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<p>The fully enclosed noise barrier (FENB) faces structural safety challenges under 400 km/h train-induced wind loads. A one-way Fluid-Structure Interaction (FSI) numerical method combining Computational Fluid Dynamics (CFD) and the Finite Element Method (FEM) is employed. Transient wind pressures from CFD model are mapped onto the FEM model to analyze the dynamic response, comparing the effects of different pressure relief hole areas. The results indicate that the piston effect is observed during train passage. Under the scenario without hole, positive and negative pressure peaks reach 2380 Pa and −4253 Pa, respectively. The pressure relief holes significantly reduce aerodynamic loads and vibration response. With hole areas of <i>A</i> and 3<i>A</i>, negative pressure peaks are attenuated by 51.0% and 68.7%, and the maximum stress at anchorage ends drops from 21.13 MPa to below 12.52 MPa. The first natural frequency of FENBs closely matches the 400 km/h train wind frequency. The dynamic amplification factor decreases as the relief hole area increases, but excessive pressure relief hole areas increase displacement and weaken overall stiffness. These findings provide a theoretical basis for the structural design and pressure relief measures of FENBs in high-speed railways.</p>

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Analysis of the vibration response of fully-enclosed noise barriers to wind loads induced by the 400 km/h high-speed train

  • 期刊论文

  • 发表日期：

    2026年7月22日

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  • Shao-peng Xu,
  • Chen-zhi Cai,
  • Yun-feng Zou,
  • Xu-hui He,
  • Zheng-yang Zhao,
  • Cheng-feng Wei

摘要

The fully enclosed noise barrier (FENB) faces structural safety challenges under 400 km/h train-induced wind loads. A one-way Fluid-Structure Interaction (FSI) numerical method combining Computational Fluid Dynamics (CFD) and the Finite Element Method (FEM) is employed. Transient wind pressures from CFD model are mapped onto the FEM model to analyze the dynamic response, comparing the effects of different pressure relief hole areas. The results indicate that the piston effect is observed during train passage. Under the scenario without hole, positive and negative pressure peaks reach 2380 Pa and −4253 Pa, respectively. The pressure relief holes significantly reduce aerodynamic loads and vibration response. With hole areas of A and 3A, negative pressure peaks are attenuated by 51.0% and 68.7%, and the maximum stress at anchorage ends drops from 21.13 MPa to below 12.52 MPa. The first natural frequency of FENBs closely matches the 400 km/h train wind frequency. The dynamic amplification factor decreases as the relief hole area increases, but excessive pressure relief hole areas increase displacement and weaken overall stiffness. These findings provide a theoretical basis for the structural design and pressure relief measures of FENBs in high-speed railways.