Railway train stopper operating under blast furnace tap hole

Abstract

The present application belongs to the technical field of train parking under high temperature environment, and discloses a railway train parking device working under the blast furnace tapping hole, which comprises a transmission mechanism, a reciprocating driving assembly and two brake rails. The transmission mechanism comprises a first transmission rod, a second transmission rod and a plurality of cross assemblies, the cross assembly comprises a first booster arm and a second booster arm, the first booster arm and the second booster arm are rotationally connected at the cross, the first booster arm is provided with a first guide part extending along the length direction of the first booster arm, the first transmission rod is rotationally and slidingly connected to each first guide part, the second booster arm is provided with a second guide part extending along the length direction of the second booster arm, and the second transmission rod is rotationally and slidingly connected to each second guide part. The reciprocating driving assembly is provided with a first connecting section and a second connecting section, the first booster arm is provided with a third guide part extending along the length direction of the first booster arm, the second booster arm is provided with a fourth guide part extending along the length direction of the second booster arm, and the first connecting section is rotationally and slidingly connected to the third guide part.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of train parking technology in high temperature environment, and particularly relates to a railway train parking device working under the blast furnace tap hole. BACKGROUND

[0002] In order to adapt to the high temperature environment under the blast furnace tap hole, the existing parking device cancels the traditional high-temperature-resistant automatic opening and closing locking device, and completely relies on the thrust generated by the brake spring group to drive the brake rail to rub against the wheel and generate braking force, so as to achieve the purpose of parking the train in the high temperature environment such as the blast furnace tap hole.

[0003] When the wheel enters and exits the brake rail and the track, the spring always presses the brake rail on the wheel. Due to the high stiffness of the brake spring group, the strong friction force between the brake rail and the wheel can brake the rolling train, forcing the train to stop. However, it also consumes locomotive power and causes brake wear, which can cause wear to the locomotive wheelset, and to a certain extent, can cause the wheelset to be scrapped, causing great economic loss. Moreover, the spring pressure needs to be adjusted frequently, increasing maintenance costs and wasting human resources.

[0004] There are also some parking devices that can not only drive the brake rail to approach the track to keep the train parked, but also drive the brake rail away from the track to make the train freely travel. However, these parking devices not only have complex mechanisms and high costs, but also require the drive motor to be centered in the entire parking device in the length direction of the track. The parking device is generally arranged directly below the blast furnace, which leads to the arrangement of the drive motor under the blast furnace tap hole, affecting its reliability and service life under high temperature. SUMMARY

[0005] The purpose of the present application is to provide a railway train parking device working under the blast furnace tap hole, which is reliable, simple in structure, low in cost, avoids wheel wear, and reduces the impact of high temperature on the driving part.

[0006] To achieve this purpose, the present application adopts the following technical solutions:

[0007] A railway train parking device working under the blast furnace tap hole, comprising:

[0008] A transmission mechanism, the transmission mechanism comprising a first transmission rod, a second transmission rod and a plurality of cross assemblies, the plurality of cross assemblies being arranged at intervals along the extension direction of the track, the cross assembly comprising a first booster arm and a second booster arm, the first booster arm and the second booster arm being rotatably connected at the cross, the first booster arm being provided with a first guide portion extending along the length direction thereof, the first transmission rod being rotatably and slidably connected to each first guide portion, the second booster arm being provided with a second guide portion extending along the length direction thereof, the second transmission rod being rotatably and slidably connected to each second guide portion;

[0009] a reciprocating driving assembly, which is capable of reciprocating along the length direction of the track, and which is provided with a first connecting segment and a second connecting segment, and in at least one of the intersecting assemblies, a first booster arm is provided with a third guide part extending along the length direction of the first booster arm, and a second booster arm is provided with a fourth guide part extending along the length direction of the second booster arm, the first connecting segment is rotatably and slidably connected to the third guide part, and the second connecting segment is rotatably and slidably connected to the fourth guide part;

[0010] two brake rails, which are respectively arranged on two sides of each of the intersecting assemblies in the width direction of the track.

[0011] Optionally, the first booster arm is provided with a first roller near one end of the brake rail in the length direction of the first booster arm, and the first booster arm is capable of contacting the brake rail through the first roller, and the second booster arm is provided with a second roller near one end of the other brake rail in the length direction of the second booster arm, and the second booster arm is capable of contacting the brake rail through the second roller.

[0012] Optionally, the one brake rail is provided with a first sliding groove extending along the length direction of the one brake rail, and the first roller slides in the first sliding groove.

[0013] The other brake rail is provided with a second sliding groove extending along the length direction of the other brake rail, and the second roller slides in the second sliding groove.

[0014] Optionally, the first guide part comprises a first slot, the first transmission rod is provided with a first rotating shaft corresponding to the first slot, and the first rotating shaft is inserted into the first slot; and the second guide part comprises a second slot, the second transmission rod is provided with a second rotating shaft corresponding to the second slot, and the second rotating shaft is inserted into the second slot.

[0015] Optionally, the connecting line at the intersection of each of the intersecting assemblies is parallel to the extension direction of the track, and serves as the symmetry line of the first transmission rod and the second transmission rod.

[0016] Optionally, the reset assembly is further provided, which is connected to the two brake rails, and which is capable of driving the two brake rails to approach each other when the intersecting assemblies are away from the brake rails.

[0017] Optionally, the reset assembly comprises an elastic member.

[0018] Optionally, the intersecting assembly comprises a hinged shaft, and the first booster arm and the second booster arm are connected through the hinged shaft.

[0019] Optionally, the reciprocating driving assembly comprises a pull rod extending along the length direction of the track, and the first connecting section and the second connecting section are connected with the pull rod.

[0020] Optionally, the reciprocating driving assembly further comprises a driving member, and the driving member is arranged on one side of each of the cross assemblies in the extension direction of the track.

[0021] Advantages:

[0022] The railway train stopper working under the blast furnace tapping hole provided by the application, compared with the existing mode of generating thrust to drive the brake rail to brake by using brake spring group, avoids problems such as large consumption of locomotive power, serious brake wear and early scrap of wheelset, reduces economic loss and maintenance cost. In addition, compared with some stoppers with complex structure, high cost and reduced reliability and service life in high-temperature environment due to limited driving motor position, the design of the stopper is simple and reasonable, the cost is low, the driving member arrangement mode is flexible, and the driving member can be arranged and connected on any side of the transmission mechanism in the length direction, without being limited to the middle of the transmission mechanism, thereby reducing the influence of high temperature of the blast furnace on the driving member. BRIEF DESCRIPTION OF DRAWINGS

[0023] Figure 1 is a schematic view of the railway train stopper working under the blast furnace tapping hole provided by the embodiment of the application arranged between two tracks.

[0024] In the figure:

[0025] 100, track;

[0026] 1, transmission mechanism; 11, first transmission rod; 12, second transmission rod; 13, cross assembly; 131, first booster arm; 1311, first guide part; 1312, first roller; 1313, third guide part; 132, second booster arm; 1321, second guide part; 1322, second roller; 1323, fourth guide part; 133, hinged shaft;

[0027] 2, telescopic driving assembly; 21, first connecting section; 22, second connecting section; 23, pull rod; 24, driving member;

[0028] 3, brake rail; 31, first sliding groove; 32, second sliding groove;

[0029] 4, reset assembly. DETAILED DESCRIPTION

[0030] The technical solutions of the application will be further described below by means of specific embodiments and in conjunction with the accompanying drawings.

[0031] In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the following will clearly and completely describe the technical solutions in the embodiments of the present application with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some but not all of the embodiments of the present application. The components of the embodiments of the present application generally described and shown in the drawings can be arranged and designed in various different configurations.

[0032] Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the claimed application, but only represents selected embodiments of the application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work are within the scope of protection of the present application.

[0033] It should be noted that: similar reference numbers and letters represent similar items in the following drawings, therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings.

[0034] In the description of the present application, it should be noted that the terms "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship when the product of the present application is usually placed, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the indicated device or element must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application. In addition, the terms "first", "second", "third" and the like are only used to distinguish the description and cannot be understood as indicating or implying relative importance. In the description of the present application, unless otherwise specified, the meaning of "a plurality of" is two or more.

[0035] In the description of the present application, it should also be noted that, unless otherwise specified and limited, the terms "provided", "connected" should be understood broadly, for example, it can be fixedly connected, or detachably connected, or integrally connected; it can be mechanically connected, or electrically connected. For those of ordinary skill in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0036] In the present application, unless otherwise explicitly specified and limited, the first feature is "on" or "under" the second feature can include that the first and second features are in direct contact, or can include that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, the first feature is "on", "above" and "over" the second feature includes that the first feature is directly above and obliquely above the second feature, or only means that the first feature is horizontally higher than the second feature. The first feature is "under", "below" and "underneath" the second feature includes that the first feature is directly below and obliquely below the second feature, or only means that the first feature is horizontally lower than the second feature.

[0037] In the description of the present application, the term "and / or" is only a description of the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which can represent the three cases of A existing alone, A and B existing together, and B existing alone. In addition, the character " / " in the present application generally represents that the front and rear associated objects are in an "or" relationship.

[0038] The embodiments of the present application are described in detail below, and examples of the embodiments are shown in the drawings, wherein the same or similar reference signs represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary and are only used to explain the present application, and cannot be understood as a limitation of the present application.

[0039] As shown in the drawings, Figure 1 The present embodiment provides a railway train stopper working under the blast furnace tap hole, which comprises a transmission mechanism 1, a reciprocating driving assembly and two brake rails 3. The two brake rails 3 are respectively arranged on both sides of each intersection assembly 13 in the width direction of the track 100.

[0040] The transmission mechanism 1 comprises a first transmission rod 11, a second transmission rod 12 and a plurality of intersection assemblies 13. The plurality of intersection assemblies 13 are arranged at intervals along the extension direction of the track 100. The intersection assembly 13 comprises a first booster arm 131 and a second booster arm 132, the first booster arm 131 and the second booster arm 132 are rotatably connected at the intersection, the first booster arm 131 is provided with a first guide portion 1311 extending along the length direction thereof, the first transmission rod 11 is rotatably and slidably connected to each first guide portion 1311, the second booster arm 132 is provided with a second guide portion 1321 extending along the length direction thereof, and the second transmission rod 12 is rotatably and slidably connected to each second guide portion 1321.

[0041] In some embodiments, the intersection assembly 13 is provided with three, and in other embodiments, the intersection assembly 13 can also be provided with 2, 4 or 5, etc.

[0042] The reciprocating driving assembly can reciprocate along the length direction of the track 100. The reciprocating driving assembly is provided with a first connecting section 21 and a second connecting section 22. In at least one cross assembly 13, the first booster arm 131 is provided with a third guide part 1313 extending along the length direction thereof, and the second booster arm 132 is provided with a fourth guide part 1323 extending along the length direction thereof. The first connecting section 21 is rotationally and slidingly connected to the third guide part 1313, and the second connecting section 22 is rotationally and slidingly connected to the fourth guide part 1323.

[0043] The two brake rails 3 are respectively arranged on the two sides of the cross assembly 13 along the width direction of the track 100, forming a double-side braking layout. The double-side braking can simultaneously apply braking force to the wheels from both sides of the vehicle. Compared with single-side braking, this layout makes the braking force distribution more uniform, and the resultant force acting on the vehicle more balanced, effectively avoiding the vehicle side slip or tilting problem caused by single-side force, and significantly enhancing the braking stability and reliability.

[0044] The first transmission rod 11 is connected to each first guide part 1311, and the second transmission rod 12 is connected to each second guide part 1321, ensuring that all cross assemblies 13 can operate synchronously. Due to the interval distribution and synchronous action of each cross assembly 13 along the extension direction of the track 100, each part of the brake rail 3 can be moved synchronously under the pushing of the cross assembly 13, so that the brake rail 3 can uniformly apply braking force on the entire length of the track 100, improving the consistency and stability of the braking effect, and ensuring that the vehicle will not shake or deviate during braking due to uneven braking force, effectively ensuring the safety and stability of the vehicle during parking.

[0045] The reciprocating driving assembly is rotationally and slidingly connected to the third guide part 1313 and the fourth guide part 1323 of the at least one cross assembly 13 through the first connecting section 21 and the second connecting section 22, providing power for the parking device. The third guide part 1313 and the fourth guide part 1323 play a key role in the power transmission process, which ensures that the power of the reciprocating driving assembly can be efficiently and accurately transmitted to the cross assembly 13, and then drive the brake rail 3 to act.

[0046] Compared with the existing mode of generating pushing force by using a brake spring group to drive the brake rail 3 to brake, the railway train parking device provided by the embodiment avoids the problems of large consumption of locomotive power, serious brake wear, and premature scrap of wheelsets, reduces economic losses and maintenance costs. In addition, compared with some parking devices with complex structure, high cost, and reduced reliability and service life in high-temperature environment due to the limited position of the driving motor, the design of the device is simple and reasonable, the cost is low, and the driving part 24 is arranged flexibly and can be arranged and connected on any side of the transmission mechanism 1 in the length direction, without being limited to the middle of the transmission mechanism 1, thereby reducing the influence of high temperature of the blast furnace on the driving part 24.

[0047] Optionally, the first booster arm 131 is provided with a first roller 1312 near one end of the brake rail 3 in the length direction, and the first booster arm 131 can contact the brake rail 3 through the first roller 1312. The second booster arm 132 is provided with a second roller 1322 near the other end of the brake rail 3 in the length direction, and the second booster arm 132 can contact the brake rail 3 through the second roller 1322. On the one hand, the first booster arm 131 and the second booster arm 132 respectively contact the adjacent brake rail 3 through the first roller 1312 and the second roller 1322, and convert sliding friction into rolling friction. The friction coefficient of rolling friction is significantly lower than that of sliding friction, which greatly reduces the friction between the brake rail 3 and the first booster arm 131 or the second booster arm 132. The existence of the first roller 1312 and the second roller 1322 makes the movement of the first booster arm 131 and the second booster arm 132 on the brake rail 3 more smooth, avoiding the jamming phenomenon that may be caused by direct sliding, and avoiding the failure of the parking stop. On the other hand, it greatly reduces the friction between the brake rail 3 and the first booster arm 131 or the second booster arm 132, reduces the degree of wear of the components, thereby prolonging the service life of the key components of the parking stop, reducing the replacement demand due to frequent wear, and reducing the maintenance cost.

[0048] Optionally, the brake rail 3 is provided with a first sliding groove 31 extending along the length direction, and the first roller 1312 slides in the first sliding groove 31. The other brake rail 3 is provided with a second sliding groove 32 extending along the length direction, and the second roller 1322 slides in the second sliding groove 32. The first sliding groove 31 and the second sliding groove 32 respectively provide precise movement guidance for the first roller 1312 and the second roller 1322. The sliding groove defines the movement trajectory of the roller, so that the roller can only move along the length direction of the brake rail 3, ensuring the accuracy and consistency of the movement of the brake rail 3. The close cooperation between the sliding groove and the roller enhances the stability of the cooperation between the brake rail 3 and the cross assembly 13. During braking, this stable cooperation can better transmit the braking force, so that the brake rail 3 can move more accurately, thereby improving the braking performance of the entire parking stop and ensuring that the vehicle remains braked.

[0049] Optionally, the first guide part 1311 comprises a first strip-shaped hole, and the first transmission rod 11 is provided with a first rotating shaft corresponding to the first strip-shaped hole, and the first rotating shaft is inserted into the first strip-shaped hole; the second guide part 1321 comprises a second strip-shaped hole, and the second transmission rod 12 is provided with a second rotating shaft corresponding to the second strip-shaped hole, and the second rotating shaft is inserted into the second strip-shaped hole. The first guide part 1311 adopts the first strip-shaped hole, and the first transmission rod 11 is inserted into the hole through the corresponding first rotating shaft; the second guide part 1321 adopts the second strip-shaped hole, and the second transmission rod 12 is inserted into the hole through the second rotating shaft. This structure is simple and intuitive, easy to manufacture, low in cost and high in reliability. The cooperation mode of the strip-shaped hole and the rotating shaft gives the first transmission rod 11 and the second transmission rod 12 double degrees of freedom of rotation and sliding in the guide part. This flexibility enables the transmission mechanism 1 to flexibly adjust the crossing angle of the crossing assembly 13 according to the action of the reciprocating driving assembly.

[0050] Similarly, the third guide part 1313 and the fourth guide part 1323 can both adopt the connection structure of the first guide part 1311 and the first transmission rod 11, that is, the strip-shaped hole, which will not be described here.

[0051] Optionally, the connecting line at the crossing of each crossing assembly 13 extends parallel to the extension direction of the track 100 and serves as the symmetry line of the first transmission rod 11 and the second transmission rod 12. This symmetrical layout ensures that the first transmission rod 11 and the second transmission rod 12 are uniformly distributed in force when transmitting power and driving the crossing assembly 13 to act. This avoids structural deformation or damage caused by uneven force distribution, improves the stability and reliability of the transmission mechanism 1, prolongs the service life of the transmission parts, and reduces the risk of parking device failure caused by part damage.

[0052] Optionally, the railway train parking device working under the blast furnace tap hole further comprises a reset assembly 4 connected with the two brake rails 3, and the reset assembly 4 can drive the two brake rails 3 to approach each other when the crossing assembly 13 moves away from the brake rails 3. The reset assembly 4 is connected with the two brake rails 3, and when the crossing assembly 13 moves away from the brake rails 3, the reset assembly 4 can drive the two brake rails 3 to approach each other, thereby resetting the brake rails 3 and avoiding wear of the wheels caused by the contact between the brake rails 3 and the wheels. The automatic reset function ensures that the brake rails 3 can return to the accurate initial position after each braking, ensuring that the contact state between the brake rails 3 and the wheels is consistent during each braking. This helps to improve the reliability and stability of braking, avoids the problem of poor braking effect caused by the deviation of the position of the brake rails 3, and ensures the safety and accuracy of vehicle braking.

[0053] Optionally, the reset assembly 4 comprises a resilient member. The resilient member is used as the reset assembly 4, which is simple in structure and low in cost. The resilient member generates a reset force by its elastic deformation, which can reliably drive the brake rails 3 to approach each other and realize the reset function of the brake rails 3. The simple structure design not only reduces the manufacturing cost of the parking device, but also is easy to install and maintain, thereby improving the economy and practicability of the parking device. The specific structure of the reset assembly 4 can refer to the prior art, which will not be described here.

[0054] Optionally, the crossing assembly 13 comprises a hinge shaft 133, and the first booster arm 131 and the second booster arm 132 are connected by the hinge shaft 133. The first booster arm 131 and the second booster arm 132 are connected by the hinge shaft 133 to form a stable crossing structure. The hinge connection allows the first booster arm 131 and the second booster arm 132 to rotate relative to each other, so that the crossing assembly 13 can adjust its shape and angle according to the reciprocating motion of the first transmission rod 11 and the second transmission rod 12.

[0055] Optionally, the reciprocating drive assembly comprises a pull rod 23 extending along the length direction of the track 100, and the first connecting section 21 and the second connecting section 22 are connected with the pull rod 23. The reciprocating drive assembly is connected with the first connecting section 21 and the second connecting section 22 through the pull rod 23 extending along the length direction of the track 100, so as to transmit power, and the pull rod 23 drives the first connecting section 21 and the second connecting section 22 to reciprocate along the length direction of the track 100. The pull rod 23 drives the crossing assembly 13 to accurately act, thereby adjusting the brake rails 3. In this embodiment, the first connecting section 21 and the second connecting section 22 are two parallel connecting rods, and both are parallel to the pull rod 23.

[0056] Optionally, the reciprocating drive assembly further comprises a driving member 24, which is arranged on one side of each crossing assembly 13 in the extension direction of the track 100. The driving member 24 is arranged on one side of each crossing assembly 13 in the extension direction of the track 100, thereby realizing centralized driving of the entire parking device. This layout facilitates the control and maintenance of the driving member 24 by the operator, and compared with the parking device that drives the brake rails 3 by rotating the screw, the driving member 24 of this scheme is no longer centered in the parking device in the length direction of the track 100, thereby avoiding the influence of high temperature of the blast furnace.

[0057] The type of the driving member 24, in some embodiments, the driving member 24 can be a motor, which realizes reciprocating motion in the length direction of the track 100 through gear and rack transmission, screw and nut transmission or crank and slider transmission. In other embodiments, the driving member 24 can also be a pneumatic cylinder or a hydraulic cylinder, which realizes reciprocating motion in the length direction of the track 100 through extension and contraction.

[0058] Obviously, the above embodiments of the present application are merely example for clearly explaining the present application, and are not intended to limit the embodiments of the present application. Based on the above description, other different forms of changes or variations can be made by those skilled in the art. Here, it is not necessary and also impossible to enumerate all the embodiments. Any modification, equivalent replacement and improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the claims of the present application.

Claims

1. A railway train stop device operating below the tapping spout of a blast furnace, characterized in that, include: A transmission mechanism (1) is provided, comprising a first transmission rod (11), a second transmission rod (12), and a plurality of cross components (13). The plurality of cross components (13) are spaced apart along the track extension direction. Each cross component (13) includes a first booster arm (131) and a second booster arm (132). The first booster arm (131) and the second booster arm (132) are rotatably connected at the intersection. The first booster arm (131) is provided with a first guide portion (1311) extending along its length direction. The first transmission rod (11) is rotatably and slidably connected to each of the first guide portions (1311). The second booster arm (132) is provided with a second guide portion (1321) extending along its length direction. The second transmission rod (12) is rotatably and slidably connected to each of the second guide portions (1321). A reciprocating drive assembly capable of reciprocating along the length of a track, the reciprocating drive assembly having a first connecting section (21) and a second connecting section (22), in at least one of the cross components (13), a first booster arm (131) having a third guide portion (1313) extending along its length, a second booster arm (132) having a fourth guide portion (1323) extending along its length, the first connecting section (21) being rotatably and slidably connected to the third guide portion (1313), and the second connecting section (22) being rotatably and slidably connected to the fourth guide portion (1323); Two braking rails (3) are respectively set on both sides of each of the cross components (13) in the direction of rail width; The first booster arm (131) has a first roller (1312) at one end of its length direction near one of the brake rails (3), and the first booster arm (131) can contact the brake rail (3) through the first roller (1312). The second booster arm (132) has a second roller (1322) at one end of its length direction near the other brake rail (3), and the second booster arm (132) can contact the brake rail (3) through the second roller (1322). A first groove (31) extending along its length is provided on one of the brake rails (3), and the first roller (1312) slides in the first groove (31); Another brake rail (3) is provided with a second groove (32) extending along its length, and the second roller (1322) slides within the second groove (32).

2. The railway train stopper operating below the blast furnace taphole according to claim 1, characterized in that, The first guide portion (1311) includes a first strip hole, and the first transmission rod (11) is provided with a first rotating shaft corresponding to the first strip hole, and the first rotating shaft is inserted into the first strip hole; the second guide portion (1321) includes a second strip hole, and the second transmission rod (12) is provided with a second rotating shaft corresponding to the second strip hole, and the second rotating shaft is inserted into the second strip hole.

3. The railway train stopper operating below the blast furnace taphole according to claim 1, characterized in that, The line connecting the intersections of the various cross components (13) is parallel to the direction of track extension and serves as the line of symmetry between the first transmission rod (11) and the second transmission rod (12).

4. The railway train stop device operating below the blast furnace taphole according to claim 1, characterized in that, It also includes a reset assembly (4) connected to the two brake rails (3), which can drive the two brake rails (3) to move closer together when the cross assembly (13) moves away from the brake rails (3).

5. The railway train stop device operating below the blast furnace taphole according to claim 4, characterized in that, The reset component (4) includes an elastic element.

6. The railway train stop device operating below the blast furnace taphole according to claim 1, characterized in that, The cross assembly (13) includes a hinge shaft (133), through which the first booster arm (131) and the second booster arm (132) are hinged together.

7. The railway train stopper operating below the blast furnace taphole according to claim 1, characterized in that, The reciprocating drive assembly includes a pull rod (23) extending along the length of the track, and the first connecting section (21) and the second connecting section (22) are both connected to the pull rod (23).

8. The railway train stopper operating below the blast furnace taphole according to claim 7, characterized in that, The reciprocating drive assembly further includes a drive member (24), which is disposed on one side of each of the cross components (13) in the track extension direction.

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