Test CDL freins à air

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Les 15 questions en un coup d'œil

Tu préfères lire avant de jouer ? Toutes les questions de l'échantillon sont listées ci-dessous. Les réponses et les explications restent repliées tant que tu ne les ouvres pas.

1. 1. Air brakes are really three separate braking systems. Which three?

   • A. Service, hydraulic and parking
   • B. Service, parking and emergency
   • C. Primary, secondary and emergency
   • D. Service, spring and modulating
   Voir la réponse et l'explication

   Réponse : B. Service, parking and emergency

   The service brake system applies and releases the brakes from the pedal during normal driving. The parking brake system holds the vehicle through the parking brake control. The emergency brake system is not a third set of hardware, it borrows parts of the other two so you still have a way to stop if the service system fails. Primary and secondary are the two halves of a dual air system, which is a different split entirely.

2. 2. The governor decides when the air compressor pumps. On a typical vehicle, it stops and restarts the compressor at about which pressures?

   • A. Cut out at about 60 psi, cut in at about 40 psi
   • B. Cut out at about 100 psi, cut in at about 75 psi
   • C. Cut out at about 125 psi, cut in at about 100 psi
   • D. Cut out at about 150 psi, cut in at about 125 psi
   Voir la réponse et l'explication

   Réponse : C. Cut out at about 125 psi, cut in at about 100 psi

   The manual gives roughly 125 psi for cut out and roughly 100 psi for cut in, and the exact figures for your vehicle come from the manufacturer's specification. You test it by running the engine at a fast idle until the gauge stops climbing, then stepping on and off the brake to bleed pressure down until the needle starts rising again. Do not confuse 150 psi here, that is the safety valve, and it should never open in normal operation.

3. 3. Complete the sentence.

   A safety relief valve is fitted to the first tank the compressor pumps into, and it is usually set to open at _____.

   Options pour le trou 1 : 100 psi, 125 psi, 150 psi, 175 psi

   Voir la réponse et l'explication

   Réponse : 150 psi

   The safety valve protects the tanks and the rest of the system from too much pressure by venting, usually at about 150 psi. If it ever releases air, something upstream has failed, most often the governor, and a mechanic needs to look at it. Do not keep driving just because the brakes still seem to work.

4. 4. The low air pressure warning light and buzzer come on while you are driving. What should you do?

   • A. Stop and safely park the vehicle as soon as you can
   • B. Pump the brake pedal to build the pressure back up
   • C. Keep driving until the spring brakes come on by themselves
   • D. Pull the parking brake knob out and continue at a lower speed
   Voir la réponse et l'explication

   Réponse : A. Stop and safely park the vehicle as soon as you can

   A warning you can see is required to come on before tank pressure falls below 60 psi, and it means air is leaving the system faster than the compressor can replace it. You still have controlled braking while air remains, so use it and get parked. Waiting for the spring brakes to grab is dangerous, because they do not act on every axle, a loaded vehicle takes a long distance to stop on them, and a light vehicle can skid out of control when they come on.

5. 5. Which of the following are true about keeping water and ice out of an air brake system?

   Coche toutes les bonnes réponses.

   • A. Compressed air carries water and some compressor oil, which collect in the bottom of the tanks
   • B. With manual drain valves, you drain the tanks at the end of each day of driving
   • C. An alcohol evaporator puts alcohol into the system to reduce the risk of ice forming in the valves
   • D. Filling the alcohol container replaces the need to drain the tanks
   • E. Water in the tanks is harmless as long as the temperature stays above freezing
   Voir la réponse et l'explication

   Réponse : A. Compressed air carries water and some compressor oil, which collect in the bottom of the tanks, B. With manual drain valves, you drain the tanks at the end of each day of driving, C. An alcohol evaporator puts alcohol into the system to reduce the risk of ice forming in the valves

   Air pulled in by the compressor brings moisture with it, and that water plus a little oil settles in the bottom of the tanks. Water can freeze and shut a valve, which is how a brake system fails on a cold morning, so manual drains get opened at the end of every driving day. Alcohol helps with ice inside the valves but it does not remove the water sitting in the tank, so daily draining still applies unless the tanks drain automatically.

6. 6. You push the pedal on an S-cam drum brake. What actually forces the brake shoes against the drum?

   • A. Air pressure pushes directly on the back of each brake shoe
   • B. A return spring releases and pulls the shoes outward
   • C. Air pressure clamps a caliper around a rotor
   • D. Air fills the brake chamber, the push rod moves the slack adjuster, and that twists the S-cam
   Voir la réponse et l'explication

   Réponse : D. Air fills the brake chamber, the push rod moves the slack adjuster, and that twists the S-cam

   Air only reaches the brake chamber. Everything after that is mechanical: the push rod extends, the slack adjuster turns the brake camshaft, and the S shaped cam spreads the shoes into the drum. That chain is why slack adjusters matter so much. If one moves more than about an inch by hand where the push rod attaches, that brake is not doing its share, and out of adjustment brakes are the most common defect found in roadside inspections.

7. 7. Which statements about a dual air brake system are correct?

   Coche toutes les bonnes réponses.

   • A. It is two separate air brake systems, each with its own tanks and lines, worked by one set of controls
   • B. Before driving you let the compressor build at least 100 psi in both the primary and secondary systems
   • C. The warning light and buzzer must come on before pressure drops below 60 psi in either system
   • D. If one system fails, the other stops the vehicle in the same distance as normal
   • E. Both halves draw from a single shared air tank to save weight
   Voir la réponse et l'explication

   Réponse : A. It is two separate air brake systems, each with its own tanks and lines, worked by one set of controls, B. Before driving you let the compressor build at least 100 psi in both the primary and secondary systems, C. The warning light and buzzer must come on before pressure drops below 60 psi in either system

   One system typically serves the rear axles and the other the front, and they meet only at the controls, so a failure on one side does not take away all braking. Wait until both gauges read at least 100 psi before you move. Treat a warning in either half as a reason to stop, because a vehicle running on one half has lost part of its braking and will take noticeably longer to stop.

8. 8. Complete the sentence.

   If air keeps leaking away, the springs stop being held back and the spring brakes come fully on when tank pressure drops into the _____ range.

   Options pour le trou 1 : 5 to 15 psi, 20 to 45 psi, 50 to 60 psi, 80 to 100 psi

   Voir la réponse et l'explication

   Réponse : 20 to 45 psi

   Powerful springs are held off by air pressure while you drive. Take the air away and those springs apply the brakes mechanically, which is what lets one set of hardware serve as both the parking brake and the emergency brake. The manual gives 20 to 45 psi as the range, and your own vehicle applies at whatever figure the manufacturer set inside it. This is a last resort after a warning was ignored, never a plan for stopping.

9. 9. On a newer air brake vehicle, the parking brake control is:

   • A. A round red knob you turn clockwise
   • B. A yellow, diamond shaped push pull knob
   • C. A red, eight sided push pull knob
   • D. A foot pedal to the left of the service brake
   Voir la réponse et l'explication

   Réponse : B. A yellow, diamond shaped push pull knob

   Pull the yellow diamond out to set the parking brakes and push it in to release them. On a tractor the red eight sided knob beside it is the trailer air supply, so the shape and color are how you tell them apart in a hurry. Never use the parking brake control to slow a moving vehicle, since spring brakes come on hard and do not act on every axle. Also leave it alone when the brakes are very hot from a grade, or wet in freezing weather, and chock the wheels instead.

10. 10. Air brakes add a delay that hydraulic brakes do not have. At 55 mph on dry pavement, about how much distance does brake lag add?

    • A. About 5 feet
    • B. About 15 feet
    • C. About 32 feet
    • D. About 100 feet
    Voir la réponse et l'explication

    Réponse : C. About 32 feet

    It takes half a second or more for air to travel down the lines and apply the brakes, and at 55 mph the vehicle covers roughly 32 feet in that time before braking even begins. That is why total stopping distance for an air brake vehicle is four pieces added together: perception distance, reaction distance, brake lag distance and effective braking distance. For an average driver in good conditions the total at 55 mph runs over 300 feet, which is longer than a football field.

11. 11. Which of these belong in the final air brake check of a pre-trip inspection?

    Coche toutes les bonnes réponses.

    • A. Build to full pressure, then shut the engine off, release the brakes and time the air loss
    • B. Fan the pedal down and confirm the low air warning comes on before pressure drops below 60 psi
    • C. Keep fanning until the parking brake knob pops out on its own
    • D. Drain the tanks while the engine is running at full governor pressure
    • E. Pump the pedal 20 times first to warm up the compressor
    Voir la réponse et l'explication

    Réponse : A. Build to full pressure, then shut the engine off, release the brakes and time the air loss, B. Fan the pedal down and confirm the low air warning comes on before pressure drops below 60 psi, C. Keep fanning until the parking brake knob pops out on its own

    You build to full pressure first, because every figure in the check is measured from a charged system. Then the order runs downward in pressure: static leakage with the engine off and the brakes released, then applied leakage, then the warning as you fan the pedal down, then the knob popping out lower still. The same check also covers governor cut in and cut out and the buildup rate, which should take pressure from 85 to 100 psi within 45 seconds at operating rpm on a dual system.

12. 12. You are already in the right low gear on a long downgrade and using the snub braking method. When do you release the brakes?

    • A. As soon as you feel the vehicle slow at all
    • B. Only when you reach the bottom of the grade
    • C. Once you smell the brakes getting hot
    • D. When your speed is about five miles per hour below your safe speed
    Voir la réponse et l'explication

    Réponse : D. When your speed is about five miles per hour below your safe speed

    Apply firmly enough to feel a definite slowdown, hold it about three seconds until you are roughly five mph under your safe speed, then release and let the engine hold you until you drift back up to that speed, and repeat to the bottom. Light steady pressure the whole way down is what cooks the linings. Heat changes the lining chemically and expands the drums, so the shoes travel farther and press with less force, and once fade starts it feeds itself. That is why picking the gear before the hill matters more than anything you do with the pedal on it.

13. 13. Complete the sentence.

    Pressing and releasing the brake pedal when you do not need to lets air out of the system _____ than the compressor can replace it, so pumping the pedal to raise your air pressure actually _____ it.

    Options pour le trou 1 : faster, slower, more evenly

    Options pour le trou 2 : raises, lowers, has no effect on

    Voir la réponse et l'explication

    Réponse : faster, lowers

    Every release dumps some compressed air out of the system, and the compressor only refills the tanks at the rate the governor allows. Pumping is a habit carried over from hydraulic brakes, where it can help, and here it does the opposite. If pressure is falling on its own you have a leak, and the answer is to park, not to pump. The one time you fan the pedal on purpose is during the pre-trip check, when the whole point is to bleed pressure down.

14. 14. System fully charged, engine off, service brakes released. How much air can a single vehicle lose in one minute and still pass?

    • A. Less than 2 psi
    • B. Less than 5 psi
    • C. Less than 10 psi
    • D. Any amount, as long as the compressor keeps up
    Voir la réponse et l'explication

    Réponse : A. Less than 2 psi

    Static leakage has to stay under 2 psi in a minute for a single vehicle and under 3 psi for a combination. Then you press and hold 90 psi or more, let the initial drop settle, and time it again: applied leakage allows under 3 psi a minute single and under 4 psi combination. The applied figures are higher because air has now moved into the chambers and lines, so there is more of the system able to leak.

15. 15. A roadside inspector finds defective brakes. At what point does the brake condition alone put the vehicle out of service?

    • A. As soon as any single brake is defective
    • B. Only when more than half the brakes are defective
    • C. When 20 percent or more of the brakes are defective
    • D. Only when the vehicle cannot be stopped at all
    Voir la réponse et l'explication

    Réponse : C. When 20 percent or more of the brakes are defective

    The North American out of service criteria that inspectors work from take a vehicle or combination out of service when 20 percent or more of its brakes have a defect that impairs braking, and a fractional count rounds up, so a ten brake combination is out at two. Brakes out of adjustment are the most common defect found, which is exactly why the walkaround includes pulling on the slack adjusters. Other conditions can park a vehicle on their own, including an air loss rate over the limit or a low air warning that does not work.

Ce qu'est le test CDL freins à air et pourquoi il compte

Il n'existe pas de permis freins à air séparé. Le test freins à air est un test théorique que tu passes en même temps que les autres tests théoriques du CDL, et c'est sa réussite qui évite la restriction freins à air sur ton permis. Si tu ne le passes pas, si tu le rates, ou si tu passes ton épreuve pratique sur un véhicule qui n'a pas de freins à air complets, le permis revient avec une restriction L. Cette restriction t'interdit de conduire tout véhicule utilitaire équipé de freins à air, ce qui exclut la plupart des postes en tracteur semi-remorque et en poids lourd pour lesquels les gens passent le CDL au départ. La lever ensuite veut dire retourner au bureau des permis de ton État, réussir le test théorique freins à air, et repasser l'épreuve pratique sur un véhicule à freins à air si c'est comme ça que tu as écopé de la restriction.

Le nombre de questions, la durée et le score de réussite sont fixés par ton État, pas par un organisme national. Un test court à choix multiple noté à 80 pour cent est courant, mais le seul chiffre auquel te fier est celui de ton propre manuel CDL d'État, alors va le chercher avant le jour du test. Le contenu, lui, est plus prévisible. Les États rédigent le test à partir de la section freins à air de leur manuel, qui est presque le même document partout parce qu'il descend d'un manuel modèle commun.

Cette section attend de toi que tu connaisses les trois circuits de freinage, le compresseur et son régulateur, les réservoirs et la raison de leur purge, la soupape de sûreté, l'évaporateur d'alcool, la pédale de frein, les freins de roue avec la came en S et le slack adjuster, le levier de rattrapage de jeu, les circuits d'air doubles, l'alerte de basse pression d'air, les freins à ressort, le temps de réponse du frein et la distance d'arrêt, la façon de freiner dans une longue descente, et les étapes freins à air de l'inspection avant départ. Les chiffres comptent ici plus que dans la plupart des sections du CDL. Certains, comme le seuil d'alerte de 60 psi, sont fixés par la réglementation. D'autres, comme la pression exacte à laquelle un bouton ressort, viennent du constructeur, et le manuel donne une plage. Quand ton manuel dit que la plage va de 20 à 45 psi, apprends la plage, pas un seul chiffre à l'intérieur.

Comment utiliser cet échantillon et comment réviser les freins à air

Ces 15 questions restent à l'intérieur du circuit de freins à air lui-même. Elles demandent ce que fait le régulateur, ce qui se passe mécaniquement quand tu appuies sur la pédale, pourquoi le témoin d'alerte existe à la pression où il est réglé, et ce que les vérifications de l'inspection prouvent vraiment. Elles ne touchent pas à l'attelage de la remorque, aux glad hands, les raccords d'air rapides entre tracteur et remorque, ni à l'alimentation en air de la remorque, qui relèvent de la section ensembles routiers et ont leur propre échantillon lié plus bas.

Fais-le d'une traite, manuel fermé, puis lis chaque explication, y compris celles des questions que tu as réussies. Traite une erreur comme un thème et non comme un fait isolé. Si tu as raté la question sur le taux de fuite et celle sur le régulateur, reprends la séquence d'inspection dans son ensemble au lieu de mémoriser deux chiffres, parce que les chiffres n'ont de sens que dans l'ordre où on les vérifie.

La partie que la plupart des gens préparent le moins, c'est l'inspection avant départ à voix haute. Beaucoup d'États t'obligent à énoncer la vérification des freins à air à voix haute pendant l'épreuve pratique, dans l'ordre, sous le regard de l'examinateur. Lire là-dessus n'est pas la même chose que le dire, alors entraîne-toi debout devant un véhicule, ou au moins à voix haute de mémoire : monter à la pression maximale, couper le moteur, caler les roues et desserrer, chronométrer la fuite au repos, appuyer sur la pédale et chronométrer à nouveau, puis pomper la pédale et guetter l'alerte puis le bouton qui ressort. Dis les chiffres au fur et à mesure. Le test théorique et l'épreuve pratique interrogent la même séquence par deux côtés.

Comment StudyPDF transforme ton manuel CDL en tests complets

Quinze questions peuvent te montrer quelles parties du circuit de freins à air tu ne sais pas encore expliquer. Elles ne suffisent pas à te rendre prêt, et une banque générique ne sait pas sur quel manuel d'État tu es interrogé ni quels chiffres ton examinateur attendra.

StudyPDF part plutôt de ton matériel. Télécharge le manuel CDL de ton État, ou prends le fascicule freins à air distribué par ton école, importe-le, et Bo, l'agent de révision, crée des tests d'entraînement complets à partir de ces pages exactes. Chaque question est ancrée dans ton document, et chaque explication renvoie à l'endroit d'où vient la réponse, tu peux donc vérifier la formulation toi-même quand un chiffre diffère d'une source à l'autre. Tu peux générer de nouveaux tests aussi souvent que tu veux, en restreindre un à un seul domaine comme la vérification des freins à air avant départ ou les freins à ressort, et suivre les parties que tu rates sans arrêt.

Tu n'as pas besoin de fichier pour commencer. Si ton manuel traîne dans un camion quelque part, nomme plutôt un thème, par exemple les vérifications d'inspection des freins à air ou le freinage dans une longue descente, et Bo écrit un test d'entraînement dessus. Commencer est gratuit.