Transition section guardrail and guardrail

Abstract

The transition section guardrail is used for being installed between a bridge section guardrail and a roadbed section guardrail, the transition section guardrail comprises a first stand column, a first beam and a second beam, the first stand column is installed on the ground, and the first beam and the second beam are installed on the side wall of the first stand column. One end of the first beam is used for being connected with a collision face of a bridge section guardrail, and the other end of the first beam is used for being connected with a roadbed section guardrail. According to the transition section guardrail provided by the utility model, the transition section guardrail is provided with the first beam and the second beam at intervals along the axial direction of the upright post, and the first beam is respectively connected with the bridge section guardrail and the roadbed section guardrail. Meanwhile, when the second beam is arranged, the height of at least part of the second beam is larger than that of the head-on collision face, and the second beam is also connected with the bridge section guardrail and the roadbed section guardrail. Therefore, the anti-impact requirements of the transition section guardrail and the whole guardrail can be met, and meanwhile the construction difficulty and the construction cost are effectively reduced.

Description

TECHNICAL FIELD

[0001] The utility model relates to road construction facility technical field, especially a transition section guardrail and guardrail. BACKGROUND

[0002] At present, the concrete wing wall is mostly used for transition between bridge section guardrail and roadbed section guardrail, wherein one end of the concrete wing wall is connected with the bridge section guardrail, and the other end is connected with the roadbed section guardrail, but the concrete wing wall has great on-site construction difficulty, long construction time and high traffic organization cost.

[0003] Therefore, how to reduce the construction difficulty and construction cost of the transition section between the bridge section guardrail and the roadbed section guardrail has become a difficult problem to be solved by the technical personnel in the field. SUMMARY

[0004] The utility model provides a transition section guardrail and guardrail to reduce the construction difficulty and construction cost of the transition section between the bridge section guardrail and the roadbed section guardrail.

[0005] In the first aspect, the utility model provides a transition section guardrail for being installed between the bridge section guardrail and the roadbed section guardrail, and the transition section guardrail comprises a first stand, a first beam and a second beam, wherein the first stand is installed on the ground, and the first beam and the second beam are installed on the side wall of the first stand. One end of the first beam is used for being connected with the impact surface of the bridge section guardrail, and the other end is used for being connected with the roadbed section guardrail. Along the axial direction of the first stand, the second beam is arranged at intervals with the first beam. At least part of the second beam is away from the ground relative to the first beam, and the height from the ground is greater than the height of the impact surface. One end of the second beam is used for being connected with the bridge section guardrail, and the other end is used for being connected with the roadbed section guardrail.

[0006] The transition section guardrail provided by the utility model is arranged at intervals with the first beam and the second beam along the axial direction of the stand, and the first beam is connected with the bridge section guardrail and the roadbed section guardrail respectively. When the second beam is arranged, the height of at least part of the second beam is greater than the height of the impact surface, and the second beam is also connected with the bridge section guardrail and the roadbed section guardrail respectively. Therefore, the construction difficulty and construction cost can be effectively reduced while meeting the impact resistance requirement of the transition section guardrail and the whole guardrail.

[0007] In addition, the end of the second beam is connected with the bridge section guardrail, so that the end of the second beam can avoid forming a sharp angle, thereby effectively improving the safety factor of the whole guardrail.

[0008] In a possible implementation manner of the utility model, the second beam comprises a first bending part and a second bending part connected with each other, the first bending part is located between the second bending part and the bridge section guardrail, and the first bending part is used for being connected with the bridge section guardrail. The height of the second bending part from the ground is greater than the height of the impact surface, and the second bending part is used for being connected with the roadbed section guardrail. The overall strength of the guardrail is further improved.

[0009] In a possible implementation manner of the utility model, the included angle between the first bending part and the second bending part is α, and α satisfies: 135°≤α<180°. In this way, the smooth connection of the first bending part to the second bending part is realized while meeting the connection requirement of the second bending part to the bridge section guardrail through the first bending part, thereby being beneficial to further improving the overall strength of the guardrail.

[0010] In a possible implementation manner of the utility model, the transition section guardrail comprises a plurality of first columns, and the plurality of first columns are arranged at intervals along the extension direction of the road.

[0011] Along the extension direction of the road, the spacing of the adjacent two first columns close to the roadbed section guardrail is A, the spacing of the adjacent two first columns close to the bridge section guardrail is B, and A>B. In this way, the strength of the transition section guardrail can gradually increase along the direction from the roadbed section guardrail to the bridge section guardrail, so that along the direction from the roadbed section guardrail to the bridge section guardrail, the overall strength of the guardrail presents a gradually increasing and then stable trend, which is beneficial to improving the connection reliability between the guardrails and the overall strength of the guardrail, reducing the construction difficulty and construction cost, and improving the overall strength of the guardrail.

[0012] In a possible implementation manner of the utility model, the transition section guardrail further comprises a first sound-absorbing part, the first sound-absorbing part is installed on the side of the first column away from the first beam, and is used for being connected with the roadbed section guardrail. The first sound-absorbing part is used for forming a sound barrier, so that the transition section guardrail meets the impact of the out-of-control vehicle while also playing a role in reducing noise propagation.

[0013] In a possible implementation manner of the utility model, the length of the first sound-absorbing part is greater than or equal to the length of the first beam. The first sound-absorbing part is used for being connected with the bridge section guardrail. Then the first sound-absorbing part can also form a sound barrier on the bridge section.

[0014] In a possible implementation manner of the utility model, the transition section guardrail further comprises a first sound-absorbing part, the first sound-absorbing part is installed on the side of the first column away from the first beam, and is used for being connected with the roadbed section guardrail. The first sound-absorbing part is used for forming a sound barrier, so that the transition section guardrail meets the impact of the out-of-control vehicle while also playing a role in reducing noise propagation.

[0015] In one possible implementation of this utility model, the transition section guardrail further includes a first sound-absorbing part, which is installed on the side of the first post facing away from the first beam. The roadbed section guardrail includes multiple second posts and a second sound-absorbing part. The multiple second posts are installed on the ground and spaced apart along the extension direction of the road. The second sound-absorbing part is connected to the sidewall of the multiple second posts. The side of the second sound-absorbing part near the bridge section guardrail is spliced ​​with the first sound-absorbing part. Since both the first and second sound-absorbing parts can be used to form a sound barrier, and the first sound-absorbing part is spliced ​​with the second sound-absorbing part of the roadbed section guardrail, the transition section guardrail provided by this utility model can also meet the installation requirements of integrated sound barrier guardrails and bridge section guardrails.

[0016] In one possible implementation of this invention, the roadbed section guardrail further includes a third beam. The third beam is installed on the side of the second post away from the second sound-absorbing part and extends towards the bridge section guardrail. The third beam is positioned away from the ground relative to the first beam and is used to connect with the second beam. This enhances the overall strength of the guardrail while simultaneously improving the overall strength of the third beam.

[0017] In one possible implementation of this utility model, the distance between two adjacent second posts is C. The transition section guardrail includes multiple first posts, which are spaced apart along the extension direction of the road; and the distance between two adjacent first posts near the roadbed section guardrail is A, where A < C. This design allows the overall strength of the guardrail to gradually increase and then stabilize along the direction from the roadbed section guardrail to the bridge section guardrail, which is beneficial for improving the connection reliability of each section of the guardrail and the overall strength of the guardrail, as well as reducing construction difficulty and cost. Attached Figure Description

[0018] Figure 1 A structural schematic diagram of the guardrail provided by this utility model;

[0019] Figure 2 for Figure 1 The provided section view of the guardrail along DD;

[0020] Figure 3 for Figure 1 A close-up view of section E of the guardrail provided;

[0021] Figure 4 for Figure 1 A top view of the provided guardrail;

[0022] Figure 5 Another structural schematic diagram of the guardrail provided by this utility model;

[0023] Figure 6 for Figure 5 A top view of the guardrail provided.

[0024] Reference: 1-bridge section guardrail; 11-base; 111-collision surface; 112-top surface; 2-transition section guardrail; 21 first column; 22-first beam; 23-second beam; 231-first bending part; 232-second bending part; 24-first sound absorbing part; 3-subgrade section guardrail; 31-second column; 32-third beam; 33-subgrade section corrugated beam. DETAILED DESCRIPTION

[0025] In order to make the purpose, technical scheme and advantages of the utility model more clear, the following will combine with the drawings to make the utility model further detailed description. However, the example implementation can be implemented in various forms, and should not be understood as being limited to the implementation described herein. The same reference signs in the drawings represent the same or similar structures, so repeated description will be omitted. The expressions of position and direction described in the embodiments of the utility model are described with the drawings as an example, but changes can also be made as needed, and the changes are included in the protection scope of the utility model. The drawings of the embodiments of the utility model are only used to illustrate the relative position relationship, and do not represent the true proportion.

[0026] It should be noted that in the following description, specific details are set forth in order to facilitate understanding of the utility model. However, the utility model can be implemented in various other ways different from those described herein, and those skilled in the art can make similar generalizations without departing from the connotation of the utility model. Therefore, the utility model is not limited by the specific implementation disclosed below.

[0027] At present, most of the bridge section guardrails and subgrade section guardrails use concrete wing walls for transition, wherein one end of the concrete wing wall is connected with the bridge section guardrail, and the other end is connected with the subgrade section guardrail. However, the concrete wing wall has great difficulty in on-site construction, long construction time and high cost.

[0028] In addition, when the subgrade section guardrail uses a sound barrier integrated guardrail (which includes a sound barrier that can be used to resist the impact of out-of-control vehicles and also for noise reduction), the concrete wing wall of the prior art will not meet the transition requirements between the subgrade section guardrail and the bridge section guardrail.

[0029] Therefore, the transition section guardrail provided by the utility model is used to meet the connection requirements and strength requirements of the sound barrier integrated guardrail and the bridge section guardrail, while reducing the on-site construction difficulty and construction cost. In order to make the purpose, technical scheme and advantages of the utility model more clear, the following will combine with the drawings and specific embodiments to make the utility model further detailed description.

[0030] Reference Figure 1 , Figure 1The utility model provides a structure schematic drawing of guardrail. The guardrail includes bridge section guardrail 1, transition section guardrail 2 and roadbed section guardrail 3. Among them, bridge section guardrail 1 exemplarily can be concrete guardrail. Refer to Figure 1 and Figure 2 , Figure 2 for display Figure 1 , the bridge section guardrail 1 includes pedestal 11, and the pedestal 11 is used to abut with ground. When arranging the pedestal 11 in particular, the pedestal 11 has the collision face 111 and the top surface 112, wherein the collision face 111 is the one side of the pedestal 11 towards the lane, and generally, the collision face 111 is arranged to be inclined to the road surface, can understand that the collision face 111 has the included angle with the Z axis as shown in Figure 2 . The top surface 112 is the one side of the pedestal 11 away from the ground. The pedestal 11 exemplarily can be concrete pedestal to satisfy the strength demand of the pedestal 11. And the transition section guardrail 2 is used to install between the bridge section guardrail 1 and the roadbed section guardrail 3.

[0031] When arranging the transition section guardrail 2 in particular, continue to refer to Figure 1 , the transition section guardrail 2 includes the first column 21, the first beam 22 and the second beam 23, wherein the first column 21 is installed to the ground, and the first beam 22 and the second beam 23 are installed to the side wall of the first column 21, and one end of the first beam 22 is used to connect with the collision face 111 of the pedestal 11, and the other end is used to connect with the roadbed section guardrail 3. The first beam 22 exemplarily can be the corrugated beam plate, and the length direction of the corrugated beam plate is arranged along the extension direction of the road. When connecting the corrugated beam with the collision face 111 in particular, the plate surface of the corrugated beam plate can be connected with the collision face 111 of the pedestal 11 through the fastener to reduce the construction difficulty while satisfying the connecting demand of both.

[0032] Continue to refer to Figure 1 , when arranging the second beam 23 in particular, the second beam 23 is spaced apart from the first beam 22 along the axial direction of the first column 21 (such as the direction of the Z axis as shown in Figure 1 ), and at least part of the second beam 23 is away from the ground relative to the first beam 22, and the height of the at least part of the second beam 23 away from the ground relative to the first beam 22 is greater than the height of the collision face 111 of the pedestal 11 (namely the height of the top surface 112 of the pedestal 11 of the bridge section guardrail 1 away from the ground) along the axial direction of the first column 21. And one end of the second beam 23 is used to connect with the bridge section guardrail 1, and the other end is used to connect with the roadbed section guardrail 3. Can understand that the extension direction of the at least part of the second beam 23 away from the ground relative to the first beam 22 also is arranged along the extension direction of the road.

[0033] In an alternative embodiment, when arranging the second beam 23 in particular, refer to Figure 1 and Figure 3for display Figure 3 for display Figure 1 The local enlarged view at E. The second beam 23 comprises a first bending part 231 and a second bending part 232 connected with each other, the first bending part 231 is used to be located between the second bending part 232 and the bridge section guardrail 1, and the first bending part 231 is used to be connected with the bridge section guardrail 1.

[0034] Specifically in the assembling process of the guardrail, the end of the first bending part 231, which is away from the second bending part 232, can be connected with the top surface 112 of the base 11 of the bridge section guardrail 1, and the two can be fixedly connected by flanges and bolts, for example. In this way, the connection strength of the transition section guardrail 2 and the bridge section guardrail 1 can be met, and the construction difficulty and cost of the guardrail can be reduced. The height of the second bending part 232 from the ground is greater than the height of the impact surface 111, and the second bending part 232 is used to be connected with the roadbed section guardrail 3. In this way, the connection requirement of the roadbed section guardrail 3 and the bridge section guardrail 1 can be met, and the structure of the second beam 23 can be simplified.

[0035] It is worth mentioning that the second beam 23 can be a bent integral steel structure, and the cross section of the first bending part 231 or the second bending part 232 can be square, rectangular or C-shaped. The material can be carbon steel, cast iron, cast aluminum, aluminum alloy, stainless steel, etc. In this way, the overall strength of the second beam 23 can be effectively improved.

[0036] It should be noted that, since the height of the second bending part 232 from the ground is greater than the height of the impact surface 111, and the first bending part 231 is connected with the second bending part 232 and the bridge section guardrail 1 respectively, an included angle α can exist between the first bending part 231 and the second bending part 232. The transition section guardrail 2 provided by the present application does not limit the size of α, for example, α satisfies: 135°≤α<180°. In this way, the connection requirement of the second bending part 232 and the bridge section guardrail 1 through the first bending part 231 can be met, and the smooth connection of the first bending part 231 to the second bending part 232 can be realized, thereby facilitating the further improvement of the overall strength of the guardrail.

[0037] In addition, when the second beam 23 is a split structure, for example, the second bending part 232 can be a straight steel structure, the first bending part 231 can be a bent integral steel structure, and the first section of the first bending part 231 is arranged along the extension direction of the straight second bending part 232, and the two can be connected by a sleeve. At the same time, the second section of the first bending part 231 and the first section of the first bending part 231 can have the above-mentioned included angle α. In this way, when the second beam 23 is partially damaged and needs to be replaced, the corresponding first bending part 231 or second bending part 232 can be replaced for the damaged part. It can be understood that the second bending part 232 can also be provided as multiple sections connected with each other.

[0038] The transition section guardrail 2 is provided with the first beam 22 and the second beam 23 which are arranged at intervals along the axial direction of the first stand column 21, and the first beam 22 is connected with the bridge section guardrail 1 and the roadbed section guardrail 3 respectively. Meanwhile, when the second beam 23 is arranged, the height of at least part of the second beam 23 is greater than the height of the impact surface 111, and the second beam 23 is also connected with the bridge section guardrail 1 and the roadbed section guardrail 3 respectively. Therefore, the construction difficulty and the construction cost can be effectively reduced while meeting the impact resistance requirements of the transition section guardrail 2 and the whole guardrail.

[0039] In addition, the end of the second beam 23 is connected with the bridge section guardrail 1, so that the end of the second beam 23 is prevented from forming a sharp angle, thereby effectively improving the safety factor of the whole guardrail.

[0040] In the design process of the guardrail, the roadbed section guardrail 3 generally adopts a combination mode of stand columns and beam plates, and the stand columns can be directly fixed to the ground or fixedly connected with the ground through other connecting structures. The overall strength of the roadbed section guardrail 3 is less than the overall strength of the bridge section guardrail 1, so Figure 1 As shown in an optional embodiment, the transition section guardrail 2 comprises a plurality of first stand columns 21, and the plurality of first stand columns 21 are arranged at intervals along the extension direction of the road, and the first beam 22 is arranged between the adjacent two first stand columns 21, and the adjacent two first beams 22 have a mutual lap portion, which is beneficial to further improving the overall strength of the guardrail.

[0041] In addition, along the extension direction of the road, the distance between the adjacent two first stand columns 21 close to the roadbed section guardrail 3 relative to the bridge section guardrail 1 is A, and the distance between the adjacent two first stand columns 21 close to the bridge section guardrail 1 relative to the roadbed section guardrail 3 is B, and A > B, so that the strength of the transition section guardrail 2 gradually increases along the direction from the roadbed section guardrail 3 to the bridge section guardrail 1, so that after the roadbed section guardrail 3 and the bridge section guardrail 1 are connected through the transition section guardrail 2, the overall strength of the guardrail along the direction from the roadbed section guardrail 3 to the bridge section guardrail 1 presents a trend of gradually increasing and then stabilizing, which is beneficial to improving the connection reliability between the guardrails and the overall strength of the guardrail, and reducing the construction difficulty and the construction cost.

[0042] In an optional embodiment, reference is made to Figure 1 and Figure 4 , Figure 4 for display Figure 1In the top view, the transition section guardrail 2 also includes a first sound-absorbing part 24, which is installed on the side of the first post 21 away from the first beam 22 and is used to connect with the roadbed section guardrail 3. The first sound-absorbing part 24 is used to form a sound barrier so that the transition section guardrail 2 can not only withstand the impact of out-of-control vehicles, but also reduce noise transmission.

[0043] It should be noted that the transition section guardrail 2 provided by this utility model does not limit the specific structure of the first sound-absorbing part 24. For example, the first sound-absorbing part 24 may include multiple sound-absorbing panels spliced ​​together, and the height of the sound-absorbing panels is greater than the height of the second beam 23. At the same time, the second beam 23 can also strengthen the overall sound barrier formed by the first sound-absorbing part 24.

[0044] In the specific installation of guardrail 3 on the roadbed section, in one optional embodiment, such as Figure 1 As shown, the roadbed guardrail 3 may include multiple second posts 31 and a second sound-absorbing part ( Figure 1 (Not shown in the diagram) Multiple second posts 31 are installed on the ground and spaced apart along the direction of the road's extension. It is understood that the axis of the second post 31 may be parallel to the axis of the first post 21.

[0045] Simultaneously, the second sound-absorbing part is connected to the sidewalls of multiple columns, and the side of the second sound-absorbing part closest to the bridge section guardrail is spliced ​​with the first sound-absorbing part 24. This is used to connect the roadbed section guardrail 3 and the transition section guardrail 2.

[0046] It is understandable that, since both the first sound-absorbing part 24 and the second sound-absorbing part can be used to form a sound barrier, and the first sound-absorbing part 24 is spliced ​​with the second sound-absorbing part of the roadbed section guardrail 3, the transition section guardrail 2 provided by this utility model can also meet the installation requirements of the integrated sound barrier guardrail and the bridge section guardrail 1. Furthermore, the structure of the second sound-absorbing part can refer to the first sound-absorbing part 24, and will not be described in detail here.

[0047] In an optional embodiment, the roadbed section guardrail 3 further includes a third beam 32, which is installed on the side of the second post 31 away from the second sound-absorbing part and extends towards the bridge section guardrail 1. Simultaneously, the third beam 32 is positioned away from the ground relative to the first beam 22 and is used to connect with the second beam 23. The third beam 32 can be a steel structure with a square, rectangular, or C-shaped cross-section. Its material can be carbon steel, cast iron, cast aluminum, aluminum alloy, stainless steel, etc. This enhances the overall strength of the guardrail while simultaneously improving the overall strength of the third beam 32.

[0048] In addition, the third beam 32 can be connected to the second beam 23 through a sleeve, which simplifies the connection between the third beam 32 and the second beam 23, and reduces the construction difficulty and cost.

[0049] It is understandable that the roadbed section guardrail 3 may also include a roadbed section corrugated beam 33, which is installed on the side wall of the second post 31 away from the second sound-absorbing part, to ensure that the roadbed section guardrail 3 meets the required strength. This corrugated beam can be used to overlap with the corrugated beam of the transition section guardrail 2, further enhancing the overall strength of the guardrail and reducing construction difficulty and cost.

[0050] It is worth mentioning that the distance between two adjacent second posts 31 is C, along the direction of road extension, while the distance between two adjacent first posts 21 near the roadbed section guardrail 3 relative to the bridge section guardrail 1 is A, and A < C. This makes the overall strength of the transition section guardrail 2 greater than that of the roadbed section guardrail 3. In addition, since the distance between two adjacent first posts 21 near the bridge section guardrail 1 relative to the roadbed section guardrail 3 is B, and A > B, Then C > A > B. For example, C = 3000mm; B = 1500mm; A = 1000mm, so that the strength of the transition section guardrail 2 can gradually increase along the direction from the roadbed section guardrail 3 to the bridge section guardrail 1. In this way, after the roadbed section guardrail 3 and the bridge section guardrail 1 are connected by the transition section guardrail 2, the overall strength of the guardrail can gradually increase to a stable trend along the direction from the roadbed section guardrail 3 to the bridge section guardrail 1. This is beneficial to improving the connection reliability of each section of guardrail and the overall strength of the guardrail, as well as reducing the construction difficulty and construction cost.

[0051] In an optional embodiment, such as Figure 5 As shown, Figure 5 Another structure for demonstrating guardrails is used when the transition section guardrail 2 is installed between the bridge section guardrail 1 and the roadbed section guardrail 3, and is connected to both. Since part of the first beam 22 of the transition section guardrail 2 covers and connects to part of the impact surface 111 of the bridge section guardrail 1, and the length of the first sound-absorbing part 24 of the transition section guardrail 2 is greater than the length of the first beam 22, the first sound-absorbing part 24 can also form a sound barrier in the bridge section. Simultaneously, the second sound-absorbing part of the roadbed section guardrail 3 is spliced ​​with the first sound-absorbing part 24. This allows the three sections of guardrail to form sound barriers in the roadbed section, the transition section, and part of the bridge section, thus reducing noise propagation while resisting the impact of out-of-control vehicles. Furthermore, the first sound-absorbing part 24 is also used to connect with the bridge section guardrail 1, further improving the connection reliability between the transition section guardrail 2 and the bridge section guardrail 1.

[0052] When specifically connecting the first sound-absorbing part 24 to the bridge section guardrail 1, refer to the following: Figure 5 and Figure 6 , Figure 6 For display Figure 5A top view of the first sound absorbing part 24, the bottom of the sound absorbing plate can be connected with the top surface 112 of the base 11 through the flange and the fastener.

[0053] In conclusion, the transition section guardrail 2 provided by the utility model, along the axial direction of the stand column, since the first beam 22 and the second beam 23 are arranged at intervals between the transition section guardrail 2, and the first beam 22 is connected with the bridge section guardrail 1 and the roadbed section guardrail 3 respectively. Meanwhile, when the second beam 23 is arranged, the height of at least part of the second beam 23 is greater than the height of the impact surface 111, and the second beam 23 is also connected with the bridge section guardrail 1 and the roadbed section guardrail 3 respectively. Therefore, it can meet the impact resistance requirement of the transition section guardrail 2 and the whole guardrail, and also effectively reduce the construction difficulty and construction cost.

[0054] Obviously, those skilled in the art can make various modifications and variations to the utility model without departing from the spirit and scope of the utility model. Thus, if these modifications and variations of the utility model belong to the scope of the utility model claims and equivalent technologies, the utility model also intends to include these modifications and variations.

Claims

1. A transition barrier for installation between a bridge barrier and a ground barrier, characterized in that, The transition section guardrail comprises a first column, a first beam and a second beam, wherein: the first column is installed on the ground, and the first beam and the second beam are installed on the side wall of the first column; one end of the first beam is used for connecting with the impact surface of the bridge section guardrail, and the other end is used for connecting with the roadbed section guardrail; along the axial direction of the first column, the second beam is arranged in a spaced manner with the first beam; at least part of the second beam is away from the ground relative to the first beam, and the height of the second beam from the ground is greater than the height of the impact surface; one end of the second beam is used for connecting with the bridge section guardrail, and the other end is used for connecting with the roadbed section guardrail.

2. The transition guardrail of claim 1, wherein, The second beam comprises a first bending part and a second bending part connected with each other, the first bending part is located between the second bending part and the bridge section guardrail, and the first bending part is used for connecting with the bridge section guardrail; the height of the second bending part from the ground is greater than the height of the impact surface, and the second bending part is used for connecting with the roadbed section guardrail.

3. The transition guardrail of claim 2, wherein, The included angle between the first bending part and the second bending part is α, and α satisfies: 135°≤α<180°.

4. The transition guardrail of claim 1, wherein, The transition section guardrail comprises a plurality of first columns, and the plurality of first columns are arranged in a spaced manner along the extension direction of the road; along the extension direction of the road, the distance between two adjacent first columns close to the roadbed section guardrail is A, and the distance between two adjacent first columns close to the bridge section guardrail is B, and A>B.

5. The transition guardrail of claim 1, wherein, The transition section guardrail further comprises a first sound-absorbing part, the first sound-absorbing part is installed on the side of the first column away from the first beam, and is used for connecting with the roadbed section guardrail.

6. The transition guardrail of claim 5, wherein, The length of the first sound-absorbing part is greater than or equal to the length of the first beam; the first sound-absorbing part is used for connecting with the bridge section guardrail.

7. A barrier, characterised in that The bridge section guardrail and the roadbed section guardrail, and the transition section guardrail according to any one of claims 1-6 are comprised; The bridge section guardrail comprises a base, and the base is used for abutting against the ground; The second beam is connected with the side of the base away from the ground.

8. A barrier according to claim 7, characterised in that The transition section guardrail further comprises a first sound-absorbing part, the first sound-absorbing part is installed on the side of the first column away from the first beam; The roadbed section guardrail comprises a plurality of second columns and a second sound-absorbing part, the plurality of second columns are installed on the ground and arranged in a spaced manner along the extension direction of the road; The second sound-absorbing part is connected with the side wall of the plurality of second columns; the side of the second sound-absorbing part close to the bridge section guardrail is mutually spliced with the first sound-absorbing part.

9. A barrier according to claim 8, characterised in that The roadbed section guardrail further comprises a third beam, the third beam is installed on the side of the second column away from the second sound-absorbing part, and extends towards the direction of the bridge section guardrail; the third beam is away from the ground relative to the first beam, and is used for connecting with the second beam.

10. A barrier according to claim 8, characterised in that The distance between two adjacent second columns is C; The transition section guardrail comprises a plurality of first columns, and the plurality of first columns are arranged in a spaced manner along the extension direction of the road; and the distance between two adjacent first columns close to the roadbed section guardrail is A, and A<C.

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