AFTMT Volume III – Issue 1, 2016 by kangalov

SCIENTIFIC JOURNAL

AGRICULTURAL, FOREST AND TRANSPORT MACHINERY AND TECHNOLOGIES Volume III – Issue 1, 2016

Journal of the Agrarian and Industrial Faculty, University of Ruse “Angel Kanchev”

ISSN: 2367– 5888 © Ruse University Press Agrarian and Industrial Faculty Ruse, 2016

Agricultural, Forest and Transport Machinery and Technologies (ISSN: 2367– 5888) Volume III – Issue 1, 2016

Editorial Board Hristo Beloev, University of Ruse “Angel Kanchev”, Bulgaria Plamen Kangalov, University of Ruse “Angel Kanchev”, Bulgaria Zdenko Tkáč, Slovak University of Agriculture in Nitra, Slovakia Vladimír Kročko, Slovak University of Agriculture in Nitra, Slovakia Jan Mareček, Mendel University in Brno, Czech Republic Vladimír Jurča, Czech University of Life Sciences Prague, Czech Republic Pavel Máchal, Mendel University in Brno, Czech Republic Stanisław Sosnowski, University of Rzeszów, Poland Stepan Kovalyshyn, Lviv National Agrarian University, Ukraine Djemal Katzitadze, Agricultural University of Georgia, Georgia Petar Dimitrov, Institute of Soil Science, Agrotechnologies and Plant Protection “Nikola Poushkarov”, Bulgaria Georgi Tasev, University of Forestry – Sofia, Bulgaria Miho Mihov, Institute of Soil Science, Agrotechnologies and Plant Protection “Nikola Poushkarov”, Bulgaria Lubomir Stanev, Plovdiv University “Paisii Hilendarski”, Bulgaria Ladislav Nozdrovický, Slovak University of Agriculture in Nitra, Slovakia Mitko Nikolov, University of Ruse “Angel Kanchev”, Bulgaria Kaloyan Stoyanov, University of Ruse “Angel Kanchev”, Bulgaria

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Agricultural, Forest and Transport Machinery and Technologies (ISSN: 2367– 5888) Volume III – Issue 1, 2016

CONTENT

Page

Marek Halenár, Ľubomír Hujo, Ivan Beloev, Ján Kosiba,Vladimír Hajdák, Transport of Dangerous Goods in Defined Areas of Slovak Republic from the View of Environmental Burdens

Peter Kuchar, Ivan Beloev, Stanislav Lindák, Technical - Economic Analysis and Evaluation of Transport Organization

Martin Pšenka, Roman Gálik, Plamen Kangalov, Štefan Mihina, Štefan Boďo, Jozef Chrastina, Noise Emissions During Mixing of Feed by Mixer Feeder Wagon

Mitko Nikolov, Iliya Todorov, A Research about Influence of Overlaying Speed Upon Electrical Parameters of The Process During Vibrating Arc Overlaying of Worn Parts of Transportational and Agricultural Machinery in A Shield of Argon

Petar Dimitrov, Gergana Kuncheva, Changes in Physical, Chemical and Biological Properties of the Soil in the Application of Advanced Soil Protection Technology for Growing Wheat on Slope Lands

Dušan Nógli, Dominik Gašparovič, Plamen Kangalov, Zuzana Csillagová, Maroš Korenko, Evaluation of the Reliability of the Gas Generator Starts

Gergana Kuncheva, Changes in the Composition of Humus of Carbonate Chernozem under the Influence of Advanced Erosion Control Technologies

Desislava Beleva, Current Condition and Development of Electrolytic Methods for Preventive Plating and Reconditioning of Worn Machine Parts

Gabriel Poló, Zuzana Csillagová, Martin Baláž , Plamen Kangalov, Dušan Nógli, Maroš Korenko, Possible Examples to Improve the Quality and Safety Standards on Emergency Medical Service Stations Zamed, Ltd. Komárno

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Transport of Dangerous Goods in Defined Areas of Slovak Republic from the View of Environmental Burdens Marek Halenár, Ľubomír Hujo, Ivan Beloev, Ján Kosiba,Vladimír Hajdák

Abstract: The paper is focused on possible solutions of road transport on a defined territory of the Slovak Republic in terms of potential environmental pollution in case of ADR vehicles crash. The article illustrates the seriousness situation related transport of dangerous goods effecting significant damage of the ecosystem because the utilized roads are not suitable for the transport of dangerous goods. At the monitored section of the road, we described the risks affecting vehicle crash and then proposed solutions to reduce its. These solutions will increase the safety of ADR transport and eliminate adverse effects on the environment and population. Key words: road transport, ADR agreement, dangerous goods, environment

INTRODUCTION ADR Agreement is an international agreement on the transport of dangerous goods, categorized into nine classes with a corresponding degree of hazard. Part of the agreement are two subclasses, which deals with all elements directly related to the transport of hazardous materials. Transport of dangerous goods are mainly chemicals, which by their toxicity, flammability and infectivity threaten the environment and in direct contact have a negative impact on public health, but any accident transport unit carrying harmful substance has a disastrous impact on the environment in which we live. (Zákon č. 56/2012 Z.z. o cestnej doprave). Transport in each country is influenced by a variety of socio - economic factors, among which may be included demographics, urban planning, standard of the population and ultimately the country's integration into international trade. (Hujo et al., 2013). Difficulty of road transport has long been an important topic of various economic and environmental debates, and in fact the starting point for determining the amount of emissions produced by transport and calculating the energy performance of transport. (HEGEDÜŠ, et al., 2012; Janoško et al., 2014). We see the problem with the transport of dangerous goods in an increase in the international transport of dangerous substances, more dense and congested roads, the quality of crews transporting dangerous materials, in dealing with emergency situations in case of accidents. Currently ADR transport makes up 30% of the total transport on roads in Slovakia, where it is foreseeable, that the percentage share of dangerous goods will go up with the increase in production of the chemicals. (Žitňák, M. ; Korenko, M., 2011). The total amount of dangerous goods in the European Union is about 110 billion tonne-kilometers per year, of which 58% is by road, 25% by road and 17% by inland waterway. The trend for road and inland waterway transport of dangerous goods is increasing, but decreasing for rail transport. The share of dangerous goods transport in total freight transport is about 8%. (Statistic of transport ADR, 2014) The goal of this paper is to assess the risks of the damage to the ecosystem due to the transport of ADR in emergency situations based on available input data and to propose solutions to eliminate damage to the environment by establishing an appropriate transport corridor.

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MATERIAL AND METHODS The term optimization of transport routes is understood to create a structure of the transport corridors in road transport, which will be designed in accordance with the terms of the ADR and the applicable local laws of the road and the road. By optimizing the transport corridors of transportation of dangerous goods, creating a case study in dealing with bottlenecks we minimize adverse impacts in a traffic accident on the environment. Preparatory studies have been described in the risk segments in the defined territory of the Slovak Republic, focusing on the protection of groundwater reservoirs on the Žitný ostrov, analyzing the passage of roads across the river Hron. The last described risk section is the field of mineral resources of major spa town Piestany, whose solution is used as a case study set out to circumvent a city with resource-rich mineral springs. ADR analysis on Žitný ostrov Žitný ostrov belongs to the largest groundwater reservoir in Central Europe. Therefore, there is increased attention on the quality of the groundwater. The area is almost impassable with substances that may cause pollution of groundwater, soil and waterways. The trucks wittingly use traffic diversion coming through the area mentioned above to pay no road fee however it is not excluded that some trucks transport hazardous materials. Figure 1 shows the corridor: Dunajská Streda – Topoľníky – Veľký Meder with a total length 29 km.

Fig. 1 Dunajská Streda – Veľký Meder Analysis of crossing the river Hron A crossing the river Hron is a problematic road section on the territory of Slovakia. The road has become a risk due to exceed the clearance limit because trucks use it instead the fee international communication. Road communication of II. class path is also used by carriers for the transport of dangerous goods. Bridge over the river Hron is not equipped with sedimentation tanks and thus creates a risk area in extenso. Comparing the distance passing through the point it is clear that truck drivers in the use of lines outside the R1 in FIG. 2 Scroll to a greater distance, but also to avoid paying tolls. This II. Class road is not ensured sedimentation tanks and drainage canal retaining leak of hazardous substances getting into in the groundwater and the river Hron during an accident.

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Agricultural, Forest and Transport Machinery and Technologies (ISSN: 2367– 5888) Volume III – Issue 1, 2016

Fig. 2 The section crossing the river Hron for payment alternative

Fig. 3 The section crossing the river Hron in circumventing (unpaid) alternatives Transport hub of Piestany The problematic area of ADR transport in the district of Piestany is the transport hub of Piestany. According to Law 8/2009 Z.z. on road traffic and in accordance with the Collection of Laws No.56 / 2012 on road transport are adopted provisions for the detour of Piestany for vehicles transporting pollutants, because the city is a spa city, which has an underground water resources and significant sources of natural springs and healing mud . FIG. 4 map is shown with traffic signs defining the transport of dangerous substances determines commandment the direction of transport of dangerous materials (C19) and No entry for vehicles carrying cargo (B22), which may cause water and soil pollution. The transport of dangerous goods flow is diverted from the highway D1, the first class roads [61] and the path II. Class [499], given the fact that, on circumventing route are built sedimentation tanks, thus roads are drained in the case of biological disasters. Detour of highway D1 is on the specified communication paths I and II. Class with the length of 8.6 km by 1.7 km longer than the direct route along the highway, where the passage of vehicles carrying cargo that may cause pollution of water is prohibited. (Gnap, Jagelčák, 2009)

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Agricultural, Forest and Transport Machinery and Technologies (ISSN: 2367– 5888) Volume III – Issue 1, 2016

Fig.4 Traffic signs B22 and C19 near the town of Piestany (Gnap, Jagelčák, 2009) RESULTS AND DISCUSSION In the first part we analyzed transport corridor Dunajska Streda - Velky Meder, where shippers of dangerous goods by truck deliberately bypass the tolls, thus creating a risk area for the environment. Given the state of the communication section, the communication status (route II. Class), and in particular the position of the Transport Corridor (Žitný ostrov), we propose a complete ban on entry of trucks carrying hazardous materials vehicles and vehicles, whose gross weight exceeds 7.5 t. Proposed a narrowly defined transport route, suitable for the transport ADR see Fig. 5, passings Dunajska Streda - Kútniky - Dolny Stal - Velky Meder with a total length of 20.4 km. The proposed alternative will contribute to the security environment since the routes leading first-class roads. We further propose the given road to equip with sedimentation tanks, which will minimize the percentual risk of pollution in case of leakage of hazardous substances. In the next section we paid attention especially to passages through a river flows, specifically analyzing the crossing of the river Hron. The road is excessively overloaded and inadequate. Carriers use the given communication mainly to circumvent the toll section along expressway R1. We propose a prohibition for trucks to enter this road, whose gross weight exceeds 7.5t and completely divert transport of dangerous goods on the expressway. Consequently, we propose an overall reconstruction of the bridge. An important factor is a detailed analysis of individual road sections circumventing due to charging and thus generate hazard areas from the perspective of a possible dangerous situation. In the last section, we used as an example a solution to transport hub of the town Piestany, which by their scope may serve as a model for various spa towns in different countries. Based on the current development of the carriage of dangerous substances it can be assumed, that the amount of dangerous substances will continue to rise and risks for the environment by dangerous substances in the transport of ADR will grow.

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Fig. 5 Dunajská Streda - Veľký Meder CONCLUSION In the present paper, we analyzed the three problem areas in terms of transport of dangerous goods and provided alternative solutions to ensure ADR transport. In the first part of the scientific article, we drew attention to the problematic area of Žitný ostrov, where is increased attention to the transport of dangerous goods, especially in the use of groundwater. For these reasons, a detailed analysis of transport corridors is necessary, Long-term monitoring of trucks carrying dangerous materials and the consequent draw changes in traffic, leading to an increase in environmental safety. Next, we analyzed transport corridor, which creates a bottleneck across the river Hron, where we designed the reconstruction and individual no entry. In the last part of the paper, we paid attention to the spa town Piestany, from the view of and divertion of traffic, because of significant sources of healing springs in this area. A solution of individual analyzes serves as a model for a similar bottlenecks. Development of transport in the monitored area must comply with safety and environmental protection. The transport sector makes economic growth, contributes significantly to the functioning of the Slovak economy, the various regions, thus creating conditions for optimal economic potential. (Hujo et al., 2014; Majdan et al., 2014) ACKNOWLEDGEMENT Supported by the Scientific Grant Agency KEGA of the Ministry of Education of the Slovak Republic and Slovak Academy of Sciences, Grant No. 044SPU-4/2014. The contribution was made under the grant project of the Ministry of Education of the Slovak Republic VEGA 1/0337/15 „Research aimed at influence of agricultural, forest and transport machinery on environment and its elimination on the basis of ecological measures application“. REFERENCES [1] Hujo. Ľ., 2014: [ADR transport on proposed lines of selected area in Slovak Republic et al.]. -- ilustr.In: Naučni trudove. -- ISSN 1311-3321. -- Tom. 53, seria 1.1 (2014), s. 142144. [2] Gnap, Jagelčák., 2009: Solution of driving bans in relation to the transport of dangerous goods according to ADR [online] available on: http://www.chemlog.info/ [2014-17-02] [3] Hegedüš, T. - Janoško, I. - Polonec, T., 2012: Assessment of the monitoring system Dynafleet.. In XIV. International Scientific Conference of Young 2012: 1. edition. 1 CDROM (263 s.). ISBN 978-80-228-2342-5. International Scientific Conference of Young.

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Zvolen : Technical University in Zvolen, 2012, p. 93-98. System Requirements: Windows, pdf-viewer. [4] Hujo Ľ., Jablonický J., Tulík J., Nikolov M., Hajdák V., 2014: Ekonomic Idiocators Evaluation of Transport Company in Terms of Individully Composite Indexes. In. Agricultural, Forest and Technologies (ISSN: 2367 – 5888) Volume I – Issue 1, 2014 [5] Majdan R., Szabó M., Tkáč Z., Kosiba J., Polonec T., Lindák S., 2014: Impact of human factors on fuel trucks [electronic resource] = The influence of human factor on the fuel consumption of lorries -- ilustr.In: XL. mezinárodní konference kateder dopravních, manipulčních, stavebních a zemědělských strojů. -- 1. vyd.. -- 1 CD-ROM. -- 978-80248-3499-9 International Conference departments of transport, handling, construction and agricultural machinery. -- Ostrava : Technical university of Ostrava, 2014. -- CDROM, 10 s. [6] Polonec, Janoško, Lindák, Kuchár, 2015: The design of equipment for testig and optimization of parameters of cumbustion engines, XL. VI. International scientific conference of the Czech and Slovak universities and institutions dealing with research of internal combustion engines. ISBN: 978-80-227-4425-6 [7] Statistics of transporting dangerous goods. available [online]: http://www.europarl.europa.eu/meetdocs/2004_2009/documents/com/com_com%282006 %290852_/com_com%282006%290852_sk.pdf [8] Štatistický úrad Slovenskej Republiky available [online]: http://slovak.statistics.sk [9] Zákon č. 56/2012 Z.z. o cestnej doprave v znení neskorších zmien, Nebezpečné veci, [online] available on: www.adr.sk [2014-17-02] [10] Žitňák M., Korenko M., 2011: Technical-economical indicators in the sugar beet transportation management / Miroslav Žitňák, Maroš Korenko. -- obr., tab.In: Research in agricultural engineering. -- Vol 57, no. 2 (2011), s. S63-S71. -- ISSN 1212-9151. CONTACTS Ing. Marek Halenár, Department of Transport and Handling, Faculty of Engineering, Slovak University of Agriculture in Nitra, Tr. A. Hlinku 2, 949 76 Nitra, Slovak Republic, e-mail: xhalenarm@uniag.sk Ing. Ľubomír Hujo, PhD., Department of Transport and Handling, Faculty of Engineering, Slovak University of Agriculture in Nitra, Tr. A. Hlinku 2, 949 76 Nitra, Slovak Republic, e-mail: lubomir.hujo@uniag.sk Ivan Beloev, Department of Transport, Faculty of Transport, University of Ruse, 8, Studentska str., 7017 Ruse, Bulgaria, e-mail: ibeloev@uni-ruse.bg Ján Kosiba, Department of Transport and Handling, Faculty of Engineering, Slovak University of Agriculture in Nitra, Tr. A. Hlinku 2, 949 76 Nitra, Slovak Republic, e-mail: jan.kosiba@uniag.sk Ing. Vladislav Hajdák, Arriva Slovakia, a.s., Nitra e-mail: vladislav.hajdak@arrivanitra.sk

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Technical - Economic Analysis and Evaluation of Transport Organization Peter Kuchar, Ivan Beloev, Stanislav Lindák Abstract: The contribution focuses on the examination of the transport company, whose main focus lies in the livestock production and transport acts as a transport for own needs and for the transport of products to the customers in the context of international and domestic road freight transport. During the investigation of the Organization are utilized the tools of economic analysis, analysis of the performances and the use of the fleet. Then they are compared from year to year for each of the indicators selected cars or the entire enterprise. Keywords: transport, rolling stock, economic analysis

INTRODUCTION Transport infrastructure and transport services are an integral part of the life of every human being. In the framework of the international division of labour, assist in improving the competitiveness of transport, increase prosperity, labour mobility and stimulate economic growth. The objective of the transport policy of the State is to create transparent conditions, to minimize the risks on the transport market and to ensure a permanently growing needs of transport, whether of goods or persons with the required quality and time and at the same time reducing the negative effects of transport on the environment. The Slovak Republic is for the European transport significant country mainly due to the influence of the geographical location of the country. Therefore, we can observe an increasing trend over the last 10 years that transportation almost doubled, and this tendency is also foreseen in the future. Taking into account also the growing number of cars on our roads, it is necessary to expand the capacity of the road network and its modernisation in particular in connection with the increased load of motorways, express roads (I), (II) and (III) class. As a good solution appears to be building a motorway and expressway segments, which will result in the removal of capacity and a better link between the regions. This measure will increase the standard of living in the more remote regions, the growth of new jobs and improved transport and transit on our territory. (Hujo, et al. 2014a ) Build an advanced road infrastructure at the same time brings increased competition, whether in the field of transport, or other services. Therefore, it is from the perspective of the Organization must be flexible to respond to market changes and apply new technologies. At the same time, it is necessary for these changes to conduct effective and economical analysis of the economic situation of the company and had been to the analysis of the performances of the fleet of the transport undertaking, which deals with this post. (Hujo, et al., 2013) MATERIALS AND METHODS The company, which is the issue we are dealing with in the post has a long tradition as a production organization in the agricultural sector, which focuses mainly on the breeding and production of live animals. Whereas it is necessary to export goods produced to the end customers in a larger volume of freight transported by road to your own organisation proceeded by means of transport. With regard to the topic of work we will focus on just a part of the organization of the transport. Freight transport in an enterprise can be divided into two main parts:  transport of live animals,  transport volumes. Transport of live animals forms a primary part of the transport shall be carried out on a - 11 -

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long distance driving, the majority outside the territory of the Slovak Republic. Transport volumes and the number of performances of the cars driving in terms of forms a minor part. Rides are as opposed to the transport of live animals to the shorter distance only in the vicinity of the Centre and, therefore, exclusively in the territory of the Slovak Republic. The number of journeys is substantially greater than in the abovementioned section of the carriage. Economic analysis represents an exploration of economic processes, assessment, evaluation and economic processes depending on other processes and the surrounding area.It also examines economic status, operation and efficiency management undertaking or to a specific section. In the context follow-up of the results of the analysis, the company management or other management structure can make decisions and to draw conclusions on the future direction in the organization. With enough informations and indicators, may serve analysis as diagnostic tool, showing process efficiency, their level of which may accrue decisions on the axle, or forecast trends and appraisal of the situation in the future. (Konečný, et al., 2010) In analysing transport from the enterprise view performance of vehicles are used these absolutely indicators:  Driving performance - is the distance you considerable time means of transport over a period of time. Divides the driving performance drives with and without a load, the aim is to ensure the greatest possible number of kilometers of cargo and minimize kilometers unladen vehicle, (Janoško, et al., 2014b) Relative indicators in terms of outputs include:  Coefficient of utilization log β - represents the means of transport from the running vehicle performance with the load to the total running vehicle performance over a period of time. It may be in the range 0 - 1. β= ,

(1)

Where: lz - driving performance of the vehicle, l - driving performance vehicle in total.  Coefficient of using useful weight γ - represents the useful curb weight in one turnover. It is a dimensionless indicator, the value is between 0 - 1, where appropriate also over 1 when the vehicle is loaded, which is seen as a breach of legislation. γ= , (2) Where: q - weight load transported, K - useful weight of the vehicle. (Chrastina, et al., 2014) Time analysis - use of means of transport is a necessary tool in the evaluation of efficiency a transport undertaking. Between relative indicators time use of means of transport are:  It has a time of use fleet α - gauge is the use of vehicles with regard to the time of operation. It shall be calculated: α=

(3)

Where: VDpr - on-board days in operation, VDev - on-board day on the records. (Hujo, et al., 2014b) RESULTS AND DISCUSSION The first step in the evaluation a transport undertaking has been collecting and examining data entry. They have been granted to the undertakings concerned in printed or electronic form and some of the data was necessary to find in the system dispatcher, which

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records the current status of fuel and movement of the vehicle on the probe in the tank and GPS coordinates. Then we have processed these data in MS Office, where the create table and formulas for calculating necessary parameters. Among the basic values were:  Driving performance,  Costs per unit. Of which is then calculated their total q.p. All of these data can be seen in table 1. Table 1 The input values needed to calculate the individual composite indexes

Month

January February March April May June July August September October November December

Driving performance km 2013 2014 q0 q1 34534 34432 28178 42134 39582 42861 46818 13139 37135 39590 23889 27356 30951 19182 23989 29258 35627 24822

29374 26762 35040 26127 23901 18729

Unit Cost EUR/km 2013 2014 p0 p1 0.41 0.44 0.47 0.40 0.42 0.45 0.50 0.56 0.43 0.40 0.59 0.50 0.58 0.45 0.68 0.65 0.48 0.73

0.42 0,52 0.42 0.46 0.39 0.77

q0.p0 EUR

q1.p0 EUR

q0.p1 EUR

14189,9 13281,9 16764,6 23271,6 16096,0 14091,5

14148,0 19860,1 18153,3 18206,0 17159,3 16136,6

15107,4 11216,4 17899,3 26008,2 14709,3 11852,9

15062,8 16771,7 19382,1 20347,0 15681,0 13573,1

18032,7 8648,0 16222,7 19124,0 17096,4 18079,5

17113,9 12065,4 23695,9 17077,5 11469,4 13641,6

13148,2 10039,8 10077,4 13368,9 13750,9 19152,4

12478,3 14007,1 14719,7 11938,2 9225,1 14451,1

Fig. 1 Interannual comparison of the coefficient of utilization of the fleet

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q1.p1 EUR

Agricultural, Forest and Transport Machinery and Technologies (ISSN: 2367– 5888) Volume III – Issue 1, 2016

In the assessment of using fleet in terms of the ratio on on-board assemblies days in operation at the on-board day in the registration we arrived at the conclusion that year-on-year coefficient use of rolling stock α increased by 2,2%. The main difference was for a vehicle Mercedes-Benz, where it has increased by 65%, which is generated by the sale of vehicle in June and therefore only early half- hourly capacity.. Increased also by Volvo 1, by 8%, in Iveco 3 by 1%. We have recorded a decrease in the remaining vehicles in the range of 1% to 9%.

Fig. 2 Interannual comparison of the coefficient of utilization rides Further the parameter was interannual comparison efficiency rating log ß, what is the share of the distance travelled with the load at the total distance travelled. It aims to achieve the coefficient of the closest 1, and thus take the most kilometers of cargo. In its own animal transport this is problematic for safety reasons, since the organization is concerned bringing disease into the holding and the possible major damage. Therefore are transported to customers only animals produced in the enterprise concerned and the trip back is unladen. Therefore the moving in coefficient β = 0.5 we consider to be adequate. Year-onyear came to a reduction coefficient β of 1.57%, and the greatest difference was in Scania vehicles and Volvo 1, 2.7% and 1.9%. (Janoško, el al.2014c) Useful vehicle weight coefficient shows how to effectively use the shipping capacity of the vehicle, whether from the perspective of the mass, or store. The result of the compare coefficient of the use of useful weight was that this year have decreased by 4.7%. Vehicle Mercedes-Benz fell year on year this coefficient and the vehicle was used less in 2014. We can also observe the use of Iveco vehicles below 2 and 4, which are used only for smaller shipments, and sometimes they are just an additional vehicle for transport items that are no longer fit into the primary vehicle. (Janoško, et al. 2014a)

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Fig. 3 Interannual comparison of the coefficient of utilization of useful vehicle weight CONCLUSION Economical use of the resources of the undertaking operating in the field of transport, or any other, is a very important task. It is therefore necessary to examine their use and on the basis of the results of the carried out remedy. In this way it is possible to save a company significant resources, which can then be used for the renewal of the fleet, the introduction of new technology, which ultimately can save resources and further improve the ecological aspect of transport. For this reason we have developed the economic analysis of the transport section of the undertaking concerned, we evaluated the individual compound indices, the result of which was the change in the total cost when you change the driving performance, unit cost, or both at the same time. These changes are expressed through share in % and in financial terms. Then have been assessed selected data through relative indicators and a yearon-year comparison coefficient of use of rolling stock, efficiency rating journeys and efficiency rating useful weight of the vehicle. From the analysis shows that the biggest reserves are in the time vehicle use, whereas vehicles spend in operation for less days and more days will spend in wait time. In some cases there is insufficient transport capacity vehicle IvecoEurocargo and is transported rest of goods another vehicle. This case is clearly inefficient and should be subjected to detailed examination, whether it would not be appropriate to carry goods one vehicle, which should be sufficient capacity. ACKNOWLEDGMENT Supported by the Scientific Grant Agency KEGA of the Ministry of Education of the Slovak Republic and Slovak Academy of Sciences, Grant No. 044SPU-4/2014. The contribution was made under the grant project of the Ministry of Education of the Slovak Republic VEGA 1/0337/15 „Research aimed at influence of agricultural, forest and transport machinery on environment and its elimination on the basis of ecological measures application“. REFERENCES [1] Hujo, Ľ., Halenár, M., Kosiba, J., Hajdák, V. Optimization of transportation routes of dangerous materials by creating an interactive map of ADR in Trnava region. rural buildings in European regions (II) – architecture, constructions, technology, security and

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[2]

[3]

[4]

[5]

[6]

[7]

[8]

logistics - Collection of the peer-reviewed scientific papers, 2014a. ISBN 978-80-5521242-5, s. 126-138. Hujo, L., Jablonický, J., Tkáč, Z., Angelovič, M., Rečková, B. Assesment of transport company in terms of performance utilisation of vehicle. In Acta technologica agriculturae. ISSN 1335-2555, 2013, vol. 16, no. Hujo, Ľ., Jablonický J., Tulík, J., Nikolov, M., Hajdák, V. Economic indiocators evaluation of transport company in terms of individully composite indexes. In. Agricultural, Forest and Technologies (ISSN: 2367 – 5888) Volume I – Issue 1, 2014b Chrastina, J., Janoško, I., Kangalov, P.: Monitoring the operating parameters of municipal vehicles. Scientific Monograph, 2014, Ruse: Angel Kanchev University of Ruse, Bulgaria, ISBN 978-954-712-629-9, p.108. Janoško, I., Chrastina, J. Monitoring parameters of municipal vehicles. Scientific monograph,2014a. Nitra : Slovak University of Agriculture in Nitra, ISBN 978-80-5521276-0, s.113. Janoško, I.,Lindák, S., Kosiba, J. Monitoring of theimpact of operating personnel on the transportation efficiency in the intercity bus transpor. Naučni trudove. Ruse. Bulgaria. 2014b. tom 53. seria1.1, ISSN 1311-3321. p. 145-152. Janoško, I. Lindák, S.Polonec, T. Technical-economic analysis of the logistics collection of waste in the city of Nitra. Rural construction in European regions (II) – architecture, construction, technology, security and logistics - Collection of the peer-reviewed scientific papers. SPU Nitra. 2014c. ISBN 978-80-552-1242-5. s. 139-146. Konečný, V., Poliak, M. - Poliaková, A. Economic analysis of a road traffic. I. edition. Žilina : University of Zilina / EDIS – publisher ŽU, 2010. ISBN 978-80-554-0253-6 CONTACTS

Peter Kuchar, Department of Transport and Handling, Faculty of Engineering, Slovak University of Agriculture in Nitra, Tr. A. Hlinku 2, 949 76 Nitra, Slovak Republic, e-mail: xkuchar@is.uniag.sk Ivan Beloev, Department of Transport, Faculty of Transport, University of Ruse, 8, Studentska str., 7017 Ruse, Bulgaria, e-mail: ibeloev@uni-ruse.bg Stanislav Lindák, Department of Transport and Handling, Faculty of Engineering, Slovak University of Agriculture in Nitra, Tr. A. Hlinku 2, 949 76 Nitra, Slovak Republic, e-mail: stanislav.lindak@gmail.com

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Noise Emissions During Mixing of Feed by Mixer Feeder Wagon Martin Pšenka, Roman Gálik, Plamen Kangalov, Štefan Mihina, Štefan Boďo, Jozef Chrastina Abstract: Nowadays, when it is quite difficult to find adequate skilled labor to work on the farm, management of farms is focusing on an issue of attractiveness of workplace for a potential employee. And this factor is closely linked to workplace hygiene and thus the noise emissions. Employees working in conditions of farms are exposed to different unnatural influences, such as noise. In terms of cattle farms, we can found different sources of noise. Farm machinery, and especially tractors are important sources of noise emissions. The aim of this article was to analyze the noise levels in the work environment of operators of tractors, when feeding cattle. We have measured noise pressure values on three farms with different types of mixer feeder wagons and tractors. Values were processed in noise maps and compared with values under the Directive of the European Parliament and the Council Nr. 2003/10/EC, which gives the exposure limit values L AEX, 8h (noise exposure with weighting filter “A”. The values were also compared between each farm. Values of sound pressure levels measured in tractor cabin were processed in graph for better comparison. Keywords: working environment, noise, mixer feeder wagon

INTRODUCTION Nutrition has the greatest impact on the usefulness of cattle. It is factor that is directly influenced by the farmer. Feeding rations are formed by computer programs, which vary according to different requirements for nutrients, but also based on the categories of cattle for which the rations are made (Bouška et al., 2006). To achieve a homogenous mass is important to mix the feeding ration in mixer feeder wagon. Mixing normally takes up to 10 minutes. It may be provided by vertical or horizontal augers, vanes, or combination of both mechanisms (Gálik et al., 2008). Gradually, with the development of mixer feeder wagons, the loading systems have evolved. For horizontal mixer feeder wagons were used only cutters. In many cases, they lead to shortening an already short sliced fodder (Stehno, 2015). To avoid shortening of chop can be used as a loading device a loading shield or loader of feed blocks. According to the type of chassis, mixer feeder wagons are divided into towed and selfpropelled. As first, towed mixer feeder wagons were used, and their advantage is acquisition price. Self-propelled mixer feeder wagons are constructed as a four-wheel of three-wheel with drive on one or both axes. They offer good maneuverability (Stehno, 2015). Operator of mixer feeder wagon is working in specific working environment. During preparation of feed and during feeding is located in the cabin, or in outside of vehicle. The working environment is the sum of natural and artificial conditions in which the worker performs operations of employment. Working environment is based on various indicators, such as organization of work and workplace, level of technological development, physical workplace factors and also standard of hygiene of work (Daniel, Pikala et al., 1976). A significant factor that affects the quality of operating the MFW is exposure to noise. Not only farmed animals are exposed to noise on farms. Short-lived but intense noise can have a detrimental impact not only on farmed animals, but also on operators (Venglovský et al., 2007). Human ears are more sensitive to perception of noise in the range from 500 Hz to 4 kHz, which is the range of normal ordinary human speech (within this range, we can hear quiet sounds) (Castelhano-Carlos, Baumans, 2009). If the sound pressure level exceeds a certain limit, and in long-term effects, it will have stressful noise reflect, followed by eventual damage to the health of workers (Havránek 1990), and also animals. (Hauptman, 1972). A great deal of research has been done on the effects of noise on performance (Kjellberg, Landström, 1994) and (Smith, Jones, 1992) and

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some recent field studies give evidence that noise may add to the development of fatigue (Kjellberg et al., 1998). Although the majority of the literature suggests that farming animals and wildlife species exhibit adaptation after repeated exposure to noise, careful planning should be made before construction of the animal building, in order to avoid stressful environmental sounds both for the animal and personnel (Brouček, 2014). Sound is defined as a change in pressure over 20 times per second in an environment, that is recognizable to human sense – hearing. Human ear can detect a change of acoustic pressure at value of 3 dB (Peťková, 2010). Noise can have different effects on humans:  - specific- arise when noise acts directly on the organ of hearing,  - nonspecific – noise effects are felt in mental damage, or other organs of human body (Hudecová, Beňová, Pšenáková, 2013). Agricultural production generates high level of noise. Tractors, harvesters, plows, loaders are one of the most typical noise sources on farms. Studies suggest that prolonged exposure to noise levels has resulted in noise-inducted hearing damage to workers of all ages. Gradual hearing loss does not so dramatically as when the suddenly overturned tractor and associated injuries, but it is permanent (Murphy et al., 2007) The table below (Tab. 1) shows maximum noise levels which should not be exceeded by work activities of employees. Table 1 Action levels of normalized sound pressure level Laex,8h for various work groups (Flimel, 2013) Work group 1. 2. 3. 4.

Activity The need for high concentration, creative activities Activity where communication is important, with high requirements for precision, speed Routine activities, communication as part of performed work Activity with use of noisy machinery and tools

Noise at workplace, dB 40 50 65 80

MATERIALS AND METHODS Research place The experiment was conducted on three farms for cattle in the Slovak Republic. On every farm in our experiment, the animals are fed by mixer feeder wagons. The aim of the experiment was to research the environment of tractor operators during operations, related to feeding of cattle in terms of noise exposure. To obtain adequate values, measurements were made on several farms. These measured values were then processed and compared to values on each mentioned farm. First measurement was carried out on farm with Tractor 1, year of manufacture 2009, with a cylinder capacity 4,500 m3, with highest performance 71 kW and 2,300 rpm. To this tractor, it was attached mixer feeder wagon MFW 1 with horizontal auger and loading cutter, with parameters showed in table (Tab. 2).

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Table 2 Technical parameters of mixer feeder wagon MFW 1 Parameter Volume, m3 Needed power, kW PTO revolutions, min-1 Cutter revolutions, min-1 Maximum height of cutter, mm

MFW 1 9 45 540 450 4 800

The second measurement was carried out on a farm with Tractor 2, with year of manufacture 2004, with a cylinder capacity 4,987 m3, the highest performance 74 kW and with a pump power 66 RPM. It was used mixer feeder wagon MFW 2 with the specifications listed in the table (Tab. 3) Table 3 Technical parameters of mixer feeder wagon MFW 2 Parameter Volume, m3 Needed power, kW Number of knives, ks Width by unloading, mm Height by unloading, mm

MFW 2 15 64 5/2 920 820

Third measurement was carried out on a farm with a Tractor 3, with year of manufacture 1975, with a cylinder capacity 4,560 m3, highest power 65 kW, maximum tractive force 3,800 kp and lifting force of 33.35 kN. It was used mixer feeder wagon MFW 3, with technical specifications described in the table (Tab. 4) Table 4 Technical parameters of mixer feeder wagon MFW 3 Parameter

MFW 3 7,5 41 3 050 3 000

Volume, m3 Needed power, kW Weight, kg Carrying capacity, kg

Measuring device Sound level meter Testo 816 (Error! Reference source not found.) was used for measuring of noise. It allows to measure sound levels in a standard way and carrying out evaluation of living and working environment. Sound level meter has an overall measuring range of 30 to 130 dB, frequency range 31.5 Hz – 8 kHz. It includes sensor Elekret – measuring condenser microphone. It allows to select frequency filter A/C and accuracy of the device is +- 0.1 dB. This device was used for measuring of noise during activities associated to feeding of cattle. Laser distance measuring device Bosch DLE 70 was used to measure distances. These dimensions were used to create noise maps. Software NoiseAtWork was used for creating of noise maps.

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Fig. 1 Sound level meter Testo 816 Data acquisition Measurements were performed during preparing of feed with mixer feeder wagon. Measuring device was placed in 7 locations (7 measuring places), on each farm. Measurement points were chosen in distance 1 meter, 5 meters and 10 meters from tractor, and we have also measured sound pressure level in cabin of tractor. The microphone was placed at a distance of 1.5 meters above the floor) and set in the toward the noise source. It was made 10 repeated measurements on each measurement place, the duration of the time interval of individual measurements was chosen to 60 seconds (to record any significant changes in the noise levels). With sound level meter was recorded equivalent sound pressure level LAFekv, which reflects the equivalent value of sonic energy for a given measured period, weighted with filter “A”. Data analysis One of the most important evaluation descriptors of working environment, according to ISO 9612:2009, is the equivalent sound pressure level A LA eq, T [dB]. It is calculated steady sound pressure level A. It applies always to a particular time interval T. Directive of the European Parliament and the Council Nr. 2003/10/EC indicates the exposure limit values LAEX, 8h (noise exposure during weighting filter “A” for 8 hour shift) and upper and lower exposure action value LAEX, 8h. Determining the daily noise exposure at working place with a shorter or longer time of duration Te to the nominal duration of the working day 8 hours T0 can be with normalizing of equivalent sound pressure level A at nominal time of working day according to relationship [1]. [1] Where is: LAeq,Te - equivalent sound pressure level durint the period of Te

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T0 - nominal duration of working day – 8 hours According to Directive of the European Parliament and the Council Nr. 2003/10/EC, exposure limit value LAEX, 8h has a value L = 87 dB and with this value, the worker can´t be exposed under any circumstances, therefore after use of methods for reducing noise. The upper exposure action value LAEX, 8h has a value a = 85 dB, and the lower exposure action value LAEX, 8h has a value a = 80 dB. These action values are noise values in working place, beyond which is the employer obliged to carry out actions (shares) to reduce noise. RESULTS AND DISCUSSION The measurements were conducted under the climatic conditions specified in the table Tab.5. Table 5 Climatic conditions during measurement Location of farm machinery Tractor 1 + MFW 1 Tractor 2 + MFW 2 Tractor 3 + MFW 3

Air temperature [°C] 15.2 16.7 13.8

Relative humidity of air [%] 46 44 57

Atmospheric pressure [hPa] 983 975 951

First measurement we have concluded on farm with Tractor 1 and MFW 1 during mixing of feeding ration when the engine speed of tractor was 1,150 rpm. The measuring device was distant 1 meter, 5 meters and 10 meters. It was also measured noise directly inside tractor cabin. Based on these values and drawing of tractor when wieved from above and an indication of measurement points distance, we have generated noise map (Fig. 2).

Fig. 2 Measured values of noise during mixing of feeding ration with Tractor 1 and MFW 1 in outdoor showed on the noise map

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From the noise map (Fig. 2) it can be seen that at a distance of 1 meter from the machine was sound pressure level of 100 dB. At a distance of 5 meters from the machine the noise pressure level was in the range of 80 dB to 81 dB and at a distance of 10 meters from the machine it ranged from 0 to 80 dB. It follows that an employee situated a distance of 1 meter from the macine was exposed to relative higher sound pressure level, even that it would be only for a short time. Measured values during the same operation in the tractor cabin are representing a value of 80 to 81 dB. Second measurement we have conducted on farm with Tractor 2 and MFW 2 during mixing of feeding ration when the engine speed of tractor was 1,150 rpm. The measuring device was distant 1 meter, 5 meters and 10 meters. It was also measured noise directly inside tractor cabin. Based on these values and drawing of tractor when viewed from above and an indication of measurement points distance, we have generated noise map (Fig. 3).

Fig. 3 Measured values of noise during mixing of feeding ration with Tractor 2 and MFW 2 in outdoor showed on the noise map When analyzing the noise map (Fig. 3) it was clear that in all measured distances did not exceed 87 dB. When measuring sound pressure levels in the tractor cabin with the same conditions, it can be seen that in the area of cabin is the value of sound pressure level of 82 to 83 dB. This value was higher than the values measured outside the tractor cabin. The reason may be inadequate soundproofing of the cabin and sound reflection. Third measurement we have concluded on farm with Tractor 3 and MFW 3 during mixing of feeding ration when the engine speed of tractor was 1,100 rpm. The measuring device was distant 1 meter, 5 meters and 10 meters. It was also measured noise directly inside tractor cabin. Based on these values and drawing of tractor when viewed from above and an indication of measurement points distance, we have generated noise map (Fig. 4).

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Fig. 4 Measured values of noise during mixing of feeding ration with Tractor 3 and MFW 3 in outdoor showed on the noise map Distribution of sound pressure levels in noise map on Fig. 4 shows, that at distance of 1 meter from machine were sound pressure levels about 84 to 85 dB. At a distance of 5 meters from the machine were values of sound pressure levels under 84 dB and at a distance of 1 meters were values under 80 dB. Measurement of sound pressure levels in the cabin of the tractor during same operation is shown on the map in the area of cabin and it is representing a value of 82 to 83 dB. When comparing the noise emissions of individual tractor during mixing of feeding ration, measured in the tractor cabin (Fig. 5), it was obvious that all the tractors, that are subjected to measurements, meet the limit values specified in the standards (indicated by the red line in the graph). While mixing, the engine speed was by Tractor 1 and Tractor 2 around 1,150 rpm and by Tractor 3 1,100 rpm. By Tractor 2 measured values have upward trend, by Tractor 1 these values decreased slightly. Different values of sound pressure level can be attributed to differences in age of tractors and their technical settings. The values obtained in the measurement of noise emissions from individual tractors at a distance of 1 meter from the machine when the engine speed by Tractor 1 and Tractor 2 was 1,150 rpm and by Tractor 3 1,100 rpm, were also compared. The sound pressure level of Tractor 2 and Tractor 3 did not reach 87 dB. However Tractor 3 showed values in excess of 92 dB. Measured values at a distance of 5 meters from the machine when mixing the feeding ration, whit engine speed 1,150 rpm by Tractor 1 and Tractor 2 and 1,100 rpm by Tractor 3 were also compared between each other. Based on the results it was evident, that noise emission from Tractor 2 and Tractor 33 did not exceed the sound pressure level of 85 dB. Tractor 1 even at this distance showed higher levels of noise relative emissions. As a last were compared measured values at a distance of 10 meters from the machine during mixing. Engine speed was 1,150 rpm by Tractor 1 and Tractor 2 and 1,100 rpm by

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Tractor 3. Based on the comparison of values it could be established that the three tractors at distance of 10 meters from the machine did not exceed the sound pressure level value of 80 dB.

Fig. 5 Measured values of noise during mixing of feeding ration in tractor cabin Several authors deal with the problem of noise in agriculture. They have studied noise emissions produced by different types of tractors according to age and performance in the implementation of various agricultural operations. According to Likař (2014), tractors similar to Tractor 3 are meeting the limit values set by legislation, even after 30 years of age. This type of tractor was measured at sowing and reached mean value of sound pressure level about 83 dB. Furthermore, this author evaluate new tractor Zetor Fortera 135, and his measurement showed, that average sound pressure level was about 81 dB. But that was according to Líkařa (2014) high value, compared to other tractors in the same power class from other producers. For example, by tractor New Holland T 6070, the noise emissions did not exceeded 72 dB and by Deutz-Fahr M620 did not exceeded 74 dB. These results were obtained by various conditions, so it is necessary to take them as indicative processing of current state by tractors. Opekar (2015) examined the amount of generated noise emissions directly in the tractor cabin. He compared to each 11 different brands of tractors with power between 70-90 kW. The result of the measurement was detection, that the lowest noise exposure showed a tractor Steyr, with the lowest sound pressure level around 69 dB. Noise emissions from tractors Claas and Fendt were around 70 dB. According to Opekar (2015), the highest value showed tractor Zetor, it was about 81 dB. Opekar (2015) has focused its research on the way, how the manufacturers of agricultural machinery improve design of tractor cabins due to limit the transmission of noise emissions to the operator of the tractor sitting in the cabin. He found that the greatest improvement achieved manufacturer Fendt, which reduces the transmission of noise emissions by up to 12 dB. Very good results have company Lamborghini, which it succeeded by 11 dB. He recorded the least progress in reduction of noise passing into the tractor cab (only 4 dB) by tractors Zetor.

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CONCLUSION The main reason to make measurements of noise emissions of machinery and equipment, not only in agriculture, is need for improvement of working environment for employees. Authors of publications and research activities on issue of noise, referred to the legislative rules that are setting limits of sound levels. Through our measurements, we found that in some cases, the sound pressure levels are exceeding maximum values set by legislation. Even in case of Tractor 3, with year of manufacture 1975, we have recorded lower values of sound pressure levels, than in case of newer and more modern type Tractor 1, with year of manufacture 2009. Noise emissions of Tractor 1 have remained above 92 dB, when measured 1 meter from the machine, while in case of Tractor 3 under the same conditions it was onli 85 dB. It must be noted, that in our experiment, operators have not been subjected to the measured noise for 8 hours (whole shift), because in their daily routine they are dealing with other activities. Every preparing of feed and feeding takes maximally 3 hours. Noise exposure levels didn´t exceed the values given in The Directive of the European Parliament and the Council Nr. 2003/10/EC. In any of cases, the noise level didn´t exceed even the value of the lower exposure (for 8 hour shift) action value of 80 dB. In terms of noise, most favorable working environment was in case of Tractor 2 and Tractor 3. As the primary measure against noise, hence reducing the emission of noise source, is not feasible for various reasons (mainly technical capabilities), a possible solution may be a tertiary measures against noise. It means to equip operators with protective means, or another solution, secondary measures against noise by improving the technical equipment of operator´s environment (soundproofing of tractor cab). Despite the fact, that the employee is not exposed the whole time of shift to noise values, that are exceeding values set in legislation, it would be appropriate to introduce measures to protect hearing. The most appropriate and simplest solution would be to use hearing protection.

REFERENCES [1] Bouška, J. A Kol. 2006. Chov dojeného skotu. 1. Issue. Praha 2006. ISBN 80 – 86726 – 16-9. [2] Brouček, J. 2014. Effects of noise on performance, stress, and behavior of animals: a review. Slovak Journal of Animal Science, vol. 47 (2), 2014. p. 151-160. [3] Castelhano-Carlos, M. J. – Baumans, V. 2009. The impact of light, noise, cage cleaning and in-house transport on welfare and stress of laboratory rats. Laboratory Animals, vol. 43, 2009, p. 311-327. [4] Daniel, J., Pikala, I. et al. 1976. Psychológia práce. Bratislava 1976. 1. vyd. 222 s. [5] Flimel, M. 2013. Manažment hluku v pracovnom prostredí. Košice : TU. 1. vydanie. 2013. ISBN 978 -80-8086-230-5. [6] Gálik, R. a kol. 2008. Mechanizácia živočíšnej výroby. Nitra : SPU. 2008. 181 s. ISBN 978-80-552-0111-5. [7] Hauptman, J. et. al.: Etologie hospodářských zvířat. Praha: SZN. 1972. s. 294. [8] Havránek, J. a kol.: Hluk a zdraví. Praha: Avicenum 1990. 280 s.

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[9] Hudecová, J., Beňová, M., Pšenáková, Z. Životné a pracovné prostredie človeka. Pdf.[cit. dňa 2016-03-25] Available online on: <http://158.193.212.66/ivana/biomedici/site/materialy/Posledny-10_semester/ZE/07.pdf>.

[10] Kjellberg, A. - Landström U. 1994. Noise in the office: Part II—the scientific basis (knowledge base) for the guide. International Journal of Industrial Ergonomics, vol. 14 (1994), p. 93–118. [11] Kjellberg A. - Muhr, P. – Sköldström, B. 1998. Fatigue after work in noise—an epidemiological survey study and three quasi-experimental field studies. Noise and Health, vol. 1 (1998), p. 47–55. [12] Líkař, O. 2014. Pracovní prostředí obsluhy v kabině traktoru. Bakalárska práca. Str. 65. [cit. dňa 2016-05-05] Available online on: <https://theses.cz/id/t1frxu/Bakalarska_prace_Likar_Ondrej_2_ZT.pdf>. [13] Murphy, D. – Harshman,W. 2016. Noise induced hearing loss in agriculture. Internetový článok. [cit. dňa 2016-05-05] Available online on: <http://extension.psu.edu/business/agsafety/health/e48>. [14] Opekar, J. 2014. Porovnání hlučnosti traktorů uvnitř kabiny a v okolním prostředí. Bakalárska práca. Str. 49. [cit. dňa 2016-05-05] Available online on: <http://docplayer.cz/3913115-Jihoceska-univerzita-v-ceskych-budejovicich-zemedelskafakulta.html> [15] Peťková, V. 2010. Teória a aplikácia vybraných metód technickej diagnostiky. Košice : TU. 234 s. 1. vydanie. 2010. ISBN 978–80–533–0483–0. [16] Smith, A.P. - Jones D.M. 1992. Noise and performance. Handbook of Human Performance. The Physical Environment, vol. 1 Academic Press, London (1992), p. 1–28. [17] Stehno, L. 2015. Univerzální krmné vozy. In: Mechanizace zemědělství. Ročník – LXV. Číslo 10/2015.Str 68-68. ISSN 0373 – 6776. [18] Turčeková, P. 2016. Pracovné prostredie obsluhy traktora pri kŕmení hovädzieho dobytka. Nitra : SPU. 2016. 81 s. [19] Venglovský, J. – Sasáková, N. – Vargová, M. – Ondrašovičová, O. – Onrašovičová, S. – Hromada, R. – Vučemilo, M. – Tofant, A. 2007. Noise in the animal housing environment. ISAH-2007 Tartu, Estonia, 2007, p. 995-999. [20] Directive of the European Parliament and the Council Nr. 2003/10/EC from 6 February 2003 on the minimum health and safety requirements regarding the exposure of workers to the risks arising from physical agents (noise) (Seventeenth individual Directive within the meaning of Article 16(1) of Directive 89/391/EEC) [21] ISO 9612:1997 Acoustics – Guidelines for the measurement and assessment of exposure to noise in a working environment

CONTACTS Martin Pšenka, Department of Building Equipment and Technology Safety, Faculty of Engineering, Slovak University of Agriculture in Nitra, Tr. A. Hlinku 2, 949 76 Nitra, Slovak Republic, e-mail: xpsenka@uniag.sk Roman Gálik, Department of Building Equipment and Technology Safety, Faculty of Engineering, Slovak University of Agriculture in Nitra, Tr. A. Hlinku 2, 949 76 Nitra, Slovak Republic, e-mail: roman.galik@uniag.sk Plamen Kangalov, Department of Repair and Reliability, Agrarian and Industrial Faculty, University of Ruse, 8, Studentska Str., 7017 Ruse, Bulgaria, e-mail: kangalov@uni-ruse.bg

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Štefan Mihina, Department of Building Equipment and Technology Safety, Faculty of Engineering, Slovak University of Agriculture in Nitra, Tr. A. Hlinku 2, 949 76 Nitra, Slovak Republic, e-mail: stefan.mihina@uniag.sk Štefan Boďo, Department of Building Equipment and Technology Safety, Faculty of Engineering, Slovak University of Agriculture in Nitra, Tr. A. Hlinku 2, 949 76 Nitra, Slovak Republic, e-mail: stefan.bodo@uniag.sk Jozef Chrastina, Department of Building Equipment and Technology Safety, Faculty of Engineering, Slovak University of Agriculture in Nitra, Tr. A. Hlinku 2, 949 76 Nitra, Slovak Republic, e-mail: jozef.chrastina@uniag.sk

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A Research about Influence of Overlaying Speed Upon Electrical Parameters of The Process During Vibrating Arc Overlaying of Worn Parts of Transportational and Agricultural Machinery in A Shield of Argon Mitko Nikolov, Iliya Todorov Abstract: The influence of overlaying speed upon overlaying process and its electrical parameters is done. The voltage of short-circuit, voltage at the beginning and end of arc burning, amperage of short-circuit and amperage at the end of arc burning are accepted as main criteria of evaluation. The research is done through apparatus for vibrating arc overlaying and different wire electrodes (Sv 08G2S, Np 30 HGSA, DUR 500) with diameter at 1.6 mm in a shield of argon. It is established that overlaying speed has a significant influence upon overlaying process as minimal rates of both – voltage and amperage are obtained at rate of 0,94 m/min. Ke words: Vibrating arc overlaying, argon shield, speed welding, electrical parameters.

INTRODUCTION Argon is an inert gas who protects both – electric arc and molten metal in the welding pool against action of oxygen and nitrogen in the ambient atmosphere and thus, its ensure higher quality of overlaid coatings and reconditioned details at all, since the process of forming of oxides, nitrides and pores which leading to higher brittleness of the coating is close to zero. Thus, thanks to vibration arc overlaying process, the reconditioning of various details with different shape, size, configuration and metal of origin could be successfully done as well as it is possible to be treated not only outer, but inner surfaces [3, 4]. The overlaying speed is one of the main parameters of the regime which influences directly to the rest technological and kinematical parameters of the process. To ensure a higher productivity it is necessary to obtain as maximal as possible overlaying speed which allows forming of qualitative overlaid coating. Obtaining of higher overlaying speed is one of the main advantages of overlaying process in a gas shield, since it produces lower melting depth, lower thickness of the coating and limited possibility of pores in the deposited metal [1, 3]. The increasing of the voltage leads to increasing of duty-cycle timing, burning of alloying components and possibility of defects in the coating. At other side an increasing of short-circuit amperage leads to increasing of heat-affected zone and higher spattering of the metal transferred through the arc. The alteration of those parameters in relation with overlaying speed is not examined sufficiently and it requires more experiments within this direction [1, 2]. MATERIALS AND METHODS The aim of the research is to establish a level of influence of overlaying speed upon electrical parameters of the process of vibrating arc overlaying in a shield of argon. As objects of research are accepted reconditioning details of automotive and agricultural machinery, but as subject of research is the process of overlaying itself in order to obtain overlaid coatings in a shield of Ar. Expose: The following parameters are chosen in a role of variables:  speed of overlaying (Vn)  base material of wire electrode (Mt)  As main criteria of quality evaluation of the process of overlaying in a shield of Ar are considered the following according Fig.1:

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 voltage parameters (U) and its components: voltage of short-circuit (Uks), voltage at the beginning of arc burning (Und) and voltage at the end of arc burning (Ukd);  amperage parameters (I) and its components: amperage rate at short-circuit mode (Iks) and amperage rate at the end of arc burning (Ikd).

Vn Мt

PVAO R VDN I

Fig.1 Cybernetic model of vibrating arc overlaying process (PVAO) in a shield of Ar: Vn – speed of overlaying; Мt – base material of wire electrode; U – voltage parameters; I – amperage parameters The overlaying of the objects of research is done by axial non-inertial apparatus ENTON-60 equipped with conical vibrator. The objects of research are made of steel 45 as they have a cylindrical shape and dimensions – diameter at rate of 50 mm and length at rate of 250 mm. The dimensions of the workpieces are determined according research done by previous work teams [5, 6]. On the surface of each workpiece are deposited five layers with width of 40 mm. The base material of each type wire electrode is as follow, but the diameter of each one is the same – 1,6 mm (08G2S, Np 30HGSA и DUR 500). The working regime during overlaying includes the following parameters: voltage at rate of 20 V, amperage at rates within 150…180 A; wire electrode vibrations amplitude at rate of 2 mm; wire feeding speed at rate of 2,3 m/min; step of overlaying at rate of 3 mm/tr; outlet of wire electrode at rate of 15 mm; wire electrode vibrating frequency at rate of 46,7 Hz and shielding gas flow at rate of 15 l/min. The speed of overlaying was changed through experiments within rates of 0,63; 0,94; 1,26 and 1,88 m/min. RESULTS AND DISCUSSION The research of the process of overlaying was accompanied through indicating and registering of the rates of both – voltage and amperage by additionally connected resistance in the power supply. The dynamics of alteration of these parameters was registered by electronic device NI USB 6210 by National Instruments. The graphs of the process are obtained in real time through Lab View software as each change of the overlaying speed and base material of wire electrode is accompanied by three separate data sheets. The registered data is calculated statistically through Microsoft Office Excel based on well known statistical methods and the results are presented on the graphs (fig.2 to fig 6). According [2], the voltage and amperage cause a significant influence upon process of droplet’s transfer through the arc column and forming of overlaid coating. The increase of the voltage leads to increase of short-circuit timing, prolongation of arc burning period and particular burning of carbon and alloying elements. An increase of amperage leads to change in the geometrical shape of the deposited layers, heat-affected zone and spattering of the wire electrode. The alteration of short-circuit voltage Uks is shown on fig.2 as the overall trend is to have an extreme character. When overlaying speed increases up to 0,94 m/min, the rate of Uks is minimal as it is noticed for all three types of wire electrodes as most significant it is for 30 HGSA wire electrode. The lowest rate of short-circuit voltage at rate of 3,1 V is obtained

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with 08G2C wire electrode, but highest rate of 3,4V – with DUR 500 wire electrode. Further increasing of overlaying speed leads to increase of Uks reaching rates of 3,45 V to 3,9 V as this trend is noticed for all three wire electrodes. Lower rates of short-circuit voltage is preposition to lesser heating of the surface, lower melting depth and heat-affected zone as well as lower possibility of deformations upon overlaid surfaces [1]. Uks V

Vn, m/min

Fig.2 Influence of overlaying speed (Vn) upon amperage of short-circuit (Uks) during vibrating arc overlaying in a shield of Ar One of the most important modes of the process of vibrating arc overlaying is arc burning period as it is characterized by its components – voltage at the beginning and at the end of arc burning. The alteration of voltage at the beginning of arc burning Und is presented on fig.3 as it has a minimal rate where overlaying speed is rated at 0,94 m/min. After calculation of the data sheet results is established that the voltage at the beginning of arc burning is changing within rates from 26,8 to 29,6 V for all types wire electrodes as within 0,94 m/min they ranges within very short diapason – 26,2 V with 30HGSA wire electrode to 27 V with 08G2C wire electrode. Und V

Vn, m/min

Fig.3. Influence of overlaying speed (Vn) upon voltage at the beginning of arc burning (Und) during vibrating arc overlaying with different used wire electrodes in a shield of Ar

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The voltage rates at the beginning of arc burning within overlaying speed of 1,88 m/min is much higher than rates within 0,63 m/min as this difference is much significant when DUR 500 wire electrode is used and it reaches a rate of 2,4 V. The increase of arc burning voltage rate leads to deterioration of the conditions of coat forming and reducing of both â&#x20AC;&#x201C; coefficients of overlaying and mixing caused by lower heating of wire electrode tip, higher level of warmth distraction, increased arc length and intensive spattering of alloying elements. The reducing of arc burning voltage rate leads to decreasing of the percent of base material in the coat and lower cross section of the weld which allows forming of even overlaid coatings with lower thickness. The overlaying speed is causing a significant influence upon voltage rate at the end of arc burning (Ukd). The alteration of this parameter as a function of overlaying speed has an extreme loop as minimal rates are obtained within 0,94 m/min as it trends to all types of wire electrodes (fig.4). The lowest rates at 18,5 V of arc burning voltage are obtained with Np 30HGSA and Sv 08G2C wire electrodes. Ukd V

Vn, m/min

Fig.4. Influence of overlaying speed (Vn) upon voltage at the end of arc burning (Ukd) during vibrating arc overlaying with different used wire electrodes in a shield of Ar According [3], the difference between voltage rates at the beginning and end of arc burning could be related to overlaying coatings quality evaluation. As much as higher is the difference of voltage rates so higher is the molten metal cooling speed which leads to increasing of possibility of hot cracking. The main reasons affecting process of hot cracking are fast-growing inner stresses during solidification where the metal passes through so-called zone of fragility where the amount of liquid metal is not sufficient to fill the spaces between solidifying molten metal which are opened by shrinkage stresses. Since the metal is in semisolid condition its ductility is much lower than the one in absolutely solid mode as its plastic deformation is based on mutual displacement of metal dendrites. Because of constantly changing amplitude of shrinkage stresses which become more intensive when the temperature is decreasing, some of the crystals do not stand against process of plastic deformation and trend to separate each other due crack formation. The results is showing that the lowest rates from 7,2 to 8 V are obtained within 0,94 m/min for all three wire electrodes as the lowest rate of the difference between voltage rates at the beginning and end of arc burning is obtained with 08G2C wire electrode. These rates is showing that shrinkage stresses and possibility of hot cracking will be the lowest ones during vibrating arc overlaying process in a shield of argon with 08G2C wire electrode.

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Agricultural, Forest and Transport Machinery and Technologies (ISSN: 2367– 5888) Volume III – Issue 1, 2016

Iks A

Vn, m/min

Fig.5. Influence of overlaying speed (Vn) upon short-circuit amperage (Iks) during vibrating arc overlaying with different used wire electrodes in a shield of Ar The values of both – short-circuit amperage and amperage at the end of arc burning depends of overlaying speed significantly as is shown on fig.5 and fig.6. The rate of shortcircuit amperage and its step of increasing causes a major influence upon size of heat-affected zone, transfer of the molten metal through arc column as well as its formation on the electrode tip and spatter loss. Table 1 Difference between amperage rates at the beginning and end of arc burning Type of wire electrode 08G2S 30HGSA DUR 500

0,63 7,6 7,9 8,4

Overlaying speed rates Vn, m/min 0,94 1,26 7,2 7,8 7,7 8,6 8 9

1,88 8,7 8,6 9,2

Ikd A

Vn, m/min

Fig.6. Influence of overlaying speed (Vn) upon amperage at the end of arc burning (Ikd) during vibrating arc overlaying with different used wire electrodes in a shield of Ar

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Agricultural, Forest and Transport Machinery and Technologies (ISSN: 2367– 5888) Volume III – Issue 1, 2016

The alteration of Iks is shown on fig.5 as it trends to decrease significantly from 231256 A to 205-224 A within increasing of overlaying speed and reaches its minimum at 0,94 m/min. Further increasing of overlaying speed at 1,88 m/min leads to very excessive increase of short-circuit amperage up to 267-288 А. When a medium-carbonized wire electrode Np 30 HGSA is used the rate of Iks remains lower during whole diapason of changing of overlaying speed compared to the rates obtained by using both other types of wire electrode – lowcarbonized Sv 08G2S and high-carbonized DUR-500. The alteration of amperage at the end of arc burning is shown at fig.6 as it is visible that lowest rates of Ikd from 117 to 132 A for all types of used wire electrodes are obtained within overlaying speed at rate of 0,94 m/min. The lowest rate at 117 A is obtained with highcarbonized wire electrode DUR 500, but generally all rates could define into very short diapason of ranges. The rates of Ikd within overlaying speed of 0,94 m/min are lower than rates obtained within 1,88 m/min as such trend is most defined when high-carbonized wire electrode DUR 500 is used as the difference between both rates is almost 11 A. The difference between rates of short-circuit amperage and amperage at the end of arc burning within appropriate rate of overlaying speed cause a significant influence in regards to heating of the base material, possibility of deformations in overlaid details and uneven formation of the coating. The analysis of the obtained results is showing that the difference between Iks and Ikd is most lowest within overlaying speed at rate of 0,94 m/min reaching a rate of 2 A only which is a precondition for lowest rates of heating of base material and spatter loss. Contrariwise, when overlaying speed is changing up to 1,88 m/min the difference between both rates increases 7,5 times reaching a rate of 15 A which is a precondition for higher spattering and burning of wire metal, worse conditions for coat forming, higher level of roughness and increased possibility of deformation of overlaid details from agricultural and automotive machinery. CONCLUSION The overlaying speed is causing a significant influence upon stability of vibrating arc overlaying process and its electrical parameters (voltage and amperage) in a shield of argon. The lowest rates of short-circuit amperage and voltage as well as voltage and amperage of arc burning are obtained within overlaying speed of 0,94 m/min. The usage of low-carbonized wire electrode 08G2S during vibrating arc overlaying process in a shield of argon is a precondition for less heating of base material, lower possibility of deformations, lower shrinkage stresses in the coating and possibility of cracking during reconditioning of details from agricultural and automotive machinery. REFERENCES [1] Berezovski B. M. Optimization of forming a layer of metal in arc welding. Welding production, № 6, 1990. [2] Russo L. V. Arc welding in inert gases. L.: Shipbuilding, 1984 [3] Ischenko U. S. Nekotoriye zakonomernosti perehoda kapli pri korotkom zamyikanii. Welding production, № 3, 1991. [4] Ischenko U. S. Harakteristiki upravleniya perenosom kapli pri svarke plavyashtimsya elektrodom s korotkimi zamyikaniya. Welding production, № 9, 1992. [5] Tonchev G. P. and Stanev L. Study on the distribution of components of tractors YMZ – 6L and MTZ - 80 by structural characteristics. Scientific thesis of University of Ruse Ruse, volume 21, series 5, Ruse: 1979..

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[6] Tonchev G. P. and Marinov T. Statistical analysis of the structural characteristics of the components of automobiles MAZ - 500 and KRAZ - 256 with compounds of the roller bearing type. Scientific thesis of University of Ruse - Ruse, volume. 19, series 7, Ruse: 1977. CONTACTS Mitko Nikolov, Department of Repair and Reliability, Agrarian and Industrial Faculty, University of Ruse, 8, Studentska Str., 7017 Ruse, Bulgaria, e-mail: mnikolov@uni-ruse.bg Iliya Todorov, Department of Repair and Reliability, Agrarian and Industrial Faculty, University of Ruse, 8, Studentska Str., 7017 Ruse, Bulgaria, e-mail: itodorov@uni-ruse.bg

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Agricultural, Forest and Transport Machinery and Technologies (ISSN: 2367– 5888) Volume III – Issue 1, 2016

Changes in Physical, Chemical and Biological Properties of the Soil in the Application of Advanced Soil Protection Technology for Growing Wheat on Slope Lands Petar Dimitrov, Gergana Kuncheva Abstract: This work examines the impact of advanced soil protection technology for unconventional minimum tillage for growing wheat on slopes on some physical, chemical and biological properties of the soil in conditions of carbonate chernozem. Keywords: soil degradation, water erosion, soil humidity, soil bulk density, soil microbiology, minimum tillage.

INTRODUCTION Soil degradation, according to a report of UNEP (United Nations Environment Programme, 2007) causes disturbances that lead to long-term loss of ecosystem functions, from which they can’t recover unaided. The direct effects of it are deterioration of soil structure and moisture retention capacity, reducing the content of humus and nutrients, loss of biodiversity. Indirect results are significant decline in the fertility of agricultural land and disruption of the natural environment. The deterioration of soil quality is a critical aspect of land degradation, particularly soil irreversible degradation, which leads to desertification. Lal and Stewart (1990) distinguish three types of soil degradation, namely physical (soil erosion from wind and water), chemical (salinization, acidification) and biological (reduction of soil organic matter and microbiological activity). The purpose of this paper is to establish the influence of improved soil conservation technologies and unconventional minimum tillage for growing wheat on slopes, on some physical, chemical and microbiological parameters of soil in conditions of carbonate chernozem. MATERIALS AND METHODS Studies have been conducted in the village of Trastenik, Ruse region, during 2012-2015 y., on the slope 50(8.7%) on carbonate chernozem. The experiment variants are: e0 - wheat plots, grown by using conventional technology along the slope - control; e1 - wheat plots, grown by using conventional technologies applied across the slope; e2 - wheat plots, grown by erosion control technology, including conventional tillage, applied across the slope and using surface mulching with compost; e3 - wheat plots, grown by minimum tillage (including operations vertical mulching with compost, direct sowing) applied across the slope. Applied advanced soil protection technology and unconventional minimum tillage for growing wheat on slopes differs from conventionally applied in our country on the following:  Includes erosion control method vertical mulching with ready compost.  Includes direct sowing of the crop;  carrying out all technological operations across the slope. Each of these differences between conventional and unconventional technology, has certain soil protection effect. Vertical mulching is erosion control cultivation method used in soil conservation agriculture in many countries in the world to combat soil water erosion. Soil protection operation vertical mulching is performed by reconstructed soothers-forming machine Н-2-140 depth of 0.40 m with compost in a band with a distance between the slots 1.4 m and an interval between bands 5 m. They are filled with plant residues like wheat straw, stalks of corn, sunflower and other organic materials and residues. In the case of advanced

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Agricultural, Forest and Transport Machinery and Technologies (ISSN: 2367– 5888) Volume III – Issue 1, 2016

technologies and unconventional minimum tillage, such as mulch material is imported compost, waste product from mushroom production. In Table 1 are represented contents of composts, applied as mulch material over the years of study. Table 1. Chemical composition of the applied composts for mulching. Parameters, units NH4+, mg/kg NO3-, mg/kg Total N, % Total C, % C/N pH, H2O pH, KCl EC, mS/cm Available P2O5, %

2013 y.

2015y.

0.428

2014y. 111.36 1065.89 2.02 24.43 12.09 6.52 6.22 2.61 0.215

Available K2O, %

3.145

0.415

1.02

763.77 286.77 1.83 25.81 14.10 7.00 6.82 8.37

674.77 911.33 2.17 27.99 12.90 7.03 6.82 6.88 0.391

Through direct sowing it is ensured high quality sowing of the seeds of cereals (wheat) without additional pre sowing treatments on the field. In this way, by the opinion of Beloev H.I. (2008), application of direct sowing preserves soil structure, delays mineralization of humus, improves permeability of under surface soil layer and reduces erosion. For the realization of direct sowing in our case we used specialized cultivator drill SCS - 2 (Fig. 1) which makes both tillage and seeding the area. In field, these machines simultaneously perform four technological operations: pretillage, sowing, introduction of granular fertilizers and rolling the planted rows.

Fig. 1 Overview of sowing aggregate "Belarus 952" and cultivator drill SCS – 2 The performance of all technological operations across the slope is one of the important agronomic requirements to protect the soil from water erosion. Its implementation leads to the realization of additional conservation effect. RESULTS AND DISCUSSION The maximum average, for the period of study, is in the application of conventional technology for growing wheat along the slope, where the bulk density of soil is 1,41 g / cm3, the total porosity is 47.97%, and the hardness is 35,97 kg / m2, whereas in the application of soil protection technology for minimum tillage these values are 1.19 g / cm3, 56.09% and - 36 -

Agricultural, Forest and Transport Machinery and Technologies (ISSN: 2367– 5888) Volume III – Issue 1, 2016

18.42 kg / m2, and in the application of surface mulching the values of the same indices are 1,27 g / cm3, 53,14%, 21,13 kg / m2 (Figure 2).

Bulk density p= 0.001485HSD[.05]=0.09; HSD[.01]=0.12 e 0 vs e1 NS; e0 vs e2 P<.05; e0 vs e3 P<.01; e1 vs e2 NS; e1 vs e3 P<.01 ; e2 vs e3 NS; Hardness : р=0.251675

Fig. 2 Average bulk density and total porosity experience wheat for 2013-2015 observed in three phases. Hardness of the soil layer 0-40 cm trying to wheat - average for the period 2013-2015. The results for the average humidity of the soil in depth by 0-150cm are presented in Table 2. Soil moisture is highest at the implementation of minimum tillage and vertical mulching. It is lower in the variant e2, using conventional technology for growing this crop, across the slope and with surface mulching with compost. The lowest value of this parameter is at the application of conventional technology, along the slope – e0. Table 2 Soil moisture 0-150cm, 2013-2015y. Year 2013 y.

2014 y.

2015 y.

2013-2015y.

Phase Sowing Maximum growth stage After harvesting Sowing Maximum growth stage After harvesting Sowing Maximum growth stage After harvesting Sowing Maximum growth stage After harvesting

е0 8,72 7,58 14,98 15,09 14,08 19,06 11,52 8,69 10,15 11,78 10,12 14,73

е1 9,05 7,71 15,44 15,09 14,70 19,16 11,52 9,42 10,81 11,89 11,61 15,14

е2 9,06 10,49 17,34 15,09 15,20 20,29 11,52 12,20 11,71 11,89 12,63 16,45

е3 9,39 11,55 19,96 15,09 16,88 20,41 11,52 14,56 13,71 12,00 14,33 18,03

The applied erosion control tillage affects the content of humus and total nitrogen. The humus content is lowest at variants with conventional tillage applied along the slope (e0) and it is the highest at e3, with the implementation of minimum tillage (Table. 2). An average of measurements over the three observed years, the amount of organic carbon in soil is 1.41%, 1.40%, 1.23% (2.43%, 2.41% and 2.12% humus), while at variant e3, it is 1.79%, 1.59%, 1.49% (3.08%, 2.74%, 2.57%). It is high and the amount of organic carbon in variant with surface mulching - 1.72%, 1.62% and 1.45%, indicating that this method has a good effect on organic matter in the soil when growing wheat on slope arable lands.

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Agricultural, Forest and Transport Machinery and Technologies (ISSN: 2367– 5888) Volume III – Issue 1, 2016

Table 3.Humus content (%), total nitrogen (%), average for the year, 2013-2015 y. Parameters Humus content %

Total nitrogen content %

Year 2013 y. 2014 y. 2015 y. 2013 y.- 2015 y.

еo 2,43 2,41 2,12 2,32

e1 2,44 2,46 2,13 2,34

e2 2,96 2,72 2,50 2,73

e3 3,08 2,74 2,57 2,80

2013 y.

0,127

0,128

0,150

0,157

2014 y. 2015 y. 2013 y.- 2015 y.

0,135 0,134 0.132

0,139 0,140 0.136

0,159 0,180 0.163

0,171 0,186 0.171

Humus: p=0.050173; е0 vs e3 p= 0.057348; Total nitrogen: р=0.006010 HSD[.05]=0.03; HSD[.01]=0.04; e0 vs e1 nonsignificant; e1 vs e3 P<.05, e2 vs e3 nonsignificant

nonsignificant; e0 vs e2

P<.05; e0 vs e3 P<.05; e1 vs e2

Total nitrogen levels are the highest in the three years at variant e3 (table 3). The average, for the three monitored phases, content is 0.157%, 0.171%, 0.186%, while at the control variant with conventional tillage applied along the slope - 0.127%, 0.135%, 0.134%. The application of surface mulching with compost in variant e2, also leads to an increase in the level of total nitrogen in the soil, the values for three years in these plots are 0.150%, 0.159% and 0.180%. Table 4. Soil microbiological activity in CFU (colony forming units)* 106/g dry soil. Year

Phase

Sowing

Total number Saprophytic bacteria (1) 114.14 160.90 193.37 347.55

Sporeforming Bacteria (2) 17.83 27.52 31.74

е0 е1 е2 е3

638.99 663.66

е0 е1 е2 е3 е0 е1 е2 е3 е0 е1 е2 е3 е0 е1 е2 е3 е0 е1 е2 е3 е0 е1 е2 е3 е0 е1 е2 е3

226.50 656.69 1893.75

Variants е0 е1 е2 е3

2013

Maximum growth stage

After harvesting

Sowing

2014

Maximum growth stage After harvesting

Sowing

2015

Maximum growth stage After harvesting

1160.83 1024.80

1952.00 169.68 364.77 519.25 945.36 48.59 59.59 140.87 259.07 63.30 66.71 82.13 137.29 82.88 88.16 305.15 271.25 109.64 148.36 204.07 261.61 17.53 50.27 72.20 90.40

Fungi (5)

178.336 1422.55 3765.33 1610.09

Actino Micetes (4) 0.89 1.13 3.47 3.41

45.80 37.81 126.11 71.85

468.48 420.58

69.88 75.70 119.21 68.98 42.83 26.46 92.26 91.30 2.78 26.82 32.49 32.59 4.07 9.86 14.84 10.58 3.31 10.17 27.88 23.35 2.82 18.18 28.34 19.91 13.56 12.05 18.74 14.69

85.82

Oligotrophic bacteria (3)

0.0016 0.0014 0.0026 0.0038

Nitrogenfixing bacteria (6) 1.46 1.46 2.11 1.60

Cellulosedecomposers (7) 1.15 1.10 1.20 1.50

1.18 1.16

0.0033 0.0020

1.71 1.74

3.84 2.81

1357.52 1346.23

1.74 5.14

0.0028 0.0037

1.82 6.31

4.71 14.94

130.68 211.78 2640.78

2.11 3.28 4.40

0.0017 0,0000 0.0027

7.95 12.72 14.09

3.18 3.97 6.98

1895.69 24.24 276.59 1055.67 335.32 12.77 12.77 66.29 79.39 33.35 40.65 145.61 116.64 26.04 77.23 497.29 478.45 10.61 70.27 272.84 105.38 10.00 143.13 174.80 190.33

7.74 1.05 0.52 3.86 2.99 1.30 1.80 2.00 4.80 1.36 1.62 1.76 2.33 0.39 0.51 0.41 0.64 2.23 2.07 5.32 2.56 1.45 1.78 1.98 2.79

0.0057 0.0002 0.0007 0.0012 0.0036 0.0012 0.0015 0.0020 0.0074 0.0028 0.0030 0.0030 0.0046 0.0011 0.0010 0.0023 0.0023 0.0042 0.0044 0.0059 0.0061 0.0039 0.0037 0.0044 0.0059

13.51 4.44 1.44 5.45 4.89 0.54 1.07 1.88 2.72 3.96 5.45 6.78 7.00 1.08 1.54 2.60 3.62 0.74 1.82 1.43 2.39 2.83 4.52 7.37 13.53

7.55 1.41 1.77 4.85 9.25 2.62 2.64 2.92 4.85 0.79 0.79 1.07 1.90 1.50 2.20 3.11 3.33 1.70 1.72 2.50 2.70 2.30 3.81 5.41 6.00

(1) е0 vs e3, p=0.064570; (2) е0 vs e3 , р=0.095433 (4) р =0.004260 HSD[.05]=1.78; HSD[.01]=2.21; M1 vs M2 NS; M1 vs M3 NS; M1 vs M4 P<.01;M2 vs M3 NS; M2 vs M4 P<.05;M3 vs M4; (6) е0 vs e3 , р=0.061895; (7): р=0.012828 HSD[.05]=3.19; HSD[.01]=3.97; M1 vs M2 NS; M1 vs M3 NS; M1 vs M4 P<.05; M2 vs M3 NS; M2 vs M4 P<.05; M3 vs M4 NS

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Agricultural, Forest and Transport Machinery and Technologies (ISSN: 2367– 5888) Volume III – Issue 1, 2016

The highest microbiological activity was also observed at variants with minimum advanced tillage and vertical mulching with compost (Table. 4). In this variant, the amount of heterotrophic bacteria is from 1.61 times to 8.61 times higher compared to the control variant grown by conventional technology applied along the slope. The higher porosity, soil moisture and low bulk density, in variant e3, significantly affect the development of soil microflora. Higher rates of microbiologic activity are observed in variants with surface application of compost - e2. In both variants (e2 and e3), the introduction of organic matter (compost) in soil with high carbon and nitrogen content and a significant amount of macronutrients and microorganisms leads to an increase of microbial activity. In variant e3 compared to e0, it is observed high amount of actinomycetes - 1.71 to 4.36 times, fungi - from 1.12 to 6.17 times, cellulose decomposers - from 1.61 to 8.61 times more, and 5.04 times higher amounts of nitrogen fixing bacteria. In the variant e2 it is observed from 1.30 to 9.70 times higher amounts of saprophytic bacteria compared to the control e0, and from 1.47 to 2.32 times higher amounts of actinomycetes, 2.60 times more nitrogen fixing bacteria and 2.19 times larger quantity of cellulose decomposers. The highest amount of spore-forming bacteria is in this variant (e2), followed by variant e3. The amount of oligotrophic bacteria is highest in the implementation of minimum tillage with vertical mulching as well as conventional tillage with surface mulching with compost. Microbiological analysis show that implemented minimum and unconventional tillage has a positive impact on the microbiological properties of the soil at wheat cultivation on average eroded carbonate chernozem on slope lands. So this technology for minimum and unconventional tillage can be used to overcome the consequences of the biological degradation of the soil. In addition, the analysis could lead to the conclusion that the microbial activity of the soil is very sensitive indicator which can be used to determine the ongoing processes in the soil as a consequence of erosion, soil tillage and more. CONCLUSION The application of advanced technology for unconventional minimum tillage, has not only proven soil conservation effect, but resulted on a significant improvement in both the physical and biological soil indicators and countered not only by water erosion degradation process, but also related with it processes of compaction and loss of organic matter. The application of compost on an average eroded carbonate chernozem by vertical or surface mulching can counteract the loss of organic matter from water erosion and to increase microbial activity, which improves soil structure and plant nutrition. REFERENCES [1] Белоев Хр., 2008. Метод за коригиране на параметрите на земните съоръжения за защита на почвата от водна ерозия. Селскостопанска техника, № 2 [2] Lal R, Stewart B A, 1990. Soil degradation. New York: Springer-Verlag. [3] UNEP annual report: http://www.unep.org/PDF/AnnualReport/2007/AnnualReport2007_en_web.pdf CONTACTS Petar Dimitrov, Institute of Soil Science, Agricultural and plant protection “Nikola Poushkarov” Sofia, Experimental Station for Erosion Control, University of Ruse, 8, Studentska Str., 7017 Ruse, Bulgaria, e-mail: pdimitrov@uni-ruse.bg, Gergana Kuncheva, Institute of Soil Science, Agricultural and plant protection “Nikola Poushkarov” Sofia,, Laboratory of soil analysis and soil erosion research, University of Ruse, 8, Studentska Str., 7017 Ruse, Bulgaria, e-mail: gkuncheva@uni-ruse.bg - 39 -

Agricultural, Forest and Transport Machinery and Technologies (ISSN: 2367– 5888) Volume III – Issue 1, 2016

Evaluation of the Reliability of the Gas Generator Starts Dušan Nógli, Dominik Gašparovič, Plamen Kangalov, Zuzana Csillagová, Maroš Korenko Abstract: This paper presents the results obtained by evaluating the starts reliability of gas generators used for the propulsion of gas turbines. Evaluation of the reliability of starts, we conducted on a sample of eight gas generator, manufactured by General Electric. Collecting the necessary data from operation during the two years, we gradually acquire the information needed to calculate the starts reliability indicator. The aim of this article was to monitor and evaluate each attempt to start of the reporting period. Primarily we monitored overall percentage of starts and we show it as a percentage. Secondary we monitored a reliability of functions and failure rate of selected components of the hydraulic starting device. Keywords: calendar time, gas generator, gas turbine, percent, starts reliability

INTRODUCTION Starting system provides a spin the gas generator to the operating speed, sufficient for its independent operation. The system is electro-hydraulic. It consists of a separate hydraulic unit, where pressure oil is guided to the gas generator. There a hydraulic motor transmits torque through claw clutch on the shaft of the gas generator (Fig. 1). When reached sufficient speed, is automatically switched off [1, 2, 4]. The aim of this paper is based on the available resources and information to assess the current state of gas generators starting reliability functions.

Fig. 1 Starter gas generator LM 2500 MATERIAL AND METHODS The basic elements of the starting device of the gas generator LM 2500 are: oil tank, clutch cooling system, starting system (supplies pressure oil), system of starting process management and control of pumps, starter motors drainage, starter pumps drainage [2, 3]. Starting state: the oil tank is full, oil pipe lines, filters and valves filled with oil, the oil temperature at scale 15-70 °C, valve 33X QP-2 open and one of the valves 33X QP-1A / B open, all solenoid valves energized. We followed these basic system functions to evaluate: launch electric motor MBX, activation valve QX QX-2AA-3A valve activation QX-2B, shutdown valves QX-2A-2B QX and QX-3A, disable electric motor MBX. Activation of the valve QX QX-2AA-3A: After activation, the pressure in the control path changes the directional valve (which is part of the pump A4X-VG). The pressure oil from the pressure side of the booster pump gets on one side of the double-acting hydraulic cylinder, that tilts the pumps control board A4X-VG from the neutral position, thereby the pump start deliver pressurized oil to the starter motor, which starts to spin the rotor of the generator. - 40 -

Agricultural, Forest and Transport Machinery and Technologies (ISSN: 2367– 5888) Volume III – Issue 1, 2016

Activation of the valve QX-2B: After reaching the speed of the gas generator from 1200 to 1400 speed/min. leads to activation of the valve QX-2B. The channels in the valve will link and thereby increases the pressure in the path Y2, which causes a further tilt of the pump control board A4X-VG. Enlarge tilt control board means increase piston stroke of the pump starting and increase the speed of the gas generator. Shutdown valves QX-2A-2B QX and QX-3A. After reaching the gas generator speed 4500 speed/ min. shuts down all solenoid valves. Tilt of control board pumps A4X-VG returns to the neutral position. Shutdown of electric motor MBX: The last step is switch the starter pump electric motor MBX, however, cooling subsystem and drainage of motors cabinet remains in operation [3]. We monitored the reliability of temperature and pressure sensors of starting system in table (Table 1). Table 1 Basic physical sensor Element name

Setting

Range

Manufacturer

Number Oil tank system 1 The switch of high oil level in the tank 38mm J.B:G.P. MILANO 2 The switch of low oil level in the tank 38mm J.B:G.P. MILANO 3 Temperature switch - condition to start 15 °C (10 - 70) °C CELLA Temperature switch - High temperature 4 warning 70 °C (10 - 70) °C CELLA 5 Indicator of starting oil temperature (0 - 100) °C WKA 6 Indicator of oil level in tank HYDAC Cooling system and clutch lubrication of hydraulic motors system 7 Switch high differential pressure filter 0.5 MPa (41 - 345) kPa ITT 8 Limit switch - Cooling Clutch HONEYWELL System supplies the pressure starting oil 9 Switch high differential pressure filter 0.5 MPa (41 - 345) kPa ITT 10 Limit switches - suction branch HONEYWELL 11 Selector switch engines Pressure indicator in the pressure and suction 12 branches (0 - 60) MPa WIKA The starting process management system and control of starter pump 13 Switch high differential pressure filter 0.5 MPa (41 - 345) kPa ITT 14 Pressure indicator in the control supply route (0 - 6) MPa WIKA The drainage of starter motors system 15 High pressure switch to the return oil filter 0.35MPa (0.103-1.03) MPa ITT Pressure indicator in the return line to the tank 16 oil (0 – 0.6) MPa WIKA

Starts reliability of the generator is an important indicator for the overall reliability of the transmission network of the international gas pipeline. Failure launches can mean failure to comply with the contracted amount or pressure at international level. It is the task number one for preventive maintenance and continuous operation workers, that figure was as high as possible. The confidence level of turbo-compressors is monitored using indicators of reliability based on the time period, the condition of the generator and the number of characteristics associated with the operation and disorders. In this article we will discuss numerical characteristics starts reliability of the generator.

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Agricultural, Forest and Transport Machinery and Technologies (ISSN: 2367– 5888) Volume III – Issue 1, 2016

Starts reliability (SPS): Us SPS   100 [ % ] Ps Where: Us - the number of successful starts TS Ps - requirement to start TS

(1)

Indicator of the probability of a successful start is expressed by the ratio of successful starts (in the period) to the total number of start attempts. RESULTS AND DISCUSSION We monitored this information in the two time periods, which each was separately evaluated. We constructed the table, we are lined tracking label of generators and organizational unit in the first column. In the second column, we recorded the requirements for operators to start. In another successful start of generators culminating in the final idling and calculated reliability starts generating the various areas in percent in the last column (Table 2). For visual display of results we constructed a line graph with three lines. We gave him the name "Reliability starts." The first line shows the requirements for start issued by the operator, the other blue number of successful starts idling and finished last green success rate of starts for the generator (Fig. 2). Table 2 Number of starts in the first reporting period Label generator / Area

T1 / TKK In the first reporting period T1 / TKJ In the first reporting period T1 / TKZ In the first reporting period T2 / TKZ In the first reporting period T1 / TKI In the first reporting period T2 / TKI In the first reporting period T3 / TKI In the first reporting period T4 / TKI In the first reporting period Together The overall success rate in %

Number of starts in the first reporting period The requirement to start Ps 46 27 29 24 14 15 13 16 184

Successful starts of Us 45 19 29 23 14 15 10 14 169

Average % 98 70 100 96 100 100 77 88 91.05661

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Agricultural, Forest and Transport Machinery and Technologies (ISSN: 2367– 5888) Volume III – Issue 1, 2016

Fig. 2 Graph of starts reliability LM 2500 in the first reporting period For the first monitored period, we evaluated the following data:  Generator T1 and T2 / TKI together with T1 / TKZ reached the highest percentage rate of 100% of starts reliability.  We recorded the worst results for generator T1 / TKJ where the reliability of starts reached 70%. Total number of attempts were 27 for this generator, the number of successful starts were 19.  Generator T1 / TKK achieved very good results with a success rate of 98%. We found number of attempts 46 and the number of successful starts 45.  The total balance of all generators achieved the value 91% of successful starts for the monitored period. But we have to state, that the function and components of hydraulic starting device was not involved in the failure of start, which we followed and indicated in Table 1. None of these elements of measurement and regulation didn´t show significant deviation or fault of measurement. At this time the most frequent disorder was failure of flame sensor in the combustion chamber

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Table 3 Number of starts in the second reporting period Label generator / Area

T1 / TKK In the second reporting period T1 / TKJ In the second reporting period T1 / TKZ In the second reporting period T2 / TKZ In the second reporting period T1 / TKI In the second reporting period T2 / TKI In the second reporting period T3 / TKI In the second reporting period T4 / TKI In the second reporting period Together The overall success rate in %

Number of starts in the second reporting period. The requirement to start Ps 30 15 20 19 20 14 21 13 152

Successful starts of Us 25 14 20 19 17 13 20 12 140

Average % 83 93 100 100 85 93 95 92 92.7587

Fig. 3 Graph reliability starts LM 2500 in the second reporting period For the second monitored period, we evaluated the following data: The highest percentage rate of 100% of reliability starts reached the generator T1 and T2 / TKZ. Generator T1 / TKK reached the lowest percentage rate of 83%. The total balance of all generators achieved the value 92.75% of successful starts at this period. The results we recorded in Table 3 and we displayed them in the chart (Fig. 3). - 44 -

Agricultural, Forest and Transport Machinery and Technologies (ISSN: 2367– 5888) Volume III – Issue 1, 2016

Table 4 Number of starts for the whole period Label generator / Area

T1 / TKZ For the whole period T2 / TKZ For the whole period T2 / TKI For the whole period T1 / TKK For the whole period T1 / TKI For the whole period T4 / TKI For the whole period T3 / TKI For the whole period T1 / TKJ For the whole period The average starter reliability

The number of starts for the whole period The requirement to start Ps 49 43 29 76 34 29 34 42

Successful starts of Us 49 42 28 70 31 26 30 33

Successful % 100 98 97 92 91 90 88 79 91.875

Fig. 4 Graph of starts reliability LM2500 for the whole period For the whole monitored period we lined up machines according to the success of starts (Table 4) and we found the following results:  The highest percentage rate of 100% achieved the machine T1/TKZ.  The second highest percentage rate of 98% achieved the machine T2 / TKZ.  The third highest percentage rate of 97% achieved the machine T2 / TKI (Fig. 4). Last place and therefore the worst percentage rate of 79% reached the machine T1 / TKJ. The average value about reliability starts of all generators was 91.87%.

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Agricultural, Forest and Transport Machinery and Technologies (ISSN: 2367– 5888) Volume III – Issue 1, 2016

A major impact on the overall reliability of starts had components of measurement and regulation of sub-systems, as the previously mentioned the flame sensors. During the whole monitored period, we recorded also one electric fault at the ignition device. CONCLUSION Dynamic gas transport requires more frequent manipulation with transmission network technology in increased international competition for gas systems. Start of each gas generators belongs to the most frequently and also the most important starts ever, which regulate the transported volume and pressure of natural gas flowing through the transit system In this paper, we monitored the reliability of starts during two years. We recorded total 336 commands to start on a sample of eight gas generators. Until 309 of start-up sequences were successful completed and the turbine was put into steering at idle. During the first year of observation, we recorded total 66 faults of gas generators. Seven of these disorders are related to electronic ignition, but no with components of hydraulic starting system. In this year generators achieved a complete percentage rate of 91.05% of successful starts and we recorded 15 of unsuccessful starts. The measuring and regulations elements, which aren´t related directly to the electro-hydraulic starting device had an impact to unsuccessful starts. We found that, no-failure operation of our monitored starter functions and components was 100%. In the second year of observation we recorded together 58 faults of gas generators. Two of these disorders are related to electronic ignition. Generators achieved a total percentage rate of 92.75% of successful starts and we recorded 12 of unsuccessful starts. The observed functions and components of the ignition device did not fail. For the whole observed period of two years, gas generators achieved an average value 91.87% of starts reliability. It is a high success compared to the other technologies and this success is thanks to all operations entering to the start-up sequence of generators. It is mostly about reliable control systems, leading technology, professional knowledge of operators and quality maintenance. If we look at this indicator from the perspective of the various areas so the highest percentage of successful starts reached the area TKZ with generator T1 with percentage rate of 100% when the number of starts was 49. We recorded nine unsuccessful starts in the TKJ area. The most start-up sequences were launched in TKK area, total number was 76 with the percentage rate of 92%. ACKNOWLEDGEMENT Supported by the Ministry of Education of the Slovak Republic, project KEGA no. 035SPU- 4/2014 'Integrating innovative trends in metal machining, metrology and quality management in university studies' REFERENCES [1] Boyce, M. P. 2012. Gas Turbine Engineering Handbook (4th Edition). Amsterdam: Elsevier, Butterworth-Heinemann, 2012. 956 pages. ISBN 978-0-12-383842-1. [2] Forsthoffer, W. E. 2011. Forsthoffer’s Best Practice Handbook for Rotating Machinery. Boston: Butterworth-Heinemann, 2011. 672 pages. ISBN 978-0-08-096676-2. [3] Manual Ge. 2001. Service manual for gas turbine. B. m.: B. v., 2001. 300 pages. [4] Soares, C. 2015. Gas Turbines - A Handbook of Air, Land and Sea Applications (2nd Ed.). Oxford: Butterworth-Heinemann, 2015. 1020 pages. ISBN 978-0-12-410461-7. [5] Máchal, P., Beloev, H., Kročko, V. 2013 Proektnoe upravlenie, 1 vyd. -- Ruse: Izdateľskij centr na Rusenskogo universiteta im "Angela Kynčeva", 2013. 160 p. ISBN: 978-954-8467-95-7.

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Agricultural, Forest and Transport Machinery and Technologies (ISSN: 2367– 5888) Volume III – Issue 1, 2016

[6] Žitňanský, Ján - Kročko, Vladimír - Polák, Pavel. Technická spôsobilosť procesov. 1. vyd. Nitra : Slovenská poľnohospodárska univerzita, 2013. 169 s. ISBN 978-80-5521110-7. [7] Álló, Štefan - Kročko, Vladimír - Ibriksz, Tamás - Mareček, Jan. Detection of corrosion resistance of components in cyclic salt spray. In Acta Universitatis Agriculturae et Silviculturae Mendelianae Brunensis. ISSN 1211-8516, 2015, vol. 63, no. 1, s. 9-13 (2015). [8] Bujna, Marián - Beloev, Christo Ivanov. Tools of risk management in production processes. 1st ed. Ruse : Angel Kanchev University of Ruse, 2015. 105 s. ISBN 978-954712-654-1. [9] Kaplík, Pavol - Prístavka, Miroslav - Bujna, Marián - Viderňan, Ján. Use of 8D method to solve problems. In Advanced Materials Research. ISSN 1022-6680, 2013, vol. 801, special iss., p. 95-101 (2013). [10] Bujna, Marián - Prístavka, Miroslav - Kaplík, Pavol. Impact of insufficient cleaning on the quality of molybdenum layer applied by thermal spraying. In Advanced Materials Research. ISSN 1022-6680, 2013, vol. 801, special iss., p. 35-40 (2013). [11] Kučera, Marián - Bujna, Marián - Korenková, Marcela - Haas, Peter. Possibilities of using ecological fluid in agriculture. In Advanced Materials Research. ISSN 1022-6680, 2014, vol. 1059, special iss., s. 61-66 (2014). CONTACTS Dušan Nógli, Department of Machine Design, Faculty of Engineering, Slovak university of agriculture in Nitra, Trieda Andreja Hlinku 2, 949 76 Nitra, Slovakia, e-mail: xnogli@is.uniag.sk Dominik Gašparovič, Department of Quality and Engineering Technologies, Faculty of Engineering, Slovak university of agriculture in Nitra, Trieda Andreja Hlinku 2, 949 76 Nitra, Slovakia, e-mail: xgasparovic@is.uniag.sk Plamen Kangalov, Department of Repair and Reliability, Agrarian and Industrial Faculty, University of Ruse, 8, Studentska Str., 7017 Ruse, Bulgaria, e-mail: kangalov@uni-ruse.bg Zuzana Csillagová, Department of Quality and Engineering Technologies, Faculty of Engineering, Slovak university of agriculture in Nitra, Trieda Andreja Hlinku 2, 949 76 Nitra, Slovakia, e-mail: xcsillagova@is.uniag.sk Maroš Korenko, Department of Quality and Engineering Technologies, Faculty of Engineering, Slovak university of agriculture in Nitra, Trieda Andreja Hlinku 2, 949 76 Nitra, Slovakia, e-mail: maros.korenko@uniag.sk

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Changes in the Composition of Humus of Carbonate Chernozem under the Influence of Advanced Erosion Control Technologies Gergana Kuncheva Abstract: Soil degradation process, loss of organic matter, has serious impact on soil quality and soil fertility. To combat it, as well as water erosion process in University of Ruse "Angel Kanchev" and ISSATPP "Nikola Pushkarov" were created advanced technologies for unconventional minimum tillage for cultivation of crops on sloping farmland. This work examines changes in the composition and properties of soil organic matter, under advanced technologies for minimum and unconventional tillage for corn cultivation on slope lands, on carbonate chernozem. Keywords: soil humus, water erosion, humus composition, minimum tillage, compost, vertical mulching.

INTRODUCTION Water erosion causes huge losses on the economy of all affected parts in the world and in Bulgaria, with serious consequences in terms of loss of surface fertile soil horizons of arable land, which substantially deteriorates agrochemical properties and fertility of soil and yields of cultivated crops. Another degradation process is the reduction of soil organic matter, related mainly to the removal of topsoil due to erosion, oxidation of organic carbon, high aeration under intensive tillage and degradation of soil structure. The negative effects arising from the reduction of organic matter in the soil are: deterioration of soil structure and water retention ability, as well as its productivity. In all countries in the world and in Bulgaria, where exist problems with water erosion and loss of soil organic matter, are carried out systematic efforts for limiting these degradation processes, mainly using agricultural erosion control measures, methods and technologies. To combat these two degradation processes in University of Ruse "Angel Kanchev" and ISSATPP "Pushkarov" were created advanced technologies for minimum and unconventional tillage for cultivation of crops on sloping farmland. According Swift (1991) ability to manage the quantity and quality of soil organic matter is based on two assumptions. First, it is that the soil organic matter can be divided into several fractions each of which may be changed by the management of the lands. On the other hand, the decomposition and synthesis of each of the humic fractions is regulated by certain groups of the physicochemical and biological factors that can be changed by the practices and technologies for land use. Changes in soil organic matter can be determined by measuring changes in total soil organic matter and its chemical fractions, physical factions or combinations thereof (Lefroy, 1995). The purpose of this work is to explore changes in the composition and properties of soil organic matter of soils exposed to water erosion and soil conservation application of certain events, such as surface and vertical mulching with ready compost. MATERIALS AND METODS The survey was conducted between 2012-2014 year in the experimental field of the Institute of soil science, agricultural technology and plant protection "N. Poushkarov "- Sofia, on the territory of Trustenik, Ruse region, without irrigation, on medium eroded carbonate chernozem, with an average slope of 50 (8, 7%).

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Agricultural, Forest and Transport Machinery and Technologies (ISSN: 2367– 5888) Volume III – Issue 1, 2016

To achieve the objective of the study was conducted field experiment, by block method with maize in four variants in four replications: do - corn grown by conventional technology applied along the slope - control; d1 - corn grown by conventional technology applied across the slope; d2 - corn grown by erosion control technology, including surface mulching with ready compost implemented across the slope; d3 - corn grown by erosion control technology, including basic tillage without inversion of layer - loosening and erosion control measure vertical mulching with compost, cutting with making of molehills both during sowing and digging, and formation of furrows with cutting and making of molehills applied across the slope. Soil protective operation vertical mulching was carried out with machine, which makes slots and molehills ЩН - 2-140 with depth of 0.40 m with compost on band scheme and distance between slots 1.4 m and interval between bands in field 5 m. Soil tillage operations were carried out in the direction perpendicular to the slope. Samples for conducting agrochemical analyzes were taken in three stages: sowing, maximum growth stage and after harvesting. The humus content is determined by the method of Turin and composition of humus by the method of Kononova - Belchikova. The chemical composition of applied composts is shown in table 1. Table 1 Chemical composition of applied composts Parameters, units NH4+, mg/kg NO3-, mg/kg Total N, % Total C, % C/N pH, H2O pH, KCl EC, mS/cm Available P2O5, %

2012 - mulch 1971.79 753.80 2.86 32.59 13.50 6.78 6.62 10.14 0.441

2013 - mulch 186,26 99,46 2,17 30,18 13,91 6,90 6,71 7,37 0,389

2014 - mulch 340,68 2350,72 1,98 26,98 13,62 7,96 7,71 5,91 0,480

Available K2O, %

0.996

0,287

0,251

RESULTS AND DISCUSSION Results of the research carried out show that in the application of unconventional erosion control methods surface mulching with ready compost and advanced technology for minimal tillage and vertical mulching with compost in the three years, the amount of organic carbon is higher than that in the control variant with conventional tillage applied along the slope. Both applied soil protective technologies have a positive impact on the amount of soil organic carbon (Figure 1). The same trend was reported in terms of the quantity of extracted by pyrophosphate method humic substances (Kononova-Belchikova).

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Đ <0.0001HSD[0.05]=0.05; HSD[0.01]=0.06

Fig.1 Total soil organic carbon content (%). Average for the period 2012-2014y., reported in the initial phase soluble humic substances in variant with advanced technology for minimum tillage with vertical mulching are 0.741%, while reported in control variant d0 they are 0.488%. In the final stage, the results are respectively 0.513% and 0.418% (Table 2, Fig. 2). In the variant with conventional tillage and surface mulching, average of humic substances extracted with sodium pyrophosphate for the period in the final phase is 0.490%. The amount of humic acid in the initial phase variant d3 is 0.484%, while d0 (control) is 0.289 %. In the final phase average of values are respectively 0.341% and 0.240%. As regards the bonded humic acids, again larger quantities were found in the last variant of the experience, the differences between it and other variants are statistically proven. In determining the quantities of fulvoacids establishes a preponderance of the results for variants d3 and d2, with extractable 0,1 N sulfuric acid, particularly in the last two phases observed. Fulvoacids defined in 0.1 M pyrophosphate and 0.1 M NaOH, the average for three years period, at variants d2 and d3, are higher compared to d1 and d0. However, the amount of extracted humic acid is higher than amount of fulvoacids for variant with minimum tillage and vertical mulching with ready compost, compared to control d0.

Fig.2 Composition of humus (C%).

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Agricultural, Forest and Transport Machinery and Technologies (ISSN: 2367– 5888) Volume III – Issue 1, 2016

Table 2 Composition of humus (C%) Organic carbon (%) extracted in 0,1N pyrophosphate Year

Phase

Sowing

2012

Maximum growth stage

Harvesting

Sowing

2013

Maximum growth stage

Organic carbon extracted in 0,1N, NaOH

C(%)

Ch(%)

Cf(%)

Ch/Cf

Ch - bonded

C, 0,1N H2SO4, (%)

0.598

0,387

0,211

1,83

0.033

0.118

0,354

0.104

0.605

0,357

0,248

1,44

0,045

0,108

0,312

0.083

0.669

0,343

0,326

1,05

0,051

0,106

0,292

0.088

0.875

0,518

0,357

1,45

0.054

0.100

0,464

0.083

0.486

0.309

0.177

1.74

0.018

0.123

0,291

0.092

0.520

0.317

0.203

1.56

0.017

0.092

0,300

0.070

0.525

0.320

0.205

1.56

0.033

0.111

0,287

0.090

0.576

0.342

0.234

1.46

0.042

0.049

0,300

0.079

0.415

0.235

0.180

1.31

0.012

0.079

0,223

0.083

0.455

0.260

0.195

1.33

0.014

0.070

0,246

0.086

0.513

0.318

0.195

1.63

0.026

0.056

0,292

0.089

0.540

0.331

0.209

1,58

0.028

0.044

0,303

0.089

0.517

0.255

0.262

0.97

0.017

0.084

0,238

0.152

0.531

0.406

0,125

3,25

0.017

0.077

0,389

0.122

0.538

0.435

0,103

4,22

0.025

0.074

0,410

0.146

0.617

0.453

0.164

2.76

0.034

0.051

0,428

0.186

0.342

0.206

0.136

1.51

0.007

0.062

0,199

0.054

0.570

0.282

0.187

1.51

0.016

0.034

0,266

0.069

0.613

0.336

0.277

1.21

0.048

0.020

0,288

0.102

0.797

0.482

0,315

1.53

0.030

0.006

0,452

0.115

0.427

0.232

0.195

1.19

0.015

0.017

0,217

0.109

0.485

0.250

0.235

1.06

0.016

0.006

0,234

0.109

0.514

0.335

0.179

1.87

0.015

0.035

0,320

0.120

0.526

0.365

0.160

2.28

0.012

0.019

0,353

0.182

0.350

0.224

0.126

1,78

0.016

0.001

0,207

0.069

0.345

0.230

0,115

3,00

0.016

0.028

0,256

0,147

0.453

0.305

0,148

2,06

0,025

0,035

0,270

0,203

0.730

0.482

0.248

1,94

0.072

0.063

0,410

0.292

0.517

0.396

0.121

3.27

0.026

0.081

0,370

0.121

0.533

0.370

0.163

2.27

0.037

0.050

0,333

0.129

0.537

0.407

0.130

3.13

0.026

0.042

0,381

0.160

0.724

0.597

0.127

4,70

0.052

0.082

0,545

0.169

0.413

0.252

0.161

1.57

0.043

0.006

0,209

0.048

0.439

0.307

0.132

2.33

0.033

0.002

0,274

0.130

0.442

0.305

0.137

2.23

0.035

0.003

0,270

0.165

0.474

0.326

0.148

2.20

0.027

0.003

0,299

0.144

Variants

Harvesting

Sowing

2014

Maximum growth stage

Harvesting

ANOVA: Extracted C%: р=0.002091; HSD[0.05]=0.11; HSD[0.01]=0.14 Ch(%):р=0.000162; HSD[0.05]=0.06; HSD[0.01]=0.08 Ch bonded (%):P=0.003876; HSD[0.05]=0.07; HSD[0.01]=0.09; Cf in pyrophosphate: р=0.145884

CONCLUSION From the research results and analysis can be formulated following conclusions: 1. The content of organic matter at variants, where are applied erosion control measures - surface mulching with compost and minimum tillage with vertical mulching, is higher in comparison to the control, which means that the applied technologies counteract the soil degradation process - loss of organic matter. - 51 -

Agricultural, Forest and Transport Machinery and Technologies (ISSN: 2367– 5888) Volume III – Issue 1, 2016

2. Furthermore the applied advanced technology for unconventional minimum tillage affects the quality and composition of humus and increases the amount of soluble humic substances and humic acids. REFERENCES: [1] Lefroy R. D. B. , G J. Blair, W. M. Strong.1993. Changes in soil organic matter with cropping as measured by organic carbon fractions and 13C natural isotope abundance. Volume 54 of the series Developments in Plant and Soil Sciences pp 551-554 [2] Swift, R. S. 1991. Effect of humic substances and polysaccharides on soil aggregation. In Advances in soil organic matter research: The impact on agriculture and the environment. pp. 153-162. CONTACTS Gergana Kuncheva, Institute of Soil Science, Agricultural and plant protection “Nikola Poushkarov” Sofia,, Laboratory of soil analysis and soil erosion research, University of Ruse, 8, Studentska Str., 7017 Ruse, Bulgaria, e-mail: gkuncheva@uni-ruse.bg

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Agricultural, Forest and Transport Machinery and Technologies (ISSN: 2367– 5888) Volume III – Issue 1, 2016

Current Condition and Development of Electrolytic Methods for Preventive Plating and Reconditioning of Worn Machine Parts Desislava Beleva Abstract: In this Article, the perspective method of reconditioning of worn machine parts – application of electrolytic reconditioning coatings is discussed. Classification of these coatings is given on the base of various criteria: composition of the coating; properties; method of application. The most widely used reconditioning coatings of pure metals, conversion and composite coatings used for reconditioning of worn machine parts of equipment in agriculture, forestry, transport, road construction and quarry industries, are discussed Keywords: Electrolytic Coating, Repair Coating, Electrodeposition of Metals and Alloys

INTRODUCTION In general, the automotive industry is one of the most important customers for the electroplating and surface treatment industries and it is an initiator of many research developments [6]. It is obvious that the galvanic coatings often are used for decorative purposes and with these important uses they have good cohesion with the base material, colour solution and good corrosion resistance. The Cu-Ni-Cr decorative coatings and coatings of precious metals have good cohesion and can be applied using new developments and other machine parts of magnesium / lithium alloys. The magnesium / lithium alloys are ultra-light alloys on the base of lithium alloyed magnesium. They have low densities and weights, good ductility and moulding properties, provide good welding properties, and have good corrosion resistance properties. The reconditioning of the machine parts as an element of the general technological process of machine maintenance has some characteristics which differentiate if from the other stages (disassembly, cleaning, inspection, completing, assembly, testing and painting). The maintenance and reconditioning industry includes various methods, technologies and equipment for reconditioning of worn-out machine parts. Today, it is possible to remove practically all defects with few exceptions. The restoration of the geometric sizes and / or the shapes of working surfaces of worn machine parts can be performed by various methods: application of various metallic or nonmetallic coatings (build-up welding, electrolytic, electrophysical, polymeric and other coatings) or using repair sizes, additional machine parts, redistributing the material on the worn out machine parts, etc. [2,10, 13,14]. The most machine parts in the equipment for agricultural, automotive / tractor, transportation and road construction industries are of small sizes of 20… 50 (100) mm and worn values of 0.1… 1.0 mm. They work with high loads and these loads vary during the operation in terms of value and character of interference [8, 9]. Because of this, the reconditioning of large part of the worn machine parts in today’s equipment can be performed by electrolytic plating. By appropriate selection of the reconditioning coating it is possible to increase significantly the durability and reliability of the worn machine parts. With the reconditioning of the machine parts, extension of the life cycle of the products can be achieved and this is a perspective area to achieve significant cost saving for materials, energy and environment protection. EXPOSITION Currently, method of testing of inter-industry changes in galvanic coatings and technological processes is used. Together with the major customers of galvanic production, new customers emerge, for example in medical equipment industry, microgalvanic plating, - 53 -

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nanotechnology, which have their abilities. The composite coatings in modular multi-layers of control compositions discover perspectives for new composite materials as well as composite coatings with modified properties achieved using solids injected into the coatings [8, 7]. The contamination resistant surfaces and reviving cadmium coatings are of such interest. The electrolytic plating of metals as before represents modification method for the technical surfaces which gives various capabilities. Currently, this method is used combined with other earlier methods discussed as contrast methods. The surface treatment in the medical equipment area is a complex but very promising areas. Three types of coatings are differentiated according to the requirements for the operation features of the machine parts: • Protective – used to provide corrosion protection for the machine parts in various aggressive environments. • Protective and decorative – used for decorative purposes and together with this function, they protect the machine parts against corrosion. • Special – used to provide special properties of the machine part surfaces (wear resistance, solderability, hardness, electrical insulation and magnetic properties, etc.). In some cases, the galvanically reconditioned machine parts show higher cost efficiency than these reconditioned by other applicable methods. Of the large number of electrolytic coatings in maintenance industry, mainly the chrome plating, steel plating, nickel plating and in some cases, copper plating and tin plating are used. Application of reconditioning electrolytic coatings is a perspective method for reconditioning of worn-out machine parts and it has a number of advantages compared to other methods: • Possible application of reconditioning coatings of exact thickness and high uniformity. • Possible application of reconditioning coatings on machine parts of various materials. • Possible restoration of the machine part sizes without additional machining. • Does not provoke thermal deformations or phase conversions in the machine parts. • Possible simultaneous reconditioning of groups of machine parts. • Possible application of composite coatings of various metals and alloys without intermediate machining. • Possible application of coatings on machine parts of complex configurations. • Possible restoration of the sizes and shapes of worn machine parts and improving the frictions and physical and chemical properties of these machine parts. The reconditioning electrolytic coatings show great diversity and they can be classified according to their various properties: coating composition; properties and method of application. According to their compositions they can be separated into the following groups: single metal coatings, coatings of alloys of two and more metals, composite coatings, conversion coatings, polymeric coatings. In Europe, the use of some metals is prohibited. In electroplating industry, this prohibition is applicable for the processes of six-valence chrome plating which encourages the development of alternative methods. For example, in the commercial process, the use of silanes is registered and these are described as polymeric coatings of zinc with titanium and zirconium chlorides. However, the application of nanoceramic coatings, including zinc silanes, does not include the whole spectrum of the use of the chromium plating processes using chrome compounds. The correct working method is to provide investigations for the efficiency of any of the methods in each case. As first application, coatings of pure metals: chrome, iron, nickel, zinc, copper (Cr, Fe, Ni, Zn, Cu, etc.) are used for reconditioning of worn machine parts.

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Chrome plating is one of the oldest galvanic processes used during the reconditioning of worn machine parts [2, 3, 5, 8, 10, 13, 15, 16]. Chrome plating is used for protective and decorative applications. In case of replacement of the sulphate with chloride in chromecontaining electrolytes, the current output is increased; however in this case, the anode corrosion is increased. In order to increase the corrosion resistances of the lead anodes, 2.7 % Sn, 2.5 % Zn, and 0.8 % Fe shall be included in the content. The whole spectrum of the required properties of hard chromium coatings is not possible to be provided using competitive methods and therefore one must not rely on the refusal to use hard chromium coatings [7, 11]. American authors keep other opinions that the chrome coatings will be replaced by chemical nickel coatings or hard powder coatings WC / CoCr. Friction properties of the chromium coatings in the chromium plating processes can be adjusted by modifications of the process parameters (temperature and current density) which impact the surface morphology. Pipes, bars, shaped products can be plated with hard chrome if they are connected mechanically and electrically. If we string together the piston rings for chromium plating on a bar the high length of the electrical contact between the rings would have an impact on the internal current resistance. Mechanisms for releasing chrome from chromium solutions of oxide or phosphate base are investigated. If is defined together with very complex processes and kinetic relationships which can be described using mathematical models. The current density and bath temperature have large impact on the chrome plating process and deposition quality. The increase in the current density increases the current output and the increase in the temperature decreases it. To achieve quality chromium depositions it is necessary to maintain certain ratios between the current density and temperature. The parameters of the pulse mode and temperature impact on the hardness and carbon content in the hard chromium coatings. According to the used electrolyte and electrical plating mode, shining, milk, grey and porous coatings with desired friction properties can be achieved. The milk coatings have comparatively low hardness – approximately 400 to 600 HB. They are characterized also with that they are sufficiently ductile and wear resistant. No cracks present on their surfaces. The shining coatings have high hardness (600 to 900 HB), wear resistances, porosity, significant brittleness and have thin fibre-like micro-cracks. The mat coatings have low wear resistances and very high brittleness and hardness (900 to 1200 HB). Most suitable for reconditioning of worn machine parts are the shining coatings because of their high densities, wear resistances and reliable connection with the base material. The plating rate during the chrome plating process is comparatively low (0.02… 0.04 mm/h) because of the lower current utilization rate (13 … 18 %) and the maximum thickness of the reconditioning coating is comparatively low (01 .. 0.3 mm). There is also another type of chrome plating used for machine parts operated frequently in boundary friction conditions. This is the porous chrome plating. Its main advantage in comparison with smooth (hard) chrome is that it retains the lubrication layers well. This prevents the machine parts from dry and boundary friction and increases their wear resistance. The porous chrome is achieved using combination of high current density and low temperature. The precondition for the production of pores is the presence of micro-cracks in the ordinary coatings. In case of additional anode treatment, they are widened and deepened resembling channels. Iron plating is also widely used for reconditioning of worn machine parts [2, 3, 5, 8, 9, 10, 12, 13, 16, 17]. The iron reconditioning coatings have high hardness values (6500 … 7000 MPa) and high wear resistance especially in the boundary lubrication conditions. This is explained with needle-like crystal structure and fast formation of oxide films during the friction process. There are several reasons for the increased interest to the iron plating. The electrolyte iron can be achieved easily – from available materials at low cost. It can be plated as a hard metal (5000 … 6500 MPa) which during the heat treatment will be converted into soft and ductile material. The physical and chemical properties of the coatings can vary

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widely according to the electrolysis conditions. The iron surface can be carbon plated, boron plated or nitride hardened. The electrolyte iron can be easily welded, plated on cast iron, copper, steel and other metals could be plated on it. The plating rate is one of the highest among the electrochemically achieved metal coatings: 0.2… 0.4 mm/h. During the recent years, the interest to the electrolytic iron increases because of its high wear resistance in boundary lubrication conditions. The chloride and sulphate electrolytes are most commonly used for application of electrolyte iron. The electrolytes are produced from available materials and at low cost, 6 to 7 times lower than these for chromium plating. For example, we can produce chloride electrolyte for iron plating by dissolving swarfs of soft steel in hydrochloric acid. An advantage is the application of this method for removal of process rejected material during machining of machine parts and also for removal of 1.2 – 2 mm wear layers, restoration of clearances in movable joints, strengthening working surfaces, etc. The application of thick coating is cost-effective in case of large and expensive machine parts. Another advantage of the iron plating is the significantly lower harmful properties of the electrolytes due to the lower risk of the presence of iron ions in waste water since they can present in dissolved condition only in acid environment. The typical acidity of the waste water results in formation of deposits of iron hydroxides which allows easy removal of them by deposition and filtering. The various metal and metal oxide coatings have significant impact in the general system for protection of machine parts and machine parts against corrosion. The physical / chemical and operational properties of the iron reconditioning coatings can vary widely according to the electrolysis conditions and environment. The following are the uses as main control parameters of iron plating process: current density (Dk, A/dm2); electrolyte temperature (t, °C), electrolyte acidity (pH); concentration of iron ions in the electrolyte (CFe). In case of low current densities, high electrolyte temperatures and concentrations, soft and elastic coatings can be achieved. With the increase in the current density and decrease in the electrolyte temperature and concentration, the hardness and wear resistance of the coatings increase. The plating mode must be selected according to the working conditions for the reconditioned machine part. Particularly perspective area for control of the physical and chemical and operational properties of the achieved coatings is the use of alternate and pulse current and with the adjustment of current parameters, coatings with required (preset) structure and properties can be achieved. The electrolytic coatings of nickel, zinc and copper are used in protection and decorative applications and as technological substrata for reconditioning of worn machine parts [2, 3, 5, 7, 8, 10, 12, 13, 16, 17, 18]. For application of such coatings, mostly simple electrolytes based on mineral acids are used. Normally, the electrolytes contain the following components: metal salt (chloride, sulphate, boron-fluoride etc.), substances increasing the electrical conductivity of the electrolyte, substances stabilizing the acidity of the electrolyte, substances improving the solubility of the anodes and shining generators. In the maintenance practice, nickel plating is used as auxiliary or primary coating. In the first case, the nickel plating is used to create substratum before the chrome plating and in the second case it is used as an anti-corrosion measure. The thickness of the nickel coating with which the poreless layer is achieved depends on many factors (coarseness of the machine part, type of the electrolyte, etc.) and normally it must not be higher than 20 … 30 μm. In order to save the expensive and scarce nickel, normally composite coating is applied together with the copper which forms poreless coatings. The most common variants are: Ni-Cu-Ni (3 µm - 25 µm - 10 µm); Ni-Cu-Ni-Cr (3 µm – 25 µm – 10 µm – 1 µm) [3]. The Nickel coating of high hardness has good wear resistance and it is used for reconditioning of worn-out

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machine parts. The galvanic nickel coatings encourage the improvements of the soldering ability of the ceramic and metal machine parts. The operation life of the cutting tools increases after thermal / chemical and PVD treatment and also the operation life of the tools which give the shapes after coating by diffusion method. The ceramic coatings improve the friction properties of the aluminium. Large micro-structured moulding tools (e. g. micro dosers for liquids), for manufacturing complex plastic machine parts, are achieved using galvanoplastic application of nickel [7]. Hard electrolyte nickel plating is used for reconditioning of machine parts with surface hardness not higher than 400 HB. It is used for bearing beds and their dimension shall be converted to normal dimensions. This implies that the nickel plating can be used together with the chrome plating. The hardness of the nickel coating depends mostly on the electrolyte temperature, acidity and phosphorus content in the deposited metal. The hardness increases with the decrease in the temperature and with increase in the acidity [8]. Chemical nickel plating is widely used because of its many of advantages. Subject of this study is the deposition of nickel – chrome – phosphorus alloy which must replace the corrosion protecting and decorative nickel – chrome coatings. Many authors discuss the issues for producing chemical nickel coatings without lead or cadmium contents [6, 7]. The nanocoatings of nickel – molybdenum – boron and cobalt – molybdenum – boron achieved by recovering dimethyl boron are interesting. The corrosion resistant iron – zinc alloy is achieved by contact method with joining cupper substrata to aluminium strips. A process is designed and it can be used in practice. A patent should be mentioned where the metal and recover solutions are separately plated as powders on the substrata surface where they interact between each other. The nickel deposition process itself is not studied completely yet. The chemical deposition of nickel is possible only on metals which are catalytically able to impact on the nickel ion recovery reaction. Such metals are nickel, iron, aluminium, etc. Nickel can deposit on other metals using intermediate stratum, e. g. iron or the metal shall be activated in any other way. Electrolytic copper plating is applied in case of reconditioning of worn bronze machine parts and application of substratum in decorative protecting chrome plating, nickel plating and a number of special cases [8]. The use of copper strata in chrome and nickel plating reduces the porosity of the composite coatings and labour costs of preparation operations. The advantages of the electrolytic copper plating include the availability and cheapness of the components. The bath is characterized with stable operation; however, the essential disadvantage of the method is that the adhesion of the copper coating to the steel or cast iron surface is very low. The fact by which this disadvantage can be explained is that in the time of submerging of the steel part in the bath, a thin copper layer is deposited on it with loose and porous structure which cannot act as a base for deposition of the electrolytic copper. This disadvantage could be eliminated using copper plating on the machine part firstly in cyanic electrolytes. Zinc coatings. The investigations in the area of depositions of zinc and its alloys are used as a basic corrosion protection and they are applied mainly for protection of machine parts of ferrous metals against corrosion (screws, nuts, equipment operated in aggressive environments, as a substratum for light paint coats, etc.). In order to increase the corrosion resistance of Zn the coatings can be chromated or phosphated. The advantages of the electrochemical application of zinc coating compared to other methods (submerging into meted Zn, thermodifussion, gas-flame) are the following: high Zn purity, higher corrosion resistance due to the high purity, low material consumption and possibility for exact adjustment of the coating thickness, good mechanical properties [8]. Copper coatings are not used independently in protecting and decorative applications but in combinations with other coatings. The disadvantage of the sulphate electrolyte for

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copper plating is that in case of submerging iron machine parts in the electrolyte, contact, and release of Cu takes place and Cu shows low adhesion with the base material. In order to prevent such processes, thin nickel substratum shall be applied as a rule or cyanide or boron fluoride electrolyte for copper plating shall be used. The copper coatings can be used for protection of the machine parts against carbon pick up during cementation (48… 60 μm), as a substratum during reconditioning of bronze machine parts (0.1… 3.0 mm) with subsequent application of antifriction coating, for protection of the machine parts against fretting wear (15 … 25 μm), etc. [8]. Conversion coatings are non-metallic coatings achieved by conversion of the external atomic layers on the metal surface of the machine parts into new, non-metallic forms with properties different from the main surface properties [2, 7, 8, 10]. These coatings are achieved chemically or electrochemically (anodizing, oxidation, phosphatizing, sulphatizing, etc.). During reconditioning of the machine parts, these coatings are used to provide protection of metals against corrosion and to improve the properties of the reclaimed working surfaces. Anodizing of the aluminium and its alloys is most commonly used method. The achieved coatings are required to improve the wear resistance, anti-fretting properties, corrosion and thermal resistance and also as a substratum for application of other electrolytic coatings. As a result of comparison between various methods of phosphating, technological differences are found for the processes and also different properties of the achieved coatings – amorphous and crystalline. In order to simplify the mixture with the concentrates with phosphating, these must be prepared as water soluble dry mixtures. The corrosion protection of the phosphate coatings can be improved using subsequent submerging of the main chrome compound and formation of complex compound with phosphates. As preliminary treatment prior the application of the varnish coating, a process based on the zirconium compounds is proposed to be replaced by three-cationic phosphating. In the proposed treatment method using zirconium and vanadium compounds in lowered temperature is possible to use also titanium. Composite electrolytic coatings are produced for the first time in the beginning of 1920s. These coatings consist of metal matrix (electrolytic coating) with included up to 30 … 40 % metal powders, oxides, carbides, nitrites, boronides, compounds with layered structures (mica, graphite,), polymeric powders, etc. [1, 2, 8, 12, 13]. The powder inclusions in the coating increase the coating wear resistance and anti-friction properties dramatically. The composite coatings are achieved using electrolytic suspensions composed of liquid phase (electrolyte) and solid phase (powder-like material). During the mixing of the two phases, adsorption interaction takes place between these phases with which certain charge is transferred to the powder particles (most often negative charge) and the particles are injected in the produced coating. The produced coatings are used for reconditioning and increasing the resource of machine parts operated in sliding friction conditions. One of the modern areas in the reconditioning of the machine parts using electrolytic coatings is the achievement of reconditioning alloyed coatings. During the production of electrolytic alloys we can control the physical / chemical and mechanical properties of the coatings in higher degree which we could hardly achieve with other types of coatings. Often, the properties of the produced electrolytic coatings are different from these of the metallurgically produced alloys [8]. According to the number of metals, they can be: double-, triple- and multi-component alloys. The properties of many of the alloys with known recipes [2, 4, 5, 8, 15, 16, 17, 18] are insufficiently studied which prevents their wide application for reconditioning and preventive plating of machine parts.

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According to their designation they can be as follows: • Wear resistant alloys (Fe-Ni, Ni-Cr, Fe-Cr, Co-Cr, etc.); • Anti-friction alloys (Pb-Sn, Pb-In, Pb-Cu, Pb-Ag, Sn-Sb, Sn-Cu, Zn-Fe, etc.); • Anti-corrosion alloys (Zn-Cd, Cu-Zn, Cu-Sn, Zn-Fe, Zn-Ni, Pb-Sn, etc.); • Protecting and decorative alloys (Ni-Co, Ni-Zn, Ni-Cd, Au-Cu; Au-Ni, etc.); • Alloys with magnetic properties (Ni-Co, Ni-Fe, Fe-Co, etc.) CONCLUSIONS The electrolytic reconditioning coatings are highly varied and they can be classified by various their properties using wide spectrum of machine parts to be reconditioned. Very often, the chromium plating and iron plating are used as reconditioning coating because of the possibility to apply very hard and very wear resistant coatings without disturbing the structure of the base metal. The alloyed and composite electrolytic coatings have special methods of application enabling significant improvement of the physical / mechanical and friction properties of the reclaimed machine parts. However they should be studied in detail. REFERENCES [1] Borodin I.N. Poroshkovaya galvanotekhnika. M.: Mashinostroenie, 2000. - 240 s. [2] Vasilev V., Kangalov P. i dr. Tekhnologiya na vŭzstanovyavane na detaĭlite. Ruse: RU “An.Kŭnchev”, 1996. [3] Vyacheslavov P.M. Novye élektrokhimicheskie pokrytiya. L.: Lenizdat, 1972. – 264 s. [4] Vyacheslavov P.M. Élektroliticheskoe osazhdenie splavov. L.: Mashinostroenie, 1986. 112 s. [5] Dasoyan M.A. i dr., Tekhnologiya élektrokhimicheskikh pokrytiĭ. — L.: Mashinostroenie, 1989. - 391 s. [6] Berezin N.B. i dr. Élektroosazhdenii metallov i silavov iz vodn’kh rastvorov kompleksn’kh soedinenieĭ Kazan’ KGTU 2006g. [7] Elinek T.V Uspekhi gal’vanotekhniki. Obzor mirovoĭ spetsial’noĭ literatur’ za 20072008g. [8] Kangalov P., Sŭstoyanie i razvitie na elektrolitnite metodi za vŭzstanovyavane na iznoseni detaĭli. Nauchni trudove na RU, tom 53, seriya 1.1, Ruse, PB pri RU, 2014, str. 218...222, ISSN:1311-3321 [9] Nikolov M.I., Stoyanov V.A. Opolzotvoryavane na resursite pri poddŭrzhaneto i remonta na mashinite. Ruse: RU “Angel Kŭnchev”, 2014. [10] Pletnev D.V., Brusentsova V.N. Osnovy tekhnologii iznosostoĭkikh i antifriktsionnykh pokrytiĭ. M.: Mashinostroenie, 1968. – 272 s. [11] Penkin A.S., Penkin N.S., Serbin V.M. Osnovi tribologii i tribotekhniki .Moskva: “Mashinostroenie” 2008 [12] Stoĭkov S.N., Stoyanov V. Vŭzstanovyavane na detaĭlite chrez pozhelezyavane. Ruse: VTU «Angel Kŭnchev» 1988. [13] Stoĭkov S.N. Tekhnologiya na remonta na avtomobilite. Ruse: VTU „ Angel Kŭnchev“, 1986.- 348 s. [14] Shadrichev V. A. Osnovi na tekhnologiyata na avtomobilostroeneto i remonta na avtomobilite . S.: Tekhnika 1981 [15] Shadrichev V. A. Osnovy vybora ratsional’nogo sposoba vosstanovleniya avtomobil’nykh detaleĭ metallopokrytiyam. M.: Transport 1962.

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[16] Brener A. Electrodeposition of Alloys. — New York : Academic Press , 1963 .— v.1 , v.2 [17] Safranek W.H., The properties of electrodeposited metals and alloys. Elsevier, NY 1986. [18] Schlesinger M., Paunovic M. Modern Electroplating – New York : John Wiley & Sons, Inc., 2010 CONTACTS Desislava Beleva, Department of Repair and Reliability, Agrarian and Industrial Faculty, University of Ruse, 8, Studentska Str., 7017 Ruse, Bulgaria, e-mail: dbeleva@uni-ruse.bg

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Possible Examples to Improve the Quality and Safety Standards on Emergency Medical Service Stations Zamed, Ltd. Komárno Gabriel Poló, Zuzana Csillagová, Martin Baláž , Plamen Kangalov, Dušan Nógli, Maroš Korenko

Abstract: This article and the basic points of the new instrument to control and ensure the soundness of individual parts of an emergency vehicle in terms of technical, technological and medical. We have underpinned the key elements of technical books, potential problems that were found during routine inspections as well as examples of further evaluation of quality tools. These quality tools can be, eg .: FMEA analysis that we can significantly help further resolve any issues with these technical issues. Keywords: FMEA analysis

INTRODUCTION: Nowadays the regular inspections are technical and medical condition of ambulances is very important as in direct action to save human life must all of ambulances operate fully. Based on these initiatives it is very important that all components underpinned direct control by means of several instruments with quality and technological functionality. These parts can include: technical books control sequence ambulances and verification tables that are used to effectively underpin any deviations respectively. current problem identified on medical devices and on their own ambulances. MATERIALS AND METHODS The following pages we will represent the sequence of the newly formed party technical books control activities outpatient reliability and cabin of an emergency vehicle. More detailed branching is possible in case of problems can be disclosed in the notes and on the ground carried out using FMEA score of the technical issues and the possibility of optimizing the search for solutions to these problems. These practices can contribute significantly to the efficiency and especially the EMS crew safety during the journey to save lives.

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Table 1: First part of the table for the new sequence control for the ambulance car and its medical device TDS, preventive and operational control - regular verification of parts of the vehicle and its equipment Week:

Name and signature:

Station:

Date:

The resulting report specific technical vehicle parts * Technical, electrical and operation of the vehicle Tires and operational control Tread (min. 4 Pressure (min. of the front and rear mm) 3,8bar) axles of the vehicle: LF RF RR LR LF RF RR LR

Operating status glasses

Working fluids

Bodywork Engineering and technological part of the vehicle Motor status

Cooling system

Braking system

Transmission system

Glass patient care cab glass Motor oil Brake fluid Coolant Screen washers Technical condition Damage Stickers Rear-view mirrors Utility Shot Tightness engine Utility Tightness Effectiveness Brake response Tightness Handbrake function Sequencing Fluency seq. degrees

The current state is satisfactory? (Indicate satisfactory answer) !!!

Technician was informed about the Technical problem? (Indicate Note for the satisfactory answer) vehicle parts !!!

YES YES

NO NO

YES YES

NO NO

YES YES YES YES YES YES

NO NO NO NO NO NO

YES YES YES YES YES YES

NO NO NO NO NO NO

YES YES YES

NO NO NO

YES YES YES

NO NO NO

YES YES YES

NO NO NO

YES YES YES

NO NO NO

YES YES YES YES YES YES

NO NO NO NO NO NO

YES YES YES YES YES YES

NO NO NO NO NO NO

YES YES

NO NO

YES YES

NO NO

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Tab. 2: Second part of the table for the new sequence control for the ambulance car and its medical device

Electronics and software of the vehicle

The outpatient clinic vehicles

Compulsory car equipment

Front lights Rear lights Status light vehicles Direction indicators Fog lights Outdoor lighting space Spare bulbs H7, H1, 5W, 21W, park. Spare fuses front Status warning light rear signaling mask Status alarm will sound State controller (panel) beeper Lights dashboard (functions, readability) Error Messages vehicles Heating: functionality Cabin: functionality Air condition Patient care: functionality Recharging the battery: charging functionality stretcher vehicle chassis transport chair Transport technology Slip platform and locks tilting dampers The functionality of the side seat Inspection and tightening of bolts, general maintenance Control function and status of all outlets Lighting control patient care Dependent heating Independent heating Recharging the battery patient care Status of external power socket Functionality ceiling fans Checking for leaks oxygen line Functionality and tightness of the quick Visual control Checking patient care buildings functional check Backup wheel jack FIRST AID KIT tow rope

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YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES

NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO

YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES

NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO

YES NO YES NO YES YES YES YES YES YES

NO NO NO NO NO NO

YES YES YES YES YES YES

NO NO NO NO NO NO

YES NO YES NO YES NO YES NO YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES

NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO

YES YES YES YES YES YES YES YES YES YES YES YES YES YES YES

NO NO NO NO NO NO NO NO NO NO NO NO NO NO NO

Agricultural, Forest and Transport Machinery and Technologies (ISSN: 2367â&#x20AC;&#x201C; 5888) Volume III â&#x20AC;&#x201C; Issue 1, 2016

Tab. 3: Third part of the table for the new sequence control for the ambulance car and its medical device

Vehicle documents

STI EC Motor Insurance vehicle registration

YES YES

NO NO

YES YES

NO NO

YES

Part for describing the identified defects, damage, and notes detailed examination

The failure to make an emergency vehicle control:

Date: Name:

Checks by the station a missed for the following reason (List all reasons) !!!

Signature: Shortcomings that our technicians during inspection workbook: Checks by the responsible engineering stations (List all deficiencies) !!!

Date: Name: Signature:

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RESULTS AND DISCUSSION All this important information we can use in preparing an effective FMEA, which can greatly contribute to optimize and above all improving the quality and safety of the current status of ambulances and medical devices. The Risk Priority Number (RPN) methodology is a technique for analyzing the risk associated with potential problems identified during a Failure Mode and Effects Analysis (FMEA) – as we can see on the Fig. 1 and a specific example on the Fig. 2

Fig. 1 . Generic five point Severity scale

Fig. 2 This is an example of a Failure Modes and Effects Analysis (FMEA) for a hypothetical automatic external defibrillator. FMEA is used to evaluate the risk profiles of use errors

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CONCLUSION As we have seen, so we approached this Article Assessing the Quality and reliability are the ambulances and for medical devices in the company ZaMED. Were shown examples of internal ambience of the (technical control table) as well as an instrument of quality and safety FMEA. This combination can significantly improve the quality, safety and comprehensive features all the cars and medical equipment. All these things can help to the drivers of the ZaMED ambulance cars to save lifes.

Fig. 3. Illustration about the ambulance of ZaMED – the FMEA analysis can improve on a higher level the actual technical status of the ambulance and its medical devices ACKNOWLEDGEMENT Supported by the Ministry of Education of the Slovak Republic, project KEGA no. 035SPU- 4/2014 'Integrating innovative trends in metal machining, metrology and quality management in university studies' REFERENCES [1] Examining Risk Priority Numbers in FMEA. 2016. [Online] [cit. 2016-06-26]. [2] Available on the Internet: http://www.reliasoft.com/newsletter/2q2003/rpns.htm, [3] Galery of ZaMED ambulances, Ltd. Komarno. 2015. [Online] [cit. 2016-06-26]. Available on the Internet: http://www.zamed.sk/sanitky-galeria/, [4] Internal technical informations of ZaMED ambulances, Ltd. Komarno, [5] The Consequence of Ignoring Medical Device Usability. 2016. [Online] [cit. 2016-0626]. Available on the Internet: http://uxpamagazine.org/total-recall/. [6] Máchal, P. - Beloev, H. – Kročko, V. 2013 Proektnoe upravlenie, 1 vyd. -- Ruse : Izdateľskij centr na Rusenskogo universiteta im "Angela Kynčeva", 2013. 160 p. ISBN : 978-954-8467-95-7.

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Agricultural, Forest and Transport Machinery and Technologies (ISSN: 2367– 5888) Volume III – Issue 1, 2016

[7] Žitňanský, Ján - Kročko, Vladimír - Polák, Pavel. Technická spôsobilosť procesov. 1. vyd. Nitra : Slovenská poľnohospodárska univerzita, 2013. 169 s. ISBN 978-80-5521110-7. [8] Álló, Štefan - Kročko, Vladimír - Ibriksz, Tamás - Mareček, Jan. Detection of corrosion resistance of components in cyclic salt spray. In Acta Universitatis Agriculturae et Silviculturae Mendelianae Brunensis. ISSN 1211-8516, 2015, vol. 63, no. 1, s. 9-13 (2015). [9] Bujna, Marián - Beloev, Christo Ivanov. Tools of risk management in production processes. 1st ed. Ruse : Angel Kanchev University of Ruse, 2015. 105 s. ISBN 978-954712-654-1. [10] Kaplík, Pavol - Prístavka, Miroslav - Bujna, Marián - Viderňan, Ján. Use of 8D method to solve problems. In Advanced Materials Research. ISSN 1022-6680, 2013, vol. 801, special iss., p. 95-101 (2013). [11] Bujna, Marián - Prístavka, Miroslav - Kaplík, Pavol. Impact of insufficient cleaning on the quality of molybdenum layer applied by thermal spraying. In Advanced Materials Research. ISSN 1022-6680, 2013, vol. 801, special iss., p. 35-40 (2013). [12] Kučera, Marián - Bujna, Marián - Korenková, Marcela - Haas, Peter. Possibilities of using ecological fluid in agriculture. In Advanced Materials Research. ISSN 1022-6680, 2014, vol. 1059, special iss., s. 61-66 (2014). CONTACTS Gabriel Poló, Department of Quality and Engineering Technologies, Faculty of Engineering, Slovak University of Agriculture in Nitra, Tr. A. Hlinku 2, 949 76 Nitra, Slovakia, e-mail: xpolo@is.uniag.sk Zuzana Csillagová, Department of Quality and Engineering Technologies, Faculty of Engineering, Slovak University of Agriculture in Nitra, Tr. A. Hlinku 2, 949 76 Nitra, Slovakia, e-mail: xcsillagova@is.uniag.sk Martin Baláž, Department of Quality and Engineering Technologies, Faculty of Engineering, Slovak University of Agriculture in Nitra, Tr. A. Hlinku 2, 949 76 Nitra, Slovakia, e-mail: xbalazm4@is.uniag.sk Plamen Kangalov, Department of Repair and Reliability, Agrarian and Industrial Faculty, University of Ruse, 8, Studentska Str., 7017 Ruse, Bulgaria, e-mail: kangalov@uni-ruse.bg Dušan Nógli, Department of Quality and Engineering Technologies, Faculty of Engineering, Slovak University of Agriculture in Nitra, Tr. A. Hlinku 2, 949 76 Nitra, Slovakia, e-mail: xnogli@is.uniag.sk Maroš Korenko, Department of Quality and Engineering Technologies, Faculty of Engineering, Slovak University of Agriculture in Nitra, Tr. A. Hlinku 2, 949 76 Nitra, Slovakia, e-mail: maros.korenko@uniag.sk

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