STUDY ON THE METHOD OF GRAIN HARVESTER HOPPER UNLOADING AND FULL HOPPER SIGNALLING USED

The paper presents a study on the method of grain harvester hopper unloading and the full hopper signalling used. The studies were conducted on 42 farms. Of these, it was found that only 9% of the farms were unloaded on the move, in the remaining 91% the harvesters unloaded at standstill. It has been found that on the studied farms harvesters used the following types of full hopper signalling: no automatic signalling (signalling by stopping and opening of the unloading screw) - 8%; with one level of automatic signalling - 6%; with two levels of automatic signalling - 73%; do not use signalling, but go out for unloading at the end of the field after filling the hopper - 13%. Harvesters that had to alert the vehicle for full grain hopper were a total of 62, 84% of which having two levels of automatic signalling, 6% with one level of automatic signalling and 10% without signalling.

STUDY ON THE EFFECT OF THE TYPE OF FULL HOPPER SIGNALLING USED IN GRAIN HARVESTERS ON THE TIME FOR THE GRAIN HOPPER UNLOADING

The paper has established the length of the time for unloading hoppers in harvesters using a different signaling mode for full hopper: without automatic signalling - 245.35 s; with one level of automatic signalling - 224.5 s; with two levels of automatic signalling - 208.82 s and for harvesters unloading in the vehicle located at the end of the field - 301.46 s. Dispersion analysis has been carried out proving the effect of the type of signalling for full hopper used on the total time for unloading the hopper at a significance level of a = 0.05. Through it the interaction between the factor: type of signalling used on the time for unloading the hopper tp has also been established.

Paper 5: Guided Buses on Segregated Ways

Throughways is the name given to an urban rapid transit system that is based on the use of standard buses operating on ordinary urban roads for part of the route and on reserved tracks, either at ground level or as elevated structure, on sections of routes where traffic congestion would ordinarily restrict the speed and make it difficult to predict schedules. On the reserved tracks the buses are automatically steered by a guidance unit. By this means narrow tracks can be used, and the buses can keep up a higher average speed (which is largely independent of weather) than would be possible with manual steering. The system includes automatic signalling equipment, to ensure safe merging of buses from lay-bys and feeder routes into a main stream operating at high density. This is intended not only to help maintain high schedule speeds and high capacities, even in bad weather or poor visibility, but also to reduce braking and acceleration rates, thus contributing to passenger comfort.