The high-speed railway station (HSRS) is the intersection point of the high-speed railway system and the urban traffic system, and its intra-city accessibility directly affects the effect of the high-speed railway. At present, the research on the accessibility of HSRS mainly focuses on the external accessibility of cities, and the research on the internal accessibility of cities is relatively few, and the quantitative evaluation methods and cross-city comparative research are relatively insufficient. Therefore, based on multi-source data such as China Railway 12306 website and Baidu map, the paper adopts quantitative method to measure time accessibility to HSRS. It quantitatively evaluates the accessibility of HSRS of administrative, economic, cultural, educational, and tourist centers in ten major cities including Beijing, Shanghai, Guangzhou, Shenzhen, Chengdu, Wuhan, Hangzhou Chongqing Nanjing and Qingdao.The results show that 1) the main HSRS in the ten cities are located at the edge of the city center, rather than in the geographical center composed of administrative, economic, cultural, educational and tourist centers, which reflects the “extensibility” development characteristics of the big cities at the present stage; most of the main functional nodes of the ten cities are located in the central urban area, which reflects the “cohesive” distribution characteristics of urban functions. 2) The average time cost of ten urban HSRS is 39 min, all within 1 hour, and the accessibility is generally good. The accessibility rankings of the ten cities are successively Hangzhou, Nanjing, Chongqing, Chengdu, Shenzhen, Beijing, Guangzhou, Shanghai, Qingdao and Wuhan, and the accessibility levels of each city are significantly different. Among them, Hangzhou HSRS has the highest urban accessibility, and its time cost is 29 min. Wuhan HSRS has the lowest accessibility in the city, and its time cost is 56 min, which is nearly twice that of Hangzhou, mainly because the commuting time from each functional node of the city to the HSRS is about 50 min. 3) The average time cost of the five types of centers varies greatly. The cultural center and the economic center have high accessibility, and the average time cost is 33 min and 35 min respectively, which is related to the fact that the library and the business district are basically located in the central area of the city. While education center, tourism center and administrative center have low accessibility, and the average time cost is 48 min, 42 min and 39 min, respectively, which is related to the distribution of some universities, governments and scenic spots are in outer suburban district. 4) The time cost of various functional nodes to HSRS is basically within 1 hour, but there are obvious differences, and the accessibility of single urban functional nodes to HSRS is low. Among them, the best HSRS accessibility is Hangzhou Municipal Government and Hangzhou Wulin Business District with the time cost is only 18 min; However, due to the distance between the Beijing Sub-center and the HSRS, the time cost of the Beijing Municipal government is up to 76 min. The accessibility ofShenzhen University and Fudan University to HSRS is low, and the commute time within the city is 65 min and 60 min respectively, mainly due to the fact that the school is not in the same direction with the HSRS. 5) The time cost from five types of centers in Beijing, Shanghai, Shenzhen and other cities to the HSRS is uneven. This may affect the choice of travel modes of different people to a certain extent. When a certain type of center has various options such as highspeed rail and plane, but the accessibility of high-speed rail is low, passengers may give up taking high-speed rail and choose other modes of transportation. 6) There is no significant correlation between the urban accessibility of HSRS and the operating mileage of urban rail transit. The top three cities in the accessibility of HSRS are Hangzhou, Nanjing and Chongqing, while the operating mileage of these three cities ranks 7th, 9th and 8th respectively, and the operating mileage of rail transit ranks lower. Beijing and Shanghai rank first and second in rail transit operating mileage, and their HSRS rank 6th and 8th in urban accessibility.