The suspension stiffness of traction transformers for trains was optimized by using the response surface method. The finite element models (FEMs) of the train and the traction transformer were set up respectively, and the vibra-tion level differences between the train and the traction transformer were calculated by the harmonic analysis of ANSYS. The suspension stiffness parameters which have obvious influence on the vibration level difference were determined by square difference analysis, and the quadratic response-surface model of the suspension stiffness and the vibration level differ-ence were constructed. Finally, taking the maximum vibration level difference as the target, the optimal suspension stiffness of the traction transformer was obtained. The results show that the vertical suspension stiffness at three positions of the front, the middle and the rear, and the transverse suspension stiffness at the rear position have obvious influence on the vibration level difference. The optimum condition is reached when the vertical suspension stiffness at the front, middle and rear posi-tions are 2.05×106 N/m, 2.24×106 N/m, and 7.68×106 N/m respectively and the transverse suspension stiffness at the rear posi-tion is 4.17 × 106 N/m. Under the optimum condition, the vibration level difference predicted by the mathematical model is 100.23 dB, and that predicted by the FEM is 98.21 dB. They are close to each other. So, it is concluded that the response sur-face method can be applied to optimize the suspension stiffness of traction transformers for trains.%为了对列车牵引变压器悬挂刚度进行优化设计，采用了响应面法。首先用车体及牵引变压器的有限元模型进行谐响应分析，取得车体与牵引变压器之间的振级落差。通过方差分析筛选出对振级落差影响显著的悬挂刚度参数，并构造了悬挂刚度与振级落差的二次响应面模型。最后，以振级落差最大为目标进行优化设计。结果表明，前、中、后三个悬挂位置的垂向刚度和后部横向刚度对振级落差影响显著。当前、中、后垂向刚度分别取2.05×106 N/m、2.24×106 N/m、7.68×106 N/m，后部横向刚度取4.17×106 N/m，车体与牵引变压器间的振级落差最大。该条件下振级落差的数学模型预测值为100.23 dB，仿真试验值为98.21 dB，两者基本一致，验证了响应面法在列车牵引变压器悬挂刚度优化设计中应用的可行性。
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