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Dimensional control devices

Dimensional control devices (KGU), signaling about cargo that has gone beyond the permissible dimensions along the route, are a wire circuit along the outline of dimension C, mounted on reinforced concrete racks. All trains pass through such a circuit, installed in front of a bridge or tunnel. If the cargo on the train goes beyond the outline of the gauge, the control wire of the KGU breaks. An electrical current is generated through the test wire.

a signal circuit with a control relay, usually located at the station. If the wire breaks, the control relay is de-energized, causing the warning alarm (bells and lamps) to turn on at the station, and the red lights on the traffic lights enclosing the bridge turn on.

The outline of the control wire contour is taken from the condition of fencing structures that meet the C gauge. This ensures the unhindered passage through the KSU of all trains without speed restrictions with cargo of all permissible degrees of oversize.

The outline of the control wire contour can be changed if necessary (for example, in the case of fencing oversized structures). This is achieved by using the dimensions of fastening elements that determine the geometry of the control contour.
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The control circuit is secured using lugs on the consoles (see figure). The consoles, in turn, are attached to free-standing racks (reinforced concrete centrifuged contact line supports) or supports with a rigid cross member.
In sections with electric traction, the contact network and current collectors do not allow laying the control circuit along the upper edge of the rolling stock, so it covers one side of the train with control (see figure). A similar device is installed to control the other side of the train.

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The control wire is fixed on the end consoles, and on the intermediate ones it passes through the tips. The stability of the entire circuit is ensured by the tension of the load. With a control wire with a diameter of 1.0-1.5 mm, the load should create a tension of 6 to 15 kg.
To lead the ends of the control wire into the warning circuit, a protective pipe and cable box are mounted on the rack.
Installations of control and dimensional devices were developed by the design bureau of the Main Directorate of Signaling and Communications of the Ministry of Railways (KB TsSh) in the following versions: I , II , III - for railways without electric traction; I e, II e, She - for railways with electric traction.
Options I and 1e are intended for inter-track widths of 5600 mm and more, II and II e - from 4950 to 5600 mm; III and III e – from 4100 to 4950 mm.
Since the CGU must provide notification of the approach of a train with cargo exceeding the permissible size, then, in order to stop the train in a timely manner and take measures for its safe passage, the CGU must be installed in front of the entrance traffic lights of the station adjacent to the section with a bridge or tunnel . The boundary signal should be an exit traffic light. If the control wire at the KGU breaks, the corresponding output traffic light should be closed to a red signal, and if it was not open, then blocked in the closed position.
In order for the driver to timely perceive the overlap of the permit signal to red and stop the train at the output signal, the CGU must be installed in front of the entrance traffic light at a distance of the maximum length of the loaded train, increased by 150-200 m. The installation location of the CGU must be determined by commission.
CGUs should be located on both sides of the bridge (or tunnel). On double-track sections, they are installed one on each track on the side of the correct direction of train movement.
If you use power sources located at the installation site of the KGU (warning traffic light or automatic blocking traffic light), then the circuit for switching on the control and dimensional relay KG can be elementary simple (the relay is a two-wire linear circuit, the control wire of the KGU and the plus and minus of the power source). But the matter is complicated by the fact that in this case it is desirable to have a separate power source, isolated from the main circuit. It is advisable to have a low voltage source, since there may be short circuits in the control wire circuit. Taking this into account, KBC111 recommends using a circuit with alternating current power supplied from the station via the control circuit (Fig. 58). In this circuit, a voltage of 220 V is supplied to transformer Tr{ (type PT-25A), reduced to 60 V, through the control relay KG (ANSh2-1600) and capacitor C1-16 uF is supplied through the control circuit to transformer Tr2 (DTM-A) . From its secondary winding, a low voltage (up to 1 V) through a selenium rectifier and a control circuit is supplied to relay 2KG (NR2-2). If the circuit is working properly, relay 2KG is energized. Its contact in the linear circuit is shorted to resistor R1 and diode VVS. As a result, a direct current component circulates in a linear circuit. From the action of the last relay 1KG attracts the anchor. If the circuit breaks, the 2KG relay releases the armature and breaks the diode circuit. Relay 1KG also releases the anchor and turns on the alarm (KGL light and bells ZV1 - on the remote control and ZV2 - external). By pressing the B button, calls can be turned off.
Relay 1KG with its contact breaks the control circuit of the signal relays of the output traffic lights. Fuses Pr2 and PrZ protect devices when overloads occur, but their main purpose, as well as fuses Pr4 and Pr5, is to have convenient switches for individual circuit elements.

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