An anti-overturning structure for a ramp branch of an interworking grade separation loop

Abstract

The utility model relates to the technical field of overpass, disclose a kind of interchange overpass loop ramp shunt bifurcation anti-overturning structure, including roadbed, the top middle part of roadbed is fixedly connected with support pedestal, the top middle part of support pedestal is fixedly connected with bridge lane, the left and right sides of support pedestal are fixedly connected with arc fairlead, the outer wall of two arc fairleads is fixedly connected with multiple prestressed anchor rods on the side far away from each other, the outer wall of two arc fairleads is fixedly connected with multiple longitudinal reinforcing bars, the inner wall of two arc fairleads is fixedly connected with multiple transverse reinforcing bars.In the utility model, when centrifugal force is generated when vehicle high-speed running, arc fairlead converts part of transverse centrifugal force into vertical pressure by its arc structure, relieve the transverse impact of centrifugal force, enhance the ability of ramp to resist vehicle overturning due to centrifugal force.

Description

Technical Field

[0001] This utility model relates to the field of overpass technology, and in particular to an anti-overturning structure for the branching intersection of a ring road interchange. Background Technology

[0002] Interchanges are important urban transportation facilities, consisting of interconnected main roads and ramps. They enable traffic transitions between roads heading in different directions, improving traffic efficiency and alleviating congestion at at-grade intersections. They are a key component of modern urban transportation systems. In an interchange, roads in different directions are connected by ramps. When vehicles reach a ramp branch, they must choose the corresponding branch based on their direction of travel. The ramp branch ensures smooth and efficient traffic flow during the branching process, reducing interference between vehicles and improving the overall capacity of the interchange.

[0003] A search revealed Chinese Patent Publication No. CN221297567U, which discloses an anti-overturning structure and its usage method for a bypass junction of an interchange ring road. The structure includes a first pier, a second pier, and a third bridge body. The first pier has a first connecting frame on its outer wall, and the second pier has a second connecting frame on its outer wall. Connecting holes are provided on both sides of the first and second connecting frames. A connecting device connects the first and second piers via a fixing block fixedly connected to a connecting plate at one end of a connecting sleeve. This invention prevents the first pier from bearing load alone, thus avoiding deformation and tilting. It addresses the common problem of overloading in interchanges, where overloaded vehicles often travel at the edge of the bypass junction, causing stress on one side of the single-column box girder structure and increasing the risk of overturning. However, strengthening the connection between piers does not enhance the structural strength of the ramp and cannot prevent overturning due to centrifugal force. Utility Model Content

[0004] To overcome the above deficiencies, this utility model provides an anti-overturning structure for the divergence of interchange ring road ramps, aiming to improve the problem of ramp overturning caused by vehicles due to centrifugal force in the prior art.

[0005] To achieve the above objectives, this utility model adopts the following technical solution: an anti-overturning structure for a bypass junction of a grade-separated ring road, comprising a roadbed, a support base fixedly connected to the top center of the roadbed, a bridge deck fixedly connected to the top center of the support base, arc-shaped guide plates fixedly connected to the left and right sides of the support base, multiple prestressed anchor rods fixedly connected to the outer walls of the two arc-shaped guide plates on opposite sides, multiple longitudinal reinforcing ribs fixedly connected to the outer walls of the two arc-shaped guide plates, multiple transverse reinforcing ribs fixedly connected to the inner walls of the two arc-shaped guide plates, and protective mechanisms provided on the top left and right sides of the bridge deck.

[0006] Through the above technical solutions: the roadbed provides a stable foundation for the entire structure, the support base firmly supports the bridge and the arc-shaped guide plate, the arc-shaped guide plate converts the centrifugal force of the vehicle into vertical pressure, the prestressed anchor rods suppress the displacement of the roadbed, and the longitudinal and transverse reinforcing ribs enhance the strength of the arc-shaped guide plate.

[0007] As a further description of the above technical solution: The protective mechanism includes multiple side rails, the bottom of which is fixedly connected to the top of the bridge deck. An outer anti-collision beam is fixedly connected to the outer wall of each side rail on the side away from each other. An inner anti-collision beam is fixedly connected to the outer wall of each side rail on the adjacent side. Multiple dampers are fixedly connected to the inner wall of each inner anti-collision beam. A spring is fixedly connected to the outer wall of each damper. An outer rod is fixedly connected to the outer wall of each damper. A piston is slidably connected to the inner wall of each outer rod.

[0008] Through the above technical solutions: the side rails clearly define the driving boundary and initially block vehicles from deviating; the inner and outer anti-collision beams bear the impact force of the vehicle, reducing the risk of serious accidents; the damping, springs, pistons and outer rods work together to consume impact energy, extend the buffer time, ensure the safety of the vehicle during a collision, and reduce damage to the vehicle and structure.

[0009] As a further description of the above technical solution: The bottom of each of the two arc-shaped guide vanes is threaded with multiple bolts, and the two arc-shaped guide vanes are designed symmetrically.

[0010] The above technical solutions ensure that the arc-shaped guide plate is firmly connected to the support base through bolted connections, and the symmetrical design enables the uniform conversion and transmission of centrifugal force of the vehicle, enhancing structural stability. At the same time, the threaded connections facilitate installation, disassembly, and subsequent maintenance, reducing maintenance costs and improving the practicality of the structure.

[0011] As a further description of the above technical solution: The top left and right sides of the support base are provided with multiple screw holes, and the multiple longitudinal reinforcing ribs are designed with equal spacing.

[0012] The above technical solution enables detachable connection through the screw holes and bolts, facilitating construction and maintenance. The longitudinal reinforcing ribs are designed at equal intervals to uniformly enhance the structural strength of the arc-shaped guide plate along its length, preventing longitudinal deformation due to uneven stress. This ensures that the arc-shaped guide plate maintains good performance under complex stress conditions and improves the overall structural reliability.

[0013] As a further description of the above technical solution: The bottom of the bridge is fixedly connected to two bridge bottom beams, and the bottom of the roadbed is fixedly connected to a load-bearing layer.

[0014] Through the above technical solutions: the bridge bottom beam enhances the load-bearing capacity of the bridge deck, ensuring the stability of the bridge deck structure when vehicles are driving, preventing the bridge deck from deforming or being damaged due to vehicle loads, and the load-bearing layer evenly distributes the load from the roadbed to the foundation rock layer, improving the stability of the entire structural foundation and ensuring the long-term safe operation of the structure.

[0015] As a further description of the above technical solution: The bottom of the bearing layer is fixedly connected to the bedrock layer, and the bottom of the support base is fixedly connected to the reinforcement pier.

[0016] Through the above technical solutions, the foundation rock layer provides solid support for the bearing layer, ensuring that the load is effectively transferred to the deep foundation. The reinforced piers further improve the stability of the support base, enabling it to better bear the weight and forces of the superstructure, enhancing the overall anti-overturning structure's ability to resist various external forces, and ensuring the structure's safety under complex working conditions.

[0017] As a further description of the above technical solution: Streetlights are fixedly connected to the top of the roadbed around its perimeter, and isolation strips are fixedly connected to the top left and right sides of the roadbed.

[0018] Through the above technical solutions: streetlights provide illumination for vehicles at night or in poor lighting conditions, improving driver visibility and ensuring driving safety. Median strips separate vehicles traveling in different directions, preventing interference between vehicles, regulating traffic order, reducing the probability of traffic accidents, and improving road traffic efficiency.

[0019] As a further description of the above technical solution: Multiple guide grooves are provided on the outer walls of the multiple outer anti-collision beams, and multiple reflective strips are fixedly connected to the outer walls of the multiple inner anti-collision beams.

[0020] Through the above technical solutions: the drainage channel guides rainwater or snow out during rainy or snowy weather, reducing road surface water or snow accumulation, lowering the risk of vehicle skidding, and ensuring vehicle driving safety in adverse weather conditions. The reflective strips reflect vehicle lights at night or in low-visibility environments, alerting drivers to the location of the crash beam, preventing accidental vehicle collisions, and improving road traffic safety.

[0021] This utility model has the following beneficial effects: 1. In this utility model, by setting arc-shaped guide plates on both sides of the support base, when the vehicle is traveling at high speed and generates centrifugal force, the arc-shaped guide plates convert part of the lateral centrifugal force into vertical pressure by means of their arc-shaped structure, thereby alleviating the lateral impact of centrifugal force and enhancing the ability of the ramp to resist the overturning of the vehicle due to centrifugal force.

[0022] 2. In this utility model, through the coordinated work of damping, piston, liquid inside the outer rod and spring, the protective mechanism efficiently absorbs the instantaneous impact generated when the vehicle hits the inner anti-collision beam, ensuring the driving safety of the vehicle at the divergence. Attached Figure Description

[0023] Figure 1 A perspective view of an anti-overturning structure for a traffic divergence point on a grade-separated interchange ring road proposed in this utility model; Figure 2 This is a front view of an anti-overturning structure for a bypass junction of a ring road interchange proposed in this utility model; Figure 3 This is a partial structural cross-sectional view of an anti-overturning structure for a bypass junction of a ring road interchange proposed in this utility model. Figure 4 This is a partial structural breakdown diagram of an anti-overturning structure for a bypass junction of a ring road interchange proposed in this utility model. Figure 5 This is a schematic diagram of the protective mechanism for an anti-overturning structure at the branch intersection of an interchange ring road, as proposed in this utility model.

[0024] Legend: 1. Roadbed; 2. Protective structure; 201. Side railing; 202. Outer anti-collision beam; 203. Inner anti-collision beam; 204. Damping; 205. Spring; 206. Outer rod; 207. Piston; 3. Support base; 4. Bridge deck; 5. Curved guide plate; 6. Prestressed anchor; 7. Longitudinal reinforcement; 8. Transverse reinforcement; 9. Bolt; 10. Screw hole; 11. Bridge bottom beam; 12. Bearing layer; 13. Foundation rock layer; 14. Reinforced pier; 15. Street light; 16. Median strip; 17. Diversion channel; 18. Reflective strip. Detailed Implementation

[0025] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0026] See attached document Figure 1 Appendix Figure 3 and attached Figure 4 This utility model provides an embodiment of an anti-overturning structure for a bypass junction of a ring road interchange, comprising a roadbed 1. The roadbed 1 serves as a basic load-bearing component, bearing the vertical loads from the bridge 4 and vehicles, and transferring these loads to the bearing layer 12 below, thus providing stable foundation support for the entire anti-overturning structure. A support base 3 is fixedly connected to the top center of the roadbed 1 to stabilize and support the bridge 4. The bridge 4 is fixedly connected to the top center of the support base 3, serving as a passage for vehicle traffic and directly bearing the weight of the vehicles and various forces generated during travel. Arc-shaped guide plates 5 are fixedly connected to the left and right sides of the support base 3. When vehicles travel at high speed at the bypass junction and generate centrifugal force, the unique arc-shaped structure can convert part of the lateral centrifugal force generated by the vehicles into vertical pressure. The outer walls of the two arc-shaped guide plates 5 are fixedly connected to each other on opposite sides. There are multiple prestressed anchor rods 6. When the arc-shaped guide plate 5 is subjected to lateral force, the prestressed anchor rods 6 will be subjected to tensile force. Through their own tensile stress, they suppress the displacement of the roadbed 1 caused by the lateral force. The outer walls of the two arc-shaped guide plates 5 are fixedly connected with multiple longitudinal reinforcing ribs 7, which enhance the structural strength of the arc-shaped guide plate 5 in the length direction and prevent it from deforming longitudinally due to force. The inner walls of the two arc-shaped guide plates 5 are fixedly connected with multiple transverse reinforcing ribs 8, which enhance the strength of the arc-shaped guide plate 5 in the radial direction. Together with the longitudinal reinforcing ribs 7, they improve the overall strength and stability of the arc-shaped guide plate 5. The bottom of the roadbed 1 is fixedly connected with a bearing layer 12, which evenly distributes the upper load to the foundation rock layer 13. The bottom of the bearing layer 12 is fixedly connected with the foundation rock layer 13, which provides a solid bottom support for the entire structure. The top left and right sides of the bridge 4 are equipped with protective mechanisms 2. Specifically, the support base 3 is a cast-in-place concrete structure, pre-embedded at the bottom of the roadbed 1 at the ramp divergence. The arc-shaped guide plate 5 is made of high-strength aluminum alloy with an inverted U-shaped cross-section. The bottom of the prestressed anchor rod 6 is anchored into the foundation rock layer 13. The roadbed 1, as the foundation bearing component, bears the vertical load of the bridge 4 and vehicles and transfers it to the bearing layer 12 at the bottom. The bearing layer 12 is fixedly connected to the foundation rock layer 13, evenly distributing the upper load and ensuring the stability of the entire structural foundation. The support base 3 is fixed at the top center of the roadbed 1, providing support for the bridge 4. The bridge 4 is for vehicle traffic and bears the weight of the vehicles and the driving force. The arc-shaped guide plate 5 is fixedly connected to the left and right sides of the support base 3. When vehicles travel at high speed at the divergence and generate centrifugal force, and have a tendency to overturn outward, the arc-shaped guide plate 5, with its arc structure, prevents the vehicle from overturning. The prestressed anchor rods 6 are fixed to the outer walls of the two arc-shaped guide plates 5 on opposite sides, and are obliquely anchored into the bedrock 13. When the arc-shaped guide plate 5 is subjected to lateral force, the prestressed anchor rods 6 are under tension and rely on their own tensile stress to suppress the displacement of the bedrock 1 caused by the lateral force. Together with the arc-shaped guide plate 5, they form a moment balance system, realizing the transformation from passive anti-overturning to active moment balance. The longitudinal reinforcing ribs 7 on the outer wall of the arc-shaped guide plate 5 enhance its structural strength in the length direction and prevent longitudinal deformation. The transverse reinforcing ribs 8 on the inner wall enhance the radial strength. Together, they improve the overall strength and stability of the arc-shaped guide plate 5, enabling it to better withstand and transmit the force generated by vehicle movement.

[0027] See attached document Figure 1 Appendix Figure 4 and attached Figure 5The protective mechanism 2 includes multiple side rails 201, the bottom of which is fixedly connected to the top of the bridge 4 to define the driving boundaries, guide vehicles to drive in a standardized manner, and provide initial blocking for vehicles deviating from the lane. Outer anti-collision beams 202 are fixedly connected to the outer walls of the multiple side rails 201 on opposite sides to enhance the structural strength of the protective mechanism 2. Inner anti-collision beams 203 are fixedly connected to the adjacent outer walls of the multiple side rails 201 to withstand vehicle impacts when a vehicle unexpectedly deviates, ensuring driving safety. Multiple dampers 204 are fixedly connected to the inner walls of the multiple inner anti-collision beams 203 to weaken the initial impact when a vehicle collides with the anti-collision beams. To reduce the impact force and damage to the vehicle and the anti-collision beam structure, multiple dampers 204 are fixedly connected to the outer walls of springs 205. When the vehicle hits the outer anti-collision beam 202, they store and release energy through compression deformation, prolonging the buffer time and further weakening the impact force on the vehicle. Multiple dampers 204 are fixedly connected to the outer walls of outer rods 206, and multiple outer rods 206 are slidably connected to pistons 207. When the vehicle hits the inner anti-collision beam 203, the pistons 207 slide in the outer rods 206. Through the interaction with the liquid in the outer rods 206, the energy generated by the vehicle impact is consumed, improving the overall buffering effect of the protective mechanism 2. Specifically, multiple side rails 201 are arranged in an orderly manner, forming the basic framework of the protective mechanism 2, clearly defining the driving boundaries, guiding vehicles to drive in a standardized manner, and providing initial blocking for vehicles deviating from the lane. The outer wall of the side rail 201 near the curved guide plate 5 is connected to the outer anti-collision beam 202, while the outer wall of the side rail 201 away from the curved guide plate 5 is fixed with the inner anti-collision beam 203. When a vehicle crashes out of control, the outer anti-collision beam 202 and the inner anti-collision beam 203 bear the impact force, reducing the probability of serious accidents. Multiple dampers 204 are evenly distributed and fixed on the inner wall of the anti-collision beam. When a vehicle collides, the internal structure of the damper 204 deforms, weakening the initial impact force and reducing damage to the vehicle and the anti-collision beam structure. The two ends of the spring 205 are fixed to the outer walls of the two dampers 204. When the vehicle collides with the inner anti-collision beam 203, the dampers 204 on the inner wall of the inner anti-collision beam 203 and the outer rod 206 are brought closer to the outer anti-collision beam 202 by external force. The piston 207 inside the outer rod 206 slides. Due to the strong resistance generated by the liquid inside the outer rod 206, the impact energy is consumed. At the same time, the spring 205 contracts to store energy and then slowly releases it, continuously weakening the impact force on the vehicle.

[0028] See attached document Figure 1 Appendix Figure 2 and attached Figure 4The bottom of each of the two arc-shaped guide vanes 5 is threaded with multiple bolts 9 to securely connect the arc-shaped guide vanes 5 to the support base 3, ensuring the reliability of the connection under stress. The two arc-shaped guide vanes 5 adopt a symmetrical design, which allows the centrifugal force generated by the vehicle at the divergence to be uniformly converted and transmitted, improving the stability of the overall structure. The top left and right sides of the support base 3 are provided with multiple screw holes 10, which cooperate with the bolts 9 at the bottom of the arc-shaped guide vanes 5 to achieve a detachable connection between the two, facilitating installation and subsequent maintenance. Multiple longitudinal reinforcing ribs 7 are designed with equal spacing, which can uniformly enhance the structural strength of the arc-shaped guide vanes 5 in the length direction, effectively preventing longitudinal deformation caused by uneven stress. The bottom of the bridge 4 is fixedly connected with two bridge bottom beams 11 to enhance the load-bearing capacity of the bridge 4 and ensure the structural stability of the bridge 4 when the vehicle is driving. The bottom of the base 3 is fixedly connected to a reinforcing pier 14, which further improves the stability of the supporting base 3 and enables it to better bear the weight and force of the superstructure. Streetlights 15 are fixedly connected to the top of the roadbed 1 around the perimeter to provide illumination for vehicles at night or in low light conditions, ensuring driving safety. Isolation strips 16 are fixedly connected to the top of the roadbed 1 on the left and right sides to separate vehicles traveling in different directions, avoid mutual interference between vehicles, and improve traffic order. Multiple outer anti-collision beams 202 have multiple guide channels 17 on their outer walls, which can effectively guide rainwater or snow to drain in rainy or snowy weather, reducing the risk of vehicles skidding due to water or snow accumulation on the road. Multiple inner anti-collision beams 203 have multiple reflective strips 18 fixedly connected to their outer walls, which can reflect vehicle lights at night or in low visibility conditions, serving to warn drivers and prevent accidental vehicle collisions. Specifically, the arc-shaped guide plate 5 is securely connected to the support base 3 by bolts 9 and screw holes 10. Its symmetrical design allows for the uniform conversion and transmission of centrifugal force, improving overall stability and facilitating installation and maintenance. The longitudinal reinforcing ribs 7 are evenly distributed to enhance the strength of the arc-shaped guide plate 5 in the longitudinal direction and prevent longitudinal deformation. The bridge bottom beam 11 enhances the load-bearing capacity of the bridge deck 4, and the reinforced pier 14 improves the stability of the support base 3, ensuring that the structure is stable enough to bear vehicles and related forces. The street light 15 provides illumination at night or in poor light conditions to ensure driving safety. The median strip 16 separates vehicles traveling in different directions, improving traffic order. The guide channel 17 of the outer anti-collision beam 202 guides the drainage of accumulated water and snow in rainy or snowy weather, reducing the risk of vehicle skidding. The reflective strip 18 of the inner anti-collision beam 203 reflects light at night or in low visibility to warn drivers and avoid accidental collisions. All aspects of the safety and functionality of the ramp divergence are improved.

[0029] Working Principle: The roadbed 1, as the foundation bearing component, bears the vertical loads from the bridge 4 and vehicles, transferring these loads to the bearing layer 12 below. The bearing layer 12, located at the bottom of the roadbed 1 and fixedly connected to the foundation rock layer 13, evenly distributes the upper load to the foundation rock layer 13, ensuring the stability of the entire structural foundation. The support base 3 is fixedly connected to the top center of the roadbed 1, providing stable support for the bridge 4. The bridge 4 is the passageway for vehicles, directly bearing the weight of the vehicles and various forces generated during travel. Arc-shaped guide plates 5 are fixedly connected to the left and right sides of the support base 3. When vehicles travel at high speed at the branching point, generating centrifugal force, the centrifugal force can cause the vehicles to tilt outwards. At this time, the arc-shaped guide plates 5, with their unique arc structure, convert part of the lateral centrifugal force generated by the vehicles into vertical pressure. Since the arc-shaped guide plates 5 are fixedly connected to the support base 3, the converted vertical pressure is transferred to the support base 3, and then through the support... The support base 3 transmits the force to the roadbed 1. Multiple prestressed anchor rods 6 are fixed to the outer walls of the two arc-shaped guide plates 5 on opposite sides. When the arc-shaped guide plate 5 is subjected to lateral force, the prestressed anchor rods 6 will be subjected to tensile force. These anchor rods are obliquely anchored into the bedrock layer 13. Through their own tensile stress, they suppress the displacement of the roadbed 1 caused by the lateral force. Through the synergy of the arc-shaped guide plate 5 and the prestressed anchor rods 6, an effective moment balance system is formed, which transforms passive anti-overturning into active moment balance. Multiple longitudinal reinforcing ribs 7 are also fixedly connected to the outer walls of the two arc-shaped guide plates 5, and multiple transverse reinforcing ribs 8 are fixedly connected to their inner walls. The longitudinal reinforcing ribs 7 enhance the structural strength of the arc-shaped guide plate 5 in the length direction and prevent it from deforming longitudinally due to force. The transverse reinforcing ribs 8 enhance the strength of the arc-shaped guide plate 5 in the radial direction. The two work together to improve the overall strength and stability of the arc-shaped guide plate 5, enabling it to better withstand and transmit various forces generated during vehicle travel. Furthermore, multiple side rails 201 are arranged in an orderly manner, forming the basic framework for the entire protective mechanism 2. This clearly defines the driving boundaries for the driver, guides vehicles to drive in a standardized manner, and provides initial blocking for vehicles that deviate from the lane. The outer walls of the multiple side rails 201 near the curved guide plate 5 are connected to the outer anti-collision beam 202, while the outer walls of the side rails 201 away from the curved guide plate 5 are fixed to the inner anti-collision beam 203. The outer anti-collision beam 202 and the inner anti-collision beam 203 bear the impact force of the vehicle, reducing the possibility of serious accidents caused by loss of control and impact. The inner walls of the multiple outer anti-collision beams 202 and the inner anti-collision beams 203 are evenly distributed and fixed with multiple dampers 204. When a vehicle hits the anti-collision beam, the internal structure of the dampers 204 deforms, weakening the impact force. The initial impact force reduces the damage to the vehicle and the anti-collision beam structure. The two ends of the spring 205 are fixed to the outer walls of the two dampers 204. When the vehicle hits the inner anti-collision beam 203, the dampers 204 on the inner wall of the inner anti-collision beam 203 and the outer rod 206 connected to them move closer to the outer anti-collision beam 202 under the action of external force. The piston 207 in the outer rod 206 begins to slide. The outer rod 206 is filled with liquid. When the piston 207 slides, it is subject to strong resistance from the liquid, which further consumes the energy generated by the vehicle impact. At the same time, the spring 205 contracts due to the approach of the dampers 204. The spring 205 stores the impact energy during the contraction process and then slowly releases it, prolonging the buffer time and continuously weakening the impact force on the vehicle.

[0030] Finally, it should be noted that the above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Although the present utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. An anti-overturning structure for a bypass junction of a ring road interchange, comprising a roadbed (1), characterized in that: A support base (3) is fixedly connected to the top center of the roadbed (1), and a bridge deck (4) is fixedly connected to the top center of the support base (3). Arc-shaped guide plates (5) are fixedly connected to the left and right sides of the support base (3). Multiple prestressed anchor rods (6) are fixedly connected to the outer walls of the two arc-shaped guide plates (5) on the side away from each other. Multiple longitudinal reinforcing ribs (7) are fixedly connected to the outer walls of the two arc-shaped guide plates (5). Multiple transverse reinforcing ribs (8) are fixedly connected to the inner walls of the two arc-shaped guide plates (5). A protective mechanism (2) is provided on the top left and right sides of the bridge deck (4).

2. The anti-overturning structure for the divergence point of a grade-separated interchange ring road ramp according to claim 1, characterized in that: The protective mechanism (2) includes multiple side rails (201), the bottom of each of the multiple side rails (201) is fixedly connected to the top of the bridge passage (4), the outer walls of the multiple side rails (201) are fixedly connected to an outer anti-collision beam (202) on the side away from each other, the outer walls of the multiple side rails (201) are fixedly connected to an inner anti-collision beam (203) on the adjacent side, the inner walls of the multiple inner anti-collision beams (203) are fixedly connected to multiple dampers (204), the outer walls of the multiple dampers (204) are fixedly connected to a spring (205), the outer walls of the multiple dampers (204) are fixedly connected to an outer rod (206), and the inner walls of the multiple outer rods (206) are slidably connected to a piston (207).

3. The anti-overturning structure for the divergence point of a grade-separated interchange ring road ramp according to claim 1, characterized in that: The bottom of each of the two arc-shaped guide plates (5) is threaded with multiple bolts (9), and the two arc-shaped guide plates (5) are designed symmetrically.

4. The anti-overturning structure for the divergence point of a grade-separated interchange ring road ramp according to claim 3, characterized in that: The top left and right sides of the support base (3) are provided with multiple screw holes (10), and the multiple longitudinal reinforcing ribs (7) are designed with equal spacing.

5. The anti-overturning structure for the divergence point of a grade-separated interchange ring road ramp according to claim 1, characterized in that: The bottom of the bridge (4) is fixedly connected to two bridge bottom beams (11), and the bottom of the roadbed (1) is fixedly connected to a load-bearing layer (12).

6. The anti-overturning structure for the divergence point of a grade-separated interchange ring road ramp according to claim 5, characterized in that: The bottom of the bearing layer (12) is fixedly connected to the bedrock layer (13), and the bottom of the support base (3) is fixedly connected to the reinforcing pier (14).

7. The anti-overturning structure for the divergence point of a grade-separated interchange ring road as described in claim 1, characterized in that: Streetlights (15) are fixedly connected to the top of the roadbed (1) around its perimeter, and isolation strips (16) are fixedly connected to the top left and right sides of the roadbed (1).

8. The anti-overturning structure for the divergence point of a grade-separated interchange ring road ramp according to claim 2, characterized in that: Multiple guide grooves (17) are provided on the outer walls of the multiple outer anti-collision beams (202), and multiple reflective strips (18) are fixedly connected to the outer walls of the multiple inner anti-collision beams (203).

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