecting arm 440 and insert it. This convex-concave fit allows for quick calibration of the relative position of the pointer 510 and the connecting arm 440, ensuring precise alignment of the second mounting hole 513 with the hole of the second rotating shaft 420 when installed on the left side. When the pointer 510 is installed on the right side of the safety arm 310, simply align the recess 518 near the right side (symmetrical to the left recess 518) with the protrusion 441 and insert it to complete the positioning calibration for right-side installation. The design of the two symmetrical recesses 518 ensures that the pointer 510 has a reference point for mating with the protrusion 441 in different installation orientations, avoiding the problem of no recess 518 suitable due to changes in installation orientation.

[0044] It is understood that the present invention also provides a vehicle according to a second aspect embodiment, including the visual commercial vehicle brake clearance travel indicator adjustment arm of the first aspect embodiment of the present invention. The vehicle has the structural features of all the above embodiments, and therefore also has corresponding beneficial effects, which will not be elaborated further here.

[0045] The embodiments of the present utility model have been described in detail above with reference to the accompanying drawings. However, the present utility model is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present utility model.

Claims

1. A visual commercial vehicle brake clearance travel indicator adjustment arm, characterized in that, include: Adjustable arm housing, with a safety arm at the top; A pull rod is located on one side of the safety arm and is movably connected to the adjusting arm housing; A connector, the middle part of which is rotatably connected to the safety arm via a first pivot, and one end of which is rotatably connected to the pull rod via a second pivot; An indicator component includes a pointer and a marker, the marker being disposed on a safety arm, the pointer being rotatably connected to a first rotating shaft and a second rotating shaft respectively, and the pointer facing the marker. The marking section includes an initial area, and when the pointer points to the initial area, the pull rod is in the initial installation position.

2. The visual commercial vehicle brake clearance travel indicator adjusting arm according to claim 1, characterized in that, The marking section also includes a normal travel area and an excessive travel area, with a dividing line between any two of the initial area, the normal travel area, and the excessive travel area.

3. The visual commercial vehicle brake clearance travel indicator adjusting arm according to claim 2, characterized in that, The normal travel area is provided with an indicator line, which extends along the arrangement direction of the initial area, the normal travel area and the excessive travel area.

4. The visual commercial vehicle brake clearance travel indicator adjusting arm according to claim 1, characterized in that, The pointer includes a mounting part, which has a first mounting hole and two second mounting holes. The first mounting hole is located between the two second mounting holes. The first rotating shaft cooperates with the first mounting hole, and the second rotating shaft cooperates with one of the second mounting holes.

5. The visual commercial vehicle brake clearance travel indicator adjusting arm according to claim 4, characterized in that, The mounting part has a weight-reducing groove on the side facing the safety arm.

6. The visual commercial vehicle brake clearance travel indicator adjusting arm according to claim 1, characterized in that, The pointer includes a mounting part, a needle part, and a bending part. The mounting part is used to connect to the first rotating shaft and the second rotating shaft respectively. The needle part is used to indicate the marking part. The bending part connects the mounting part and the needle part and extends from the mounting part toward the safety arm.

7. The visual commercial vehicle brake clearance travel indicator adjusting arm according to claim 1, characterized in that, The connector includes a connecting shaft and two connecting arms. The connecting shaft is used to connect the air chamber push rod. The two connecting arms are spaced apart, and one end of each connecting arm is connected to the connecting shaft. The safety arm and the pull rod are both inserted through the gap between the two connecting arms. The first rotating shaft and the second rotating shaft are both connected to the two connecting arms.

8. The visual commercial vehicle brake clearance travel indicator adjusting arm according to claim 7, characterized in that, The connecting arm has a protrusion on the side away from the pull rod, and the pointer has a recess that mates with the protrusion.

9. The visual commercial vehicle brake clearance travel indicator adjusting arm according to claim 8, characterized in that, The pointer has two recesses, which are symmetrically arranged with respect to the first axis of rotation.

10. A vehicle, characterized in that, Includes the visual commercial vehicle brake clearance travel indicator adjustment arm as described in any one of claims 1 to 9.

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