###### Abstract
(2019) examined the changes in aerodynamic pressure as a high-speed train with a speed of 400 km/h passed through a sound barrier. They analyzed the influences of various parameters, including train speed, distance from the center of the train to the sound barrier, and the height of the sound barrier on the aerodynamic pressure on the inner surface of the sound barrier. The distance between the track centerline and the sound barrier is a crucial factor influencing these aerodynamic pressures, which increase non-linearly in magnitude as the sound barrier gets closer to the track ([PERSON] et al., 2018; [PERSON] et al., 2019). [PERSON] et al. (2019) similarly constructed a three-dimensional model of a high-speed train and sound barrier through numerical simulation. They conducted an analysis to obtain the time-varying curve of aerodynamic pressure on the sound barrier during train passage. Additionally, a study on sound barriers by the German engineering consultancy PEC + S ([PERSON] et al., 2018) concluded that various factors such as train type, barrier height, and structural type of the sound barrier exert different influences on the peak aerodynamic pressure generated by an ICE 3 train passing through a sound barrier. [PERSON] (2018) synthesized research findings from Japanese, French, and German scholars. After extensive data processing, the following conclusion was reached: the peak pressure induced by a train passing through a sound barrier increases proportionally to the square of the train speed. Notably, significant variation exists in the peak pressures generated by various locomotive types, with those equipped with streamlined designs demonstrating superior aerodynamic performance. Other scholars carried out field tests to measure the aerodynamic pressure on the sound barrier caused by the passing trains. [PERSON] et al. (2018) developed a three-dimensional CFD simulation model for the train and sound barrier, utilizing the slip mesh technique for simulation and analysis. Moreover, they conducted wind tunnel testing to collect aerodynamic pressure data at different locations on the sound barrier, further validating the test results using field test data along the high-speed railway line between Rome and Naples. The comparison revealed a notable consistency among the results obtained from the CFD simulation, wind tunnel tests, and field experiments. [PERSON] et al. (2018) conducted field tests on the aerodynamic load characteristics of the sound barrier from three aspects: the speed of Electric Multiple Unit (EMU) trains, the distance between the train and the sound barrier, and the type of EMU train. [PERSON] et al. (2018) performed on-site measurements of the aerodynamic load generated by the CRH380A EMU train on the sound barrier at various speeds. The analysis revealed that the train-induced aerodynamic load exhibits distinct head wave and wake wave effects, with the peak pressure gradually decreasing along the vertical direction of the sound barrier. In a full-scale experiment conducted by [PERSON] et al. (2018) involving high-speed trains on an Italian railroad line, the changes in aerodynamic pressure were measured as three high-speed trains passed the same sound barrier. The study revealed that the magnitude of the pressure curve on the surface of the sound barrier was closely linked to the height and shape of the high-speed train. It can be observed from the literature review that establishing a numerical model of a high-speed train passing through a sound barrier area based on the CFD method and conducting simulation calculations is an effective approach to studying the aerodynamic pressure generated by a running train ([PERSON] et al., 2018). While field measurements can provide reliable results regarding train-induced aerodynamic pressure fluctuations, there are limitations such as high cost, low efficiency, and operational constraints. For safety reasons, railway authorities sometimes do not permit on-site measurements ([PERSON] et al., 2018), especially for high-speed railway lines.