Passengers' demands for riding comfort have been getting higher and higher as the high-speed railway develops. Scientific methods to analyze the interior noise of the high-speed train are needed and the operational transfer path analysis (OTPA) method provides a theoretical basis and guidance for the noise control of the train and overcomes the shortcomings of the traditional method, which has high test efficiency and can be carried out during the working state of the targeted machine. The OTPA model is established from the aspects of "path reference point-target point" and "sound source reference point-target point". As for the mechanism of the noise transmission path, an assumption is made that the direct sound propagation is ignored, and the symmetric sound source and the symmetric path are merged. Using the operational test data and the OTPA method, combined with the results of spherical array sound source identification, the path contribution and sound source contribution of the interior noise are analyzed, respectively, from aspects of the total value and spectrum. The results show that the OTPA conforms to the calculation results of the spherical array sound source identification. At low speed, the contribution of the floor path and the contribution of the bogie sources are dominant. When the speed is greater than 300 km/h, the contribution of the roof path is dominant. Moreover, for the carriage with a pantograph, the lifted pantograph is an obvious source. The noise from the exterior sources of the train transfer into the interior mainly through the form of structural excitation, and the contribution of air excitation is non-significant. Certain analyses of train parts provide guides for the interior noise control.

随着高速铁路的发展，乘客对乘坐舒适性的要求越来越高。需要科学的方法来分析高速列车的内部噪声，而运行传递路径分析（OTPA）方法为列车的噪声控制提供了理论依据和指导，并克服了传统方法的缺点。测试效率，可以在目标机器的工作状态下执行。从“路径参考点-目标点”和“声源参考点-目标点”的方面建立了OTPA模型。关于噪声传播路径的机制，假设忽略了直接的声音传播，并且将对称声源和对称路径合并。使用运行测试数据和OTPA方法，结合球形阵列声源识别的结果，分别从总值和频谱方面分析了内部噪声的路径贡献和声源贡献。结果表明，OTPA与球面阵列声源识别的计算结果吻合。在低速时，地面路径的贡献和转向架源的贡献占主导地位。当速度大于300 km / h时，车顶路径的贡献将占主导地位。此外，对于带有受电弓的马车来说，举起的受电弓是一个明显的来源。火车外部来源的噪声主要通过结构激励的形式传递到内部，空气激励的作用不显着。火车零件的某些分析为内部噪音控制提供了指南。