###### Abstract
[13] studied the aerodynamic noise of the pantograph system, specifically to predict the influence of the pantograph covers on noise in the speed range. Besides the methods used to conduct acoustic propagation as mentioned above, there are still other methods for universal acoustic propagation calculations such as the acoustic boundary element method (BEM) and the acoustic finite element method (FEM). CFD transient simulation is used to obtain the fluctuating pressure in the time domain on the boundary of the pantograph, and is transformed into the frequency domain to form the boundary conditions of the acoustic finite element to further solve the far-field noise. By means of the combined CFD/FW-H the acoustic analogy with BEM, aerodynamic noise from a pantograph was predicted by [PERSON] et al. [14] and by [PERSON] et al. [15]. According to [PERSON] et al. [15], they used LES with high-order finite difference schemes to analyze the near-field unsteady flow around the pantograph, while the far-field aerodynamic noise was predicted using the CFD/FW-H acoustic analogy. The results of the surface pressure fluctuations were used in BEM to predict aerodynamic noise sources of the pantograph and the far-field sound radiation. The results showed that the aerodynamic noise originates mainly from the top regions of the pantograph rather than from the bottom regions. Also, the results indicated that the noise generated from the pantograph oriented opposite to the direction to the motion is lower than that oriented in the same direction to the motion, by as much as 3.4 dB(A). [PERSON] et al. [14] used DES to analyze the flow field. They also used BEM to predict the aerodynamic noise from a pantograph, giving the spatial and spectral characteristics of the noise around the pantograph. Several previous experiments also showed evidence that the pantograph is an important component that generates high intensity of noise. For example, [PERSON] and [PERSON] [16; 17] showed that the main road-side noise is the aerodynamic noise produced by the pantograph and bogie. [PERSON] et al. [18] tested a 1/7 th scaled train model with and without pantograph in a wind tunnel and showed that the space near the rear vertical face of the cavity is the most complex and turbulent region. This is the origin of the most important noise generation. Their research suggested that the modification of the cavity geometry with passive devices or active control can be an effective method for reducing the radiated noise. [PERSON] and [PERSON] [19] indicated that the length/height ratio of the cavity has a greater impact on its internal flow field, which then also affects pantograph noise. However, the spatial distribution and directivity of far-field noise in the experiment was not discussed deeply in their work. Hence, the influence on noise from the cavity needs to be further explored. Overall, few studies on the effects of the installation base configuration of the pantograph on the aerodynamic noise characteristics have been done so far. In fact, the flow field of a high-speed train can be seriously disturbed by non-flush surfaces of the train body and then complex flow separation and vortex shedding are caused. This disturbance leads to fluctuating surface pressure that becomes a significant aerodynamic noise source, which radiates to far field regions. The mechanism of aero-acoustic propagation and aerodynamic noise physical characteristics caused by complex structures such as the pantograph and the bogies remain challenging and need to be further discussed. The objective of the present work is to numerically investigate the effects of the pantograph with different installation bases of a high-speed train on the aerodynamic and on the acoustic characteristics using LES with the acoustic FEM. The spectral characteristics and directivity of the aerodynamic noise are discussed.