A rigid-flexible coupled train-seat-human model was developed for studying ride comfort of rail vehicles. The weighted acceleration r.m.s. value at the seat pan was used for assessing ride comfort. The contribution of different modes of the carbody to ride comfort was defined from the perspective of power spectral density. The role of first bending mode was more important than other bending modes when bogie and seat positions are far from the nodes of first bending mode. Under this situation, the bogie spacing filter effect of first bending mode can be adopted to predict peaks and troughs of the equivalent acceleration on the floor or human-seat interface varying with speed or first bending frequency. The incorporation of human-seat system was necessary in order to accurately evaluate ride comfort. The ride comfort exhibited a global trend of improvement with increased bending rigidity or reduced speed. Increasing the damping ratio of bending modes improved ride comfort effectively. Increasing stiffness or decreasing damping of human-seat vertical contact on the seat pan worsened ride comfort. Equivalent accelerations at symmetrical seat positions showed analogous tendency as the speed. Ride comfort was worst at two ends whatever the speed was, followed by carbody centre at high speed.

为了研究轨道车辆的乘坐舒适性，开发了一种刚柔耦合的列车-座椅-人体模型。座椅底板上的加权加速度 rms 值用于评估乘坐舒适性。从功率谱密度的角度定义了车身不同模式对乘坐舒适性的贡献。当转向架和座椅位置远离第一弯曲模式的节点时，第一弯曲模式的作用比其他弯曲模式更重要。在这种情况下，可以采用第一弯曲模式的转向架间距滤波效应来预测地板或人座界面上随速度或第一弯曲频率变化的等效加速度的波峰和波谷。为了准确评估乘坐舒适性，必须结合人座系统。随着弯曲刚度的增加或速度的降低，乘坐舒适性呈现出整体改善趋势。增加弯曲模式的阻尼比有效地提高了乘坐舒适性。增加刚度或减少座椅底板上人与座椅垂直接触的阻尼会降低乘坐舒适性。对称座椅位置的等效加速度显示出与速度类似的趋势。无论速度如何，两端的乘坐舒适性最差，其次是高速时的车身中心。