A coupled track-train-seat-human model with lateral, vertical and roll vibrations was developed to investigate the ride comfort of high-speed trains. The ride comfort was assessed by the total equivalent acceleration defined according to ISO 2631-1. It was found that the track flexibility had a minor influence on the lateral, vertical and roll floor vibrations below 20 Hz, while the total equivalent acceleration was overestimated by over 10% at high speed using a rigid track. The flexibility of the carbody generated dramatic floor vibration in lateral, vertical and roll directions above 7.5 Hz, so the rigid carbody model significantly underestimated the total equivalent acceleration. The total equivalent acceleration tended to increase with the increase of speed. The equivalent accelerations for two symmetric seat positions illustrated analogous trends with the increasing speed. The ride comfort was the worst close to the carbody ends, followed by the carbody centre at high speed. The vertical acceleration on the seat pan was the most severe whatever the seat position and speed are. The neighbouring subject brought about a reduction of the total equivalent acceleration for the subject under evaluation. The carbody damping can reduce the total equivalent acceleration effectively in the whole speed range.

开发了具有横向、垂直和滚动振动的耦合轨道-列车-座椅-人体模型，以研究高速列车的乘坐舒适性。乘坐舒适性通过根据 ISO 2631-1 定义的总等效加速度进行评估。发现轨道灵活性对低于 20 Hz 的横向、垂直和滚动地板振动的影响很小，而在使用刚性轨道的高速下，总等效加速度被高估了 10% 以上。车身的灵活性在 7.5 Hz 以上的横向、垂直和侧倾方向上产生了剧烈的地板振动，因此刚性车身模型明显低估了总等效加速度。总等效加速度随着速度的增加而增加。两个对称座椅位置的等效加速度随着速度的增加显示出类似的趋势。靠近车体端部的乘坐舒适性最差，高速行驶时的车体中心次之。无论座椅位置和速度如何，座椅底板上的垂直加速度都是最严重的。相邻对象导致被评估对象的总等效加速度降低。车体阻尼可以有效降低整个速度范围内的总等效加速度。相邻对象导致被评估对象的总等效加速度降低。车体阻尼可以有效降低整个速度范围内的总等效加速度。相邻对象导致被评估对象的总等效加速度降低。车体阻尼可以有效降低整个速度范围内的总等效加速度。