Bilateral vertical noise barriers have been widely used along high-speed railway lines in coastal cities where typhoons are frequent. When a high-speed train (HST) enters (or exits) a noise barrier under strong crosswind conditions, its running safety will be more severely tested because of the instantaneous switching of aerodynamic environment. Installing a buffer structure at the end of the noise barrier is necessary to ensure the running safety of HSTs. In this study, two types of aerodynamic buffer structures (triangle and fence types) for the end of the noise barrier are proposed. The buffering effects of the two structures on the sudden change amplitude of the aerodynamic load of the carriage are compared by using an improved delayed detached eddy simulation method. The difference in the influence of the two buffer structures on the aerodynamic responses of the carriage is discussed by using a wind–train–bridge coupling dynamic response calculation method. The buffer mechanisms of the two structures are revealed in terms of the flow field. Results show that the buffering effect of fence type is superior triangle type, and the buffer length of 4 L is the most reasonable.

在台风多发的沿海城市，高铁沿线广泛采用双边竖向声屏障。高速列车（HST）在强侧风条件下进入（或驶出）声屏障时，由于气动环境的瞬时切换，其运行安全性将受到更加严峻的考验。在声屏障末端设置缓冲结构是保障高速列车运行安全的必要条件。在这项研究中，提出了两种用于声屏障末端的气动缓冲结构（三角形和栅栏式）。采用改进的延迟分离涡模拟方法比较了两种结构对车厢气动载荷突变幅值的缓冲作用。采用风-车-桥耦合动力响应计算方法，探讨了两种缓冲结构对车厢气动响应影响的差异。这两种结构的缓冲机制在流场方面得到揭示。结果表明围栏式的缓冲效果优于三角式，缓冲长度为4L是最合理的。