To solve the issues and difficulties in the high-coupling modelling of beam pumping units and high-slip motors, external characteristic experiments of high-slip motors were performed where the external database and characteristic correlation equations of the motors were obtained through data regression analysis. Based on the analysis of the kinematics, dynamics and driving characteristics of the beam pumping unit, a fully coupled mathematical model of a motor, pumping unit, sucker rod and oil pump was established. The differential pumping equation system of the pumping unit used a cyclic iteration method to solve the problem of high coupling among the motor, pumping unit, sucker rod and the pumping pump. The model was verified by experimental data of field l pumping wells. Theoretical calculations and experimental tests showed that the soft characteristic of the high-slip motor can reduce the peak suspension load of the sucker rod, peak net torque of the gearbox and peak power of the motor. In addition, the results show that the soft characteristic can also decrease the high-frequency fluctuation of the motor power curve and the torque curve of the gearbox. The highslip motor can improve the smoothness and safety of the pumping well system. (2020) Dynamic coupling modelling and application case analysis of high-slip motors and pumping units. PLoS ONE 15(1): e0227827. Where T d -Motor shaft output torque, kN�m; T n -The moment of resistance of the polished rod on the crank, kN�m; P-Suspended load, kN; B-Unbalanced weight of pumping unit structure, kN; J b -Beam moment of inertia, kg�m 2 ; M-Crank balancing torque, kN�m; τ-phasing degree,˚; ξ m -Transmission efficiency of the motor to the crankshaft; m-index, when T d >0, m = 1, when T d <0, m = −1; J p -Motor shaft equivalent moment of inertia, kg�m 2 ; J p0 -Moment of inertia of each component of the drive motor on the motor shaft, kg�m 2 ; J p1 -Moment of inertia of each component of the input shaft of the redactor, kg�m 2 ; J p2 -Moment of inertia of each component of the intermediate shaft of the redactor, kg�m 2 ; J p3 -Moment of inertia of each member of the crankshaft, kg�m 2 ;i-Total gear ratio from the motor output shaft to the gearbox output shaft; i 1 -Total gear ratio of the pumping unit gearbox; i 2 -Pumping gear gearbox low-speed gear ratio. By substituting Eq (25) into Eq (24), the differential equation of crank angular velocity and crank angle is obtained, as shown in Eq (27): Gearbox intermediate shaft 1.29 Gearbox crankshaft 5330