Journal of Automobile Engineering

Torsional dynamics and stability of automotive driveline

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considering cubic nonlinearity
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Journal: Part D: Journal of Automobile Engineering

Manuscript ID JAUTO-17-0221.R2
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Manuscript Type: Original Article

Date Submitted by the Author: 22-Dec-2017

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Complete List of Authors: Han, Qingzhen; Jiangsu University, School of Automotive and traffic
engineering
He, Ren; Jiangsu University, Automotive Engineering
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Keywords: driveline, shock, resonance, bifurcation, stability, continuation method

Since the half-shaft is the main flexible part of the automotive driveline,
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the torsional dynamics of the simplified driveline which considering the

cubic nonlinearity of the half-shaft is discussed in this manuscript. The
approximate solutions of the torsional shock response and the resonance
response of the driveline are derived by using the method of multiple
scales. The stability and bifurcation condition of the responses are judged
by using the Routh-Hurwitz criterion and the bifurcation theory,
respectively. It is shown that the negative cubic nonlinear stiffness is
Abstract:
propitious to suppress the torsional shock of the driveline while the positive
is on the contrary. Meanwhile the ability of the suppression of the torsional
shock can be improved with the decrease of the linear stiffness. The
resonance curve of the driveline may lose its stability when the value of the
cubic nonlinear stiffness reaches the threshold. By properly designing the
negative cubic nonlinear stiffness of the half shaft, the instability of the
resonance can be suppressed and the ability of the suppression of the
torsional shock can also be improved.

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Page 1 of 19 Journal of Automobile Engineering

1
2
3 Torsional dynamics and stability of automotive driveline
4
5
6
7
considering cubic nonlinearity
8
9 Qingzhen Han1 Ren He
10
11
12 School of Automotive and Traffic Engineering, Jiangsu University, Zhenjiang 212013, China
13
14
15 Abstract
16
17
Since the half-shaft is the main flexible part of the automotive driveline, the torsional dynamics
18
19 of the simplified driveline which considering the cubic nonlinearity of the half-shaft is discussed in
Fo
20 this manuscript. The approximate solutions of the torsional shock response and the resonance
21
22 response of the driveline are derived by using the method of multiple scales. The stability and
23
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bifurcation condition of the responses are judged by using the Routh-Hurwitz criterion and the
24
bifurcation theory, respectively. It is shown that the negative cubic nonlinear stiffness is propitious
25
26 to suppress the torsional shock of the driveline while the positive is on the contrary. Meanwhile the
ee

27 ability of the suppression of the torsional shock can be improved with the decrease of the linear
28
29 stiffness. The resonance curve of the driveline may lose its stability when the value of the cubic
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30 nonlinear stiffness reaches the threshold. By properly designing the negative cubic nonlinear
31
stiffness of the half shaft, the instability of the resonance can be suppressed and the ability of the
32
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33 suppression of the torsional shock can also be improved.

34
35 Keywords: driveline, shock, resonance, bifurcation, stability, continuation method.
36
iew

37
38
39
Note:We must apologize for the inconvenience caused by our mistake in the last revision
40
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56 1
Corresponding author:School of Automotive and Traffic Engineering, Jiangsu University, Zhenjiang 212013,
57
58 China. email: hanqzh@qq.com
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 Journal of Automobile Engineering Page 2 of 19

1
2
3
4 1 Introduction driveline from oscillating is studied based on
5 the drive-shaft model in [4]. Based on the
6 Shock and resonance are two kinds of
simplified linear two mass model, Fredriksson
7 profitless oscillations that should be treated to
and Egardt [5] designed a controller by using
8 reduce the unpleasant shaking in the
9 the backstepping method to control the
automotive driveline as the fatigue and
10 oscillations of the driveline during the
11 damage, which can finally cause the fracture
gearshift process of the manual transmission.
12 and failure of the shaft, will be accumulated
In order to prevent judder-induced driveline
13 during harmful torsional oscillations. The
oscillations, Naus and Beenakkers, et al. [6]
14 study of torsional dynamics of the driveline is
15 developed a robust controller for the clutch
important for ensuring the reliability of the
16 system, and the driveline after the clutch is
17 automotive[1], so it is necessary to analyze the
modeled as a mass-spring-damper model
18 physical characteristics of the driveline to find
which can also be called two mass model.
19 the most important part that contribute to the
Fo
20 Based on the drive-shaft model with or
oscillations. Due to the high torque difference
21 without backlash, Mashadi and Badrykoohi [7]
22 that results from the amplification of the
designed a linear controller to reduce the
23
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engine torque by the conversion ration of the
driveline vibrations, such as shuffle and shunt.
24 transmission and the final drive, the half-shaft
25 In [8], a mass-spring-damper model of the
is subjected to the relatively largest torsion and
26 driveline is modeled where the half-shaft is
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27 is the most important physical effects that

modeled as a massless torsional spring/damper
28 contribute to the oscillations of the automotive
package. As can be seen, the drive-shaft model
29 driveline [2, 3]. In order to improve the
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can be used for analyzing and controlling of

30 torsional dynamics of the automotive driveline,
31 the torsional dynamics of the driveline.
32 a model which contains the flexibility of the
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33 half-shaft should be selected to study the The vehicle driveline is actually a

34 influence of the stiffness and damping of the nonlinear system which contains many
35 half-shaft on the torsional dynamics and
36 nonlinear factors, such as the backlash which
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stability of the driveline. Depending on the

37 introduces the hard nonlinearity characteristics.
38 different purposes that scholars focused on,
The backlash is mainly caused by the play
39 many kinds of driveline models have been
40 built. In order to highlight the main component
between gears in the final drive and the
41 gearbox [9,10], and scholars have done a lot of
that contribute to the oscillations of the
42
driveline, the drive-shaft model [2] (also can researches on the issues that caused by the
43
44 be called two-mass model) is selected in this backlash no matter the mechanisms or the
45 paper, where the half-shaft is modeled as a controllers [11, 12].But as the main flexible
46
massless torsional spring/damper package, the part of the driveline, the half-shaft is generally
47
48 transmission gearbox and the final drive are modeled as a linear massless torsional
49 modeled as a simple gain transforming torque
spring/damper package. In fact, the nonlinear
50 with a variable factor depending on the
51 factors such as material nonlinearity and
selected gear ratios.
52 geometric nonlinearity are invariably exist
53 The drive-shaft model is widely used even [13-16]. There are still few reports on the
54
55 though it is a basic model of the driveline. As influence of these nonlinearities on the
56 the purpose of modeling is to control the first driveline. One possible reason may be that the
57 resonance mode of the driveline, a
58 traditional shaft contains weak nonlinearity,
model-based control which can prevent the
59 the nonlinear part is ignored by linear fitting.
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Page 3 of 19 Journal of Automobile Engineering

1
As such there is still little reports and resonance curve with the changing of the
2
3 experimental data that can support this kind of parameters, such as cubic nonlinear stiffness
4 vehicle driveline model. Even so, many coefficient, damping coefficient and excitation
5 amplitude, will be discussed.
6 literatures discussed the dynamics of the
7 model with a cubic term, such as the rolling
8 2 Nonlinear Drive-shaft model
mill main drive system [17,18] and the
9
10 suspension system[19]. Scholars find that the
11 cubic term can cause the unstable behavior of
12
the resonance curve, but few authors studied
13
14 the boundary between the stable and unstable
15 regions. It is necessary to analyze the
16
17 dynamics and stability of the driveline
18 considering those nonlinearities.
19 Fig.1 Drive-shaft model
Fo
20 Based on the Stone-Weierstrass theory, the
21 The drive-shaft model, which contains the
continuous nonlinear functions can be
22
flexibility of the half shaft and the conversion
23
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approximated by polynomial series [18]. As
24 the nonlinear stiffness of the axial-symmetric ration of the transmission and the final drive,
25 is shown in Fig.1, where J m′ is the moment of
26 elastic shaft can be expressed by the cubic
ee

27 inertia of the flywheel; J L is the sum of the

nonlinear stiffness,and the drive-shaft is an
28 moment of inertia of the wheel and the
axial-symmetric elastic shaft, so the cubic term
29
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moment of inertia of the vehicle equivalent to

30 is considered.
31 the wheel; φm , φ L′ are the flywheel angle and
32 Furthermore, as the approximate analytic
the wheel angle, respectively; Tm , TL′ are the
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33 solutions of the dynamic system with weak

34 engine drive torque and vehicle load torque,
nonlinearities can be solved by applying the
35 respectively; fk is the stiffness function of the
method of multiple scales [19, 20, 21], the
36
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method of multiple scales will be used to half shaft which contains the linear and cubic
37
38 obtain the approximate solutions of the nonlinear stiffness coefficients; c is the
39 responses of the shock and the resonance of damping coefficient of the half shaft or the
40
the automotive driveline.
41 driveline [7]; i is the product of the speed ratio
42 of the transmission, i0, and the final drive, i1.
The main purpose of this manuscript is to
43
44 analyze and suppress the profitless torsional The equivalent torsional vibration model of the
45 vibrations of the automotive driveline based on drive-shaft model can be described as follows:
46 the nonlinear drive-shaft model. The
47
48
approximate solutions of the shock and the J mφ&&m = Tm − c(φ&m − φ&L )
resonance will be solved by applying the (1)
49 − k1 (φm − φL ) − k3 (φm − φL )3
50 method of multiple scales. The stability and
51 the bifurcation condition will be derived by
52 using the Routh-Hurwitz criterion and J Lφ&&L = c(φ&m − φ&L ) + k1 (φm − φL )
53 (2)
54 bifurcation theory, respectively. Simulations + k3 (φm − φL )3 − TL
55 will carry out to analyze the effect of varying
56 design parameters on the torsional dynamics of
where J m = i 2 J m′ , Tm = iTm′ .
57 the driveline. The ability of the suppression of
58
the torsional shock and the stability of the
59
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 Journal of Automobile Engineering Page 4 of 19

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Suppose that the driveline is subjected to an
2 3 The approximate solution of
3 impulsive torque, T, on the load end and the
4 torque is opposite to the direction of the
5
the shock response
6 driveline, the torsional angle caused by the
7 In this section, the function of shock impulsive torque in the drive end and the load
8 end are θ1 and θ 2 , respectively. Then (7) and (8)
response which contain both square and cubic
9
10 nonlinear terms is obtained. The approximate can be obtained by substituting θ1 and θ 2 into (1)
11 solution of the shock response is derived by and (2),
12
13 using the method of multiple scales.
14 J m (φ&&m + θ&&1 ) = Tm − c((φ&m + θ&1 ) −
15 Substituting (2) into (1), then (φ&L + θ&2 )) − k1 ((φm + θ1 ) − (φL + θ 2 )) (7)
16
17 −k3 ((φm + θ1 ) − (φL + θ 2 )) 3

J mφ&&m − J Lφ&&L =
18
19 Tm + TL − 2k1 (φm − φL ) (3)
J L (φ&&L + θ&&2 ) = c((φ&m + θ&1 ) − (φ&L + θ&2 ))
Fo
20 −2k3 (φm − φL )3 − 2c(φ&m − φ&L )
21 + k1 ((φm + θ1 ) − (φL + θ 2 )) + k3 ((φm + (8)
22 θ1 ) − (φL + θ 2 )) − TL − T
3

23 When the driveline is operated in the steady

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24 state, we obtain
25 Suppose that the torsional angle that caused by
26 the impulsive torque is zero in the drive end.
ee

27 J mφ&&m = J Lφ&&L = 0 ， φ&m − φ&L = 0 ， Tm = TL . (4)

28 Substituting (1) and (2) into (7) and (8),
29 respectively, then we obtain
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30 Substituting (4) into (3), the steady state can

31
32 be expressed as −cθ&2 − k1θ 2 − 3k3 (φm − φL )2 θ 2
(9)
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33 +3k3 (φm − φL )θ 22 − k3θ 23 = 0

34
k1 (φm − φL ) + k3 (φm − φ L )3 =Tm (5)
35 J Lθ&&2 + cθ&2 + k1θ 2 + 3k3 (φm − φL ) 2 θ 2
36
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(10)
37 −3k3 (φm − φL )θ 22 + k3θ 23 = −T
Formula (5) shows that the driveline has one
38
39 stable torsional angle between the drive end
40 Substituting φ0 into (9) and (10), then we
41 and load end, the angle is not only related to
42 obtain
43 the engine output torque but also the linear and
44 −cθ&2 − k1θ2 − 3k3φ02θ2
45 cubic nonlinear stiffness coefficients of the (11)
46 +3k3φ0θ22 − k3θ23 = 0
half shaft. Let φ0 =φm − φL and substituting it
47
48
into (5), then the solution of (5) can be written J Lθ&&2 + cθ&2 + k1θ 2 + 3k3φ02θ 2
49
(12)
50 as −3k3φ0θ 22 + k3θ 23 = −T
51
52
53 φ0 = ((108Tm + 12((12k13 + 108k3Tm2 ) / k3 )1 2 ))1 3 / Substituting (11) into (12), the shock response
54 (6k3 ) − 2k1 / ((108Tm + 12((12k + 108k T ) /
3 2 equation which contains the quadratic and
55 12 13
1 3 m

56 k3 ) )) cubic nonlinear terms is obtained as follows

57
58 (6)
59
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Page 5 of 19 Journal of Automobile Engineering

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J Lθ&&2 + 2cθ&2 + (2k1 + 6k3φ02 )θ 2 following formulas can be obtained
2
(13)
3 −6k3φ0θ 22 + 2k3θ 23 = −T
4  D02ϕ 20 + ω02ϕ20 = 0
5  2
 D0 ϕ 21 + ω0 ϕ 21 = −2 D0 D1ϕ 20 − α D0ϕ20
2
6 As the time of the shock is very short and
7 −γϕ 3 + µϕ 2
scholars are more concerned about the  20 20
8  2
 D0 ϕ 22 + ω0 ϕ22 = −2 D0 D1ϕ 21 − D1 ϕ20
2 2
9 response after the shock, the dynamic
10 
−2 D0 D1ϕ20 + (2 µϕ20 − 3γϕ20 )ϕ21 −
2
behaviors after the shock will be studied in the
11
following text. Substituting T=0 into (13), the α ( D0ϕ 21 + D1ϕ 20 )
12
13 following equation can be obtained
(18)
14
15
16 θ&&2 + ω12θ 2 + α 0θ&2 + γθ 23 − µθ 22 =0 (14) The solution of the first formula in (18) can be
17 supposed as
18
19 2(k1 + 3k3φ02 ) 2c
where ω02 = ， α0 = ， ϕ20 = r cos(ω0T0 +ψ )
Fo
20 (19)
JL JL
21
22 2k3 6k φ
23 γ= ， µ= 3 0 . where r ,ψ are the functions of Ti .
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24 JL JL
25
26 Substituting (19) into the second formula in
ee

In order to obtain the approximate analytic

27 (18), then
28 solution of the shock response by using the
29 method of multiple scales, let all the nonlinear D02ϕ 21 + ω02ϕ 21 = 2 D1rω0 sin Θ
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30
31 terms multiplied by ε , then (14) becomes +2rω0 D1ψ cos Θ + α rω0 sin Θ (20)
32
−γ r cos Θ + µ r cos Θ
3 3 2 2
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33 ϕ&&2 + ω02ϕ2 =ε (−αϕ&2 − γϕ23 + µϕ22 ) (15)

34
35 where Θ=ω0T0 +ψ .
36
iew

37
Let Tm = ε tm
(m = 0,1, 2,...) and its
38 The following formulas can be obtained by
expansion partial derivative can be written as
39
40 eliminating the secular terms in ϕ21 ,
41 d
42 = D0 + ε D1 + ε 2 D2 + ...
dt
43 2 D1rω0 + α rω0 = 0
44 d2  (21)
= D02 + 2ε D0 D1 + ε 2 ( D12 + 2 D0 D2 ) + ... 2rω0 D1ψ − 3 4γ r = 0
3
45 dt 2

46
47 (16) Then the solution of (20) can be obtained as
48
49 where Di (i=0, 1, 2, …) represents the follows
50
differential operator.
51 1 3
52 ϕ21 = r γ cos 3(ω0T0 +ψ )
Suppose that the solution of (14) is 32ω0
53 (22)
54 1 3
− µ r 2 (cos 2(ω0T0 +ψ ) − )
55 ϕ2 (t , ε ) = ϕ20 (T0 , T1 ,...) + 6 ω0
56 (17)
57 εϕ21 (T0 , T1 ,...) + ε 2ϕ22 (T0 , T1 ,...) + ...
58 Substituting ϕ20 , ϕ21 into formula (17), the
59 Substituting (16) and (17) into (15), the
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 Journal of Automobile Engineering Page 6 of 19

1
solution of shock response can be expressed as
2 λ 2 + α 0 λ + ω02 = 0 (28)
3
4 ϕ 2 = r cos(ω0T0 + ψ ) +
5 Then the asymptotic stability condition of the
ε 3
6 r γ cos 3(ω0T0 +ψ ) (23)
7
32ω0 equilibrium point, α 0ω02 > 0 , can be obtained
8 ε 3
9 − µ r 2 (cos 2(ω0T0 + ψ ) − ) by using the Routh-Hurwitz criterion.
6 ω0
10
11
12 In order to get the angular velocity from the
13 analytical solution, the derivative of the 4 The approximate solution of the
14 resonance response
15 analytical solution is deduced
16 In order to analyze the resonance response
17 j & 2 = - r w0 sin(w0T 0 +y )
18 of the driveline, let (1) multiplied by 1/Jm, (2)
3e 3
19 - r g sin 3(w0T 0 +y ) (24) multiplied by 1/JL and substituting (2) into (1),
Fo
20 32
the following equation can be obtained
21 e
22 + mr 2w0 sin 2(w0T 0 +y )
3
23 x + ω12 x + ax 3 + bx& = F
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&& (29)
24
25 As T m = e mt (m=0,1,2...) , then the
26 Jm + JL
ee

27 derivative of the analytical solution can be where x = φm − φ L ， ω12 = k1 ，

28
Jm JL
29 expressed as
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30 Jm + JL J + JL
a= k3 ， b = m c，
31 j & 2 = - r w0 sin(w0t +y ) Jm JL Jm JL
32
3e 3
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33 - r g sin 3(w0t +y ) (25)

34 32 Jm + J L
35 e F= (Tm + TL ) .
36 + mr 2w0 sin 2(w0t +y ) JmJL
iew

3
37
38 Suppose that there is only the perturbation part
39 In order to analyze the stability of the shock
40 in F when the driveline suffers a time varying
41 response, let y&1 = θ 2 , y& 2 = θ&2 , then the
42 excitation, and let F = f1 cos(ωt ) , then the
43 state-space form of (14) can be written as
44 following equation can be obtained
45  y&1 = y2
46  (26) x + ω12 x + ax 3 + bx& = f1 cos(ωt )
&& (30)
 y& 2 = −ω0 y1 − α 0 y2 − γ y1 + µ y1
2 3 2
47
48
49 The Jacobian matrix at the equilibrium point, In order to get the analysis solution of the
50
51 (0,0), is
52 resonance response by using the method of
53
 0 1 
54 J = 2
−α 0  α = ε a , β = εb ,
(27) multiple scales, let
55  −ω0
56
57 f1 = ε f , and ω = ω1 + εσ , where σ is the
The corresponding characteristic equation can
58
59 be expressed as
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2 frequency modulation parameter which is D02 x1 + ω02 x1 = (−2iω0 A& − 3α A2 A
3 −i βω0 A) exp(iω0T0 ) − α A3 exp(3iω0T0 )
4 equal to O (1) , then (30) can be rewritten as
5 1
+ f exp[i (ω0T0 + σ T1 )] + cc
6 2
7
8 x + ω12 x = −ε (α x3 + β x& − f cos(ωt ))
&& (31) (37)
9
10 The following formula can be obtained by
Meanwhile, the external excitation can be
11 eliminating the secular terms in x1,
12 rewritten as
13
14 −iω0 (2 A& + β A) − 3α A2 A +
ε f cos(ωt ) = ε f cos(ω1T0 + σ T1 ) (32)
15 1 (38)
16 f exp(iσ T1 ) = 0
17 2
18 Suppose that the solution of (30) is
19
Let A = ρ exp[iδ ] / 2 and substituting it into
Fo
20
21 x(t , ε ) = x0 (T0 , T1 ) + ε x1 (T0 , T1 ) + ... . (33)
22 (38), then (39) is obtained
23
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24 Substituting (32) and (33) into (31), the

25 following formulas can be obtained 1 3
26 −iω0 ρ& + ω0 ρδ& − iω0 βρ − αρ 3
ee

2 8
27 (39)
28 D02 x0 + ω12 x0 = 0 (34) 1
+ f exp[i(σ T1 − δ )] = 0
29 2
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30
31 D02 x1 + ω12 x1 =
Separate the real part and the imaginary part of
32 −2 D0 D1 x0 − α x03 − β D0 x0 (35)
ev

33 (39), the following polar coordinate equation

34 + f cos(ω1T0 + σ T1 )
can be obtained
35
36
iew

Suppose that the solution of the (34) is

37 1 1 f
38
ρ& = − βρ + sin(σ T1 − δ ) (40)
2 2 ω0
39 x0 = A(T1 ) exp(iω1T0 ) + A(T1 ) exp( −iω1T0 )
40
41 (36) 3 αρ 3 1 f
42 ρδ& = − cos(σT1 − δ ) (41)
43 8 ω0 2 ω0
44
Rewrite f cos(ω1T0 + σ T1 ) in (35) as the
45
46 Suppose that the first order approximate
47 exponential form
48
solution of (31) is
49
50 1
51 f exp[i (ω0T0 + σT1 )] + CC
52
2 x = ρ cos(ω0 t + δ ) + O (ε ) (42)
53
54 Then the polar form average equations of the
55 Substituting (36) into (35), the following
56 resonance can be obtained
57 formula can be obtained
58
59
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 Journal of Automobile Engineering Page 8 of 19

1
2 1 1 f 1 2 3 ασρ02
ρ& = − βρ + sin η (43) a2 = β ρ0 − −
3 2 2 ω1 4 8 ω1
4 (50)
5 9 σαη0 ρ02 27 α 2 ρ04
+ + η0σ 2
6 3 αρ 3 1 f 8 ω1 64 ω1 2

7 ρη& = ρσ − + cosη (44)

8 8 ω1 2 ω1
The stability condition of the resonance curve
9
10 can be obtained by using the Routh-Hurwitz
11 Let ρ& = η& = 0 and the frequency response
criterion
12
13 equation can be expressed as follows
14 1 1
β + βρ0 > 0 (51)
15
1 2 2 3 αρ 2 1 f 3 2 2 2
16 β ρ + ( ρσ − ) = (45)
17 4 8 ω1 4 ω12
18 1 2 3 ασρ02 9 σαη0 ρ02
19 β ρ0 − −
In order to analyze the stability and bifurcation 4 8 ω1 8 ω1
Fo
20 (52)
21 characteristics of the resonance curve of the 27 α 2 ρ04
22
+ + η0σ 2 > 0
driveline, let ρ = ρ 0 + ρ1 ,η = η 0 + η1 , where 64 ω12
23
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24
25 ( ρ 0，η0 ) is the equilibrium point and The resonance curve may lose its stability
26 when the bifurcation behavior occurs, and the
ee

27 ρ，η are the small perturbations.

fold bifurcation is one kind of bifurcation
28
Substituting ρ，η into (43) and (44), the
29 behavior that can make the resonance curve
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30 following linear equations can be obtained by

loss its stability. The fold bifurcation condition
31 ignoring the nonlinear part
32 of the resonance curve is
ev

33
34 1 3 αρ03 1 2 3 ασρ02 9 σαη0 ρ02
35 ρ&1 = − β0 ρ1 − ρ0ση1 + η1 (46) β ρ0 − −
2 8 ω1 4 8 ω1 8 ω1
36
iew

(53)
37 27 α 2 ρ04
38 + + η0σ 2 =0
σ 9 αρ0 1 64 ω12
39 η&1 = ρ1 − ρ1 − βη1 (47)
40 ρ0 8 ω1 2
41 5 Simulation results
42
Then the corresponding characteristic equation
43 In some cases, it is so important to know the
44 can be written as
effect of varying critical parameters on the
45
46 dynamics of the automotive driveline. In this
47
λ2 + a1λ + a2 = 0 (48)
section, the dynamics of the driveline with the
48
49 varying design parameters, such as k3, Tm and
where
50 c, will be discussed. Table.1 gives the basic
51 parameters (the value of the parameters will
52 1 1
53
a1 = β + βρ 0 (49) keep constant unless noted otherwise) that
2 2
54 used for simulation.
55
56 Table.1 The basic parameters of driveline
57
58
59
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Page 9 of 19 Journal of Automobile Engineering

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Symbol Value Symbol Value
2 15

3 12 i =5.82
0

4 J’m 0.328kgm2 c 90Nms/rad 10 i =1.79

0

angular velocity
11 i =0.64
0

5 5
6 JL 81.6kgm2 i0 5.82,3.23,1.79,1,0.6 10

angular velocity
7 0 9

8 k1 6420Nm/rad i1 5.71 0.25 0.3 0.35 0.4 0.45

9
t
-5

10 Tm 850Nm
11 -10

12 -15
13 0 0.5 1 1.5 2 2.5
t
3 3.5 4 4.5 5

14
15 10
k 3=0
Fig.5 Shock responses with different i0.
16 k 3=-0.1k 1

17 5

18
angular velocity

15
19 0
Fo
k =11000NM/(0)
20 10
1
k =6420NM/(0)
1
21 -5

22 angular velocity
5

23
rP
-10

24
0

25 -15
0 1 2 3 4 5
-5
26 t
ee

27 -10
Fig.2 Shock responses for k3=0,-0.1k1.
28
29 -15
rR

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5

30 10
k 3=0.1k 1
t

31 k 3=0
32 5 Fig.6 Shock responses with different k1.
ev

33
angular velocity

34 0
The time history of the shock responses of
35
36 the driveline with different stiffness
iew

-5

37 coefficients are drawn in Fig.2 and Fig.3,

38 -10
where y axis represents the angular velocity of
39
40 -15
0 1 2 3 4 5 ϕ2 . As can be seen in Fig.2, compared with
41 t

42 the driveline which only has linear stiffness

43 Fig.3 Shock responses for k3=0,-0.1k1.
44 coefficient the driveline which has both linear
45 10 and negative cubic nonlinear stiffness
46
coefficients is propitious to suppress the
47
5
48 torsional shock. The driveline which has both
49 linear and positive cubic nonlinear stiffness
50
angular velocity

0
1500NM
51
9.5
coefficients, see Fig.3, is not propitious to
angular velocity

9 1000NM

52 -5 8.5
500NM suppress torsional shock compared with the
53 8
one only has linear stiffness coefficient. The
54 -10
7.5
7
55 0.25 0.3 0.35 0.4 0.45 ability of the suppression of the torsional
56
t
-15 shock can be improved by properly designing
57 0 0.5 1 1.5 2 2.5
t
3 3.5 4 4.5 5

58 the cubic nonlinear stiffness coefficient.

59 Fig.4 Shock responses with different Tm.
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 Journal of Automobile Engineering Page 10 of 19

1
Fig.4 gives the time history of the shock 10
2
-6
3 responses of the driveline under different 5 -7
4 values of the drive torque. As can be seen, -8
( 0. 12, - 11. 1408)

angular velocity
5 -9

angular velocity
0
6 with the decrease of the torque, the ability of - 10
- 11
7 the suppression of the torsional shock will be -5
- 12

8 - 13 ( 0. 12, - 11. 3681)

improved. Fig.5 is the shock responses of the
9 - 10
0. 05 0. 1
t
0. 15 0. 2 0. 25

10 driveline with different ratio of transmission. It

11 is shown that the ability of the suppression of - 15
12 0 1 2
t
3 4 5

13 the shock of the driveline will be improved

14 with the decrease of the ratio of transmission. Fig.7 The comparison of the response of the shock.
15
Fig.6 is the shock responses of the driveline
16 4.5

17 with different linear stiffness coefficients 4 LP

k =0
3
LP

18 which shows that with the decrease of the 3.5

k 3=0.1k1
19
k 3=-0.1k 1
3
Fo
20 linear stiffness coefficient, the ability of the
2.5

21 suppression of the shock will be improved LP LP

ρ
2
22
which is consistent with the conclusion that 1.5
23
rP

1
24 drawn in [22].
0.5
25
26
0
-1 -0.8 -0.6 -0.4 -0.2 0 0.2 0.4 0.6 0.8 1
ee

In order to proof the correctness of the σ

27
28 analytical result of the response of the shock,
Fig.8 Resonance curves with different cubic stiffness,
29 the case , k3=0.1k1 , is selected to make a
rR

30 comparison between the analytical solution where ρ and σ represent the amplitude of resonance
31
32 and the numerical solution. and tuning parameter, respectively.
ev

33
34 Based on the analytical solution of the 0

35 response of the shock, the angular velocity, -0.1

36
iew

-0.2

37 see(25), can be obtained, then the analytical -0.3

α=-0.3125

38 solution is compared with the numerical -0.4

39 solution in Fig.7. It is shown that there is still a -0.5

α

40 -0.6

41 little error between the analytical solution(the -0.7

42 value of the first peak is 11.1408) and the -0.8

43 -0.9
numerical solution(the value of the first peak
44 -1
-0.25 -0.2 -0.15 -0.1 -0.05 0
45 is11.3681). The reason of the error is that the σ

46 analytical solution is the first order

47 Fig.9 Fold bifurcation curves in σ-α plane, where α
48 approximate solution obtained by using the
and σ represent the cubic stiffness coefficient and
49 multi-scale method. The difference between
50 the analytical solution and the numerical
tuning parameter, respectively.
51
52 solution will be smaller if the higher order
The resonance curves of the driveline with
53 analytical solution is obtained, but this will
54 different cubic nonlinear stiffness coefficients
make the analytical solution more complex.
55 are drawn in Fig.8, where “LP” represents fold
56 bifurcation of the curve, the solid curves and
57
58 the dotted curves represent stable and unstable
59 respectively. As can be seen, both the positive
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Page 11 of 19 Journal of Automobile Engineering

1
and the negative cubic nonlinear stiffness 18
2
3 coefficients can cause the shift of the 16

4 resonance peak. The resonance curve may lose 14

5
6 its stability when fold bifurcation occurs. In 12

f
7 order to eliminate the unstable dynamics of the 10

8
resonance curve, the maximum value of the 8
9 f =6.783767

10 cubic nonlinear stiffness coefficient that can be 6

11 designed should be limited in a region to avoid 4

12
-1 -0.5 0 0.5
σ

13 the fold bifurcation. Since the negative cubic

14 nonlinear stiffness is propitious to suppress the Fig.11 Fold bifurcation curves in σ-f plane,where f and
15
torsional shock of the driveline, the fold
16 σ represent the amplitude of the external excitation
17 bifurcation curves, see Fig.9, are drawn by and tuning parameter, respectively.
18 using continuation method in σ-α plane. As
19
For a fixed value of the negative cubic
Fo
20 can be seen, when α<-0.135, the fold
21 bifurcation will occur and the resonance curve nonlinear stiffness coefficient, k3=-0.1k1,
22 Fig.10 shows the resonance curves of the
may lose its stability. There is no fold
23
rP

24 bifurcation curve in -0.135<α<0 which means driveline under different excitation amplitudes,
25 that the fold bifurcation will not occur in this where the solid curves and the dotted curves
26
ee

region and the resonance curve can keep its represent stable and unstable respectively. As
27
28 stability. It is shown that for a given excitation can be seen, when f=5, the resonance curve is
29 stable, when f=10 or 15, the fold bifurcation
rR

that can cause the resonance of the driveline,

30
31 the maximum value of the cubic nonlinear will occur and the resonance curve will lose its
32 stiffness that can guarantee the stability of the stability. The stability of the resonance curve is
ev

33
resonance curve can be obtained by using the influenced by the amplitude value of the
34
35 continuation method. external excitation. In order to get the
36
iew

maximum value of the amplitude that can keep

37 7

38 the stability of the resonance curve for a given

6
39 f=15
cubic nonlinear stiffness coefficient, the fold
40 5
bifurcation curves are drawn, see Fig.11, by
41 f=10
4
42 using the continuation method. If f >6.783767,
ρ

43 3
f=5 the resonance curve will lose its stability
44
2
45 through fold bifurcation and if f<6.783767, the
46 1 resonance curve can keep its stability. It is
47
0 shown that for a given cubic nonlinear
48 -2 -1.5 -1 -0.5 0
σ
0.5 1 1.5 2

49 stiffness, the resonance curve can keep its

50 Fig.10 Resonance curves with different excitation stability if the amplitude value is properly
51
52 amplitudes, where ρ and σ represent the amplitude of limited in a region.
53 resonance and tuning parameter, respectively.
54 Fig.12 shows the resonance curve of the
55 driveline with different damping coefficients,
56
57 where the solid curves and the dotted curves
58 represent stable and unstable respectively. It is
59
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 Journal of Automobile Engineering Page 12 of 19

1
shown that the unstable resonance curve will the red circle represent the numerical solution.
2
3 become stable with the increase of the The time history maps of σ=0.5, see Fig.15,
4 damping coefficient. The threshold value of β and 0, see Fig.16, are also drawn. As we can
5
6 is given in σ-β plane, see Fig.13. As can be see, the difference between the analytical and
7 seen, if β>0.1232 the resonance curve can numerical solutions is very small. when σ=0.5,
8
keep its stability. It is shown that the amplitude the numerical solution is 0.5670 and the
9
10 of the resonance curve will be decreased with analytical solution is 0.5605; when σ=0.0, the
11 the increase of the damping coefficient, numerical solution is 2.9756 and the analytical
12
13 meanwhile the fold bifurcation can be avoided. solution is 2.9695. The reason of error is that
14 the analytical solution of the resonance is also
15
4.5

the first order approximate solution. The

16 4
β=0.0951

17 3.5 difference between the analytical solution and

18 3
β=0.15
the numerical solution will be smaller if the
19 2.5 β=0.2
Fo
20 higher order analytical solution is obtained,
ρ

2
21 but this will make the analytical solution more
1.5
22
complex.
23
1
rP

24 0.5

25 0
-1 -0.8 -0.6 -0.4 -0.2 0 0.2 0.4 0.6 0.8 1
7

26 σ
ee

6 LP

27
28
5
Fig.12 Resonance with different damping coefficients,
29 where ρ and σ represent the amplitude of resonance 4
rR

30
ρ

3
and tuning parameter, respectively.
31 LP

32 2
ev

33 1

34 β=0.1232
0
35 -1 -0.8 -0.6 -0.4 -0.2 0
σ
0.2 0.4 0.6 0.8 1

36
iew

0.1

37
β

38 Fig.14 The comparison of the response of the

39 0.05
resonance, where ρ and σ represent the amplitude of
40
resonance and tuning parameter, respectively.
41
42 0
-2 -1.5 -1 -0.5 0 0.5 0.8
43 σ

44
0.6

Fig.13 Fold bifurcation in σ-β plane, where β and σ

45 0.4

46 represent the damping coefficient and tuning 0.2

47
parameter, respectively. 0
48
x

49 -0.2

50 In order to proof the correctness of the -0.4

51 analytical result of the response of the -0.6

52
resonance, the case, f=15 , is selected to make
53 -0.8
500 520 540 560 580 600 620 640 660 680 700

54 a comparison between the analytical solution t

55 and the numerical solution.

56 Fig.15 The time history of σ=0.5
57
The comparison is obtained in Fig.14, where
58
59 the curve represent the analytical solution and
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Page 13 of 19 Journal of Automobile Engineering

1
coefficient should be designed in the region
2 4

3 3
which can keep the stability of the resonance
4 2 curve.
5
6 1

7 0
x

8 -1
9 Acknowledgements
10
-2

11 -3 This work was supported by the National

12 -4 Natural Science Foundation of China under
13
500 520 540 560 580 600 620 640 660 680 700
t
14 Grant No.51275212; the Natural Science
15 Foundation of the Jiangsu Higher Education
Fig.16 The time history of σ=0.0.
16
Institutions of China under Grant No.
17
18 13KJA580001; and the Research Innovation
19
6 Conclusion
Program for College Graduates of Jiangsu
Fo
20
21 Province of China under Grant
The torsional dynamics of the driveline with
22 No.KYZZ16_0332.
cubic nonlinear stiffness is studied by using
23
rP

24 the method of multiple scales and the

25 bifurcation theory. The main conclusion of this
26
ee

manuscript are as follows: Conflicts of Interest

27
28
29 (1) Compared with the driveline which only The authors declare that there are no conflicts
rR

30 has linear stiffness coefficient, the driveline of interest regarding the publication of this
31
which has both the linear and negative cubic paper.
32
ev

33 nonlinear stiffness coefficients is propitious to

34
suppress the torsional shock. The ability of the
35
36
iew

suppression of the torsional shock can also be References

37 improved by properly reducing the linear
38 [1] Hwang H Y. Minimizing seat track vibration that
39 stiffness of the half-shaft.
is caused by the automatic start/stop of an engine
40
41 (2) When the resonance happens, the cubic in a power-split hybrid electric vehicle[J].
42 nonlinear stiffness may cause the shift of the Journal of vibration & acoustics, 2013, 135 (6):
43
resonance peak. The unstable dynamic 061007
44
45 behaviors such as jumping phenomena may
46 [2] Pettersson M, Nielsen L. Diesel engine speed
happen. The unstable dynamic behaviors of the
47 control with handling of driveline resonances[J].
48 driveline can be suppressed by properly
Control Engineering Practice, 2003, 11(3):319-
49 designing the cubic nonlinear stiffness
50 328.
51 coefficient and the damping coefficient.
52 [3] Lim Y. Automotive Control Systems[M].
53 (3) In order to improve the ability of the
Cambridge University Press, 2014.
54 suppression of the torsional shock, the
55
56 half-shaft can be designed with linear and [4] Baumann J, Torkzadeh D D, Ramstein A, et al.
57 negative cubic nonlinear stiffness coefficients. Model-based predictive anti-jerk control[J].
58
Meanwhile, the cubic nonlinear stiffness Control Engineering Practice, 2006, 14(3):259-
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1 266. multiple scale and state space method

2
3 considering quadratic and cubic non-linearities
[5] Fredriksson J, Egardt B. Nonlinear control
4 [J]. Latin American Journal of Solids &
5 applied to gearshifting in automated manual
Structures, 2014, 11(14):2672-2695.
6 transmissions[C]// Decision and Control, 2000.
7
8 Proceedings of the, IEEE Conference on. IEEE, [14] Haris A, Motato E, Theodossiades S, et al. A
9 2000,1(1):444-449 . study on torsional vibration attenuation in
10
automotive drivetrains using absorbers with
11 [6] G. J. L. Naus, M. A. Beenakkers, R. G.M.
12 smooth and non-smooth nonlinearities[J].
13 Huisman, et al. Robust control of a clutch
Applied Mathematical Modelling, 2017, 46(?):
14 system to prevent judder-induced driveline
15 674-690.
oscillations[J]. Vehicle System Dynamics, 2010,
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17 48(11):1379-1394. [15] Niu X, Qiu J. Investigation of torsional
18
instability, bifurcation, and chaos of a generator
19 [7] Mashadi B, Badrykoohi M. Driveline oscillation
Fo
20 set[J]. IEEE Transactions on Energy Conversion,
control by using a dry clutch system[J]. Applied
21 2002, 17(2):164-168.
22 Mathematical Modelling, 2015, 39(21): 6471-
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rP

6490. [16] Elmarakbi A. Mathematical modelling of a

24
25 vehicle crash with emphasis on the dynamic
[8] Idehara S J, Flach F L, Lemes D. Modeling of
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ee

response analysis of extendable cubic nonlinear

27 nonlinear torsional vibration of the automotive
dampers using the incremental harmonic balance
28 powertrain[J]. Journal of Vibration & Control,
29 method[J]. Proceedings of the Institution of
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30 2016,?(?),1-13.
Mechanical Engineers Part D Journal of
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32 [9] Pham T, Seifried R, Hock A, et al. Nonlinear Automobile Engineering, 2007, 221(2):143-156.
ev

33 Flatness-Based Control of Driveline Oscillations

34 [17] Han D, Shi P, Xia K. Nonlinear Torsional
35 for a Powertrain with Backlash Traversing[J].
Vibration Dynamics Behaviors of Rolling Mill’
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iew

Ifac Papersonline, 2016, 49(11):749-755.

37 s Multi-DOF Main Drive System under
38 [10] Nezhadali V, Eriksson L. Optimal control of Parametric Excitation[J]. Journal of Applied
39
40 engine controlled gearshift for a diesel-electric Mathematics,2014, 2014(7):1-7.
41 powertrain with backlash[J]. Ifac Papersonline,
42 [18] Liu S, Li X, Zhao S, et al. Bifurcation and chaos
2016, 49(11):762-768.
43 analysis of a nonlinear electromechanical
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45 [11] Lagerberg A, Egardt B. Backlash estimation with coupling transmission system driven by AC
46 application to automotive powertrains. IEEE asynchronous motor[J]. International Journal of
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Trans Control System Technol 2007,15(3): Applied Electromagnetics & Mechanics, 2015,
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49 483-493. 47(3):705-717.
50
51 [12] Tao G, Burkholder JO and Guo J. Adaptive state [19] Zhou S, Song G, Sun M, et al. Nonlinear
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feedback actuator nonlinearity compensation for dynamic analysis of a quarter vehicle system
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54 multivariable systems. Int J Adaptive control with external periodic excitation[J]. International
55 Journal of Non-Linear Mechanics, 2016, 84(?):
signal processing. 2013,27(1-2):82-107.
56
57 82-93.
[13] Talebitooti R, Morovati M. Study on TVD
58
59 parameters sensitivity of a crankshaft using [20] Bishop E. A generalization of the Stone-
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1 Weierstrass theorem[J]. Pacific Journal of [23] Liu S, Li X, Zhao S, et al. Bifurcation and chaos
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3 Mathematics, 1961, 11(3):383-470. analysis of a nonlinear electromechanical
4 coupling transmission system driven by AC
5 [21] P.S.Low, R.Ramlan, N.S.Muhammad and H.A.
asynchronous motor[J]. International Journal of
6 Ghani. Comparison of harmonic balance and
7 Applied Electromagnetics & Mechanics, 2015,
8 multiple scale method on degree of nonlinearoty
47(3):705-717.
9 for duffing oscillator. ARPN Journal of
10
engineering and applied sciences, 2016, 8(11): [24] Wang W, Zhao J, Liu Z S, et al. Influence of the
11
12 5314-5319. torsion stiffness of half shaft and propeller shaft
13
on the driveline impact[J]. SAE-C2011S011,
14 [22] Lakrad F, Belhaq M. Periodic solutions of
15 2011.654-658.
strongly non-linear oscillators by the multiple
16
17 scales method[J]. Journal of Sound & Vibration,
18
2002, 258(4):677-700.
19
Fo
20
21
22
23
rP

24
25
26
ee

27
28 The response of the authors.
29
rR

30
31 Dear reviewer,
32
ev

33 The authors greatly appreciate the reviewer’s comments and suggestions on improving the
34
present manuscript. After reading all comments carefully, the appropriate revision is prepared and
35
36
iew

the answers to the reviewer’s comments are provided as follows:

37
38 1.a) The manuscript adopts a spring force model of the driveline with a linear term and a
39 cubic term. If any experimental data supports the spring force model? Why does the model
40
41 not consist of three terms (a linear term, a cubic term and a quadratic term) as the model
42 cited in [13]?
43
44 Answer: (1) In many literatures, the spring force model of the driveline is often simplified as a
45
46 linear spring model, but indeed, the nonlinear terms always exist. Even though there is still little
47 research about the cubic term of the vehicle driveline, many literatures discussed the dynamics of
48 the model with a cubic term, such as the rolling mill’s main drive system[17,18] and the
49
50 suspension system[19]. One possible reason may be that the traditional shaft contains weak
51 nonlinearity(see Ref[13]), and the nonlinear part is ignored by linear fitting. As such there is still
52
little experimental data that can support this kind of vehicle driveline model. As an elastic shaft,
53
54 the nonlinear terms is always exist even though it is very weak, so the authors studied the
55 performances of the vehicle driveline model with cubic term in this manuscript.
56
57 (2) In Ref[13], the quadratic term and the cubic term represent the nonlinearity of the crankshaft
58
59 and the torsional vibration damper, respectively. The crankshaft is not an axial-symmetric elastic
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 Journal of Automobile Engineering Page 16 of 19

1
2 shaft, and the quadratic term can represent the asymmetry, so the authors of the Ref[13] used the
3 quadratic term to represent the nonlinearity of the crankshaft. The torsional vibration damper is an
4 axial-symmetric elastic component, so the authors used the cubic term to represent the nonlinearity
5
6 of the torsional vibration damper. In Ref[17], the nonlinearity of the rolling mill’s main drive
7 system is also described by the cubic term. In this manuscript, the drive-shaft is an axial-symmetric
8
elastic shaft, so the cubic term is considered.
9
10
11 b) The other question on the necessity of the analytical multi scale method. There are two
12 well known facts, (1) the Jacobian matrix can be derived from the original nonlinear model,
13 hence the stability can be analyzed; (2) the time response can also be computed from the
14
15 original nonlinear model. Thereafter, what is the contribution of the multi scale method to
16 the results and conclusion of this study?
17
18 Answer: In this manuscript, the contribution of the multi-scale method contains two parts:
19
Fo
20 (1) The analytical solution of the shock response of the nonlinear model can be obtained by using
21
22 the multi-scale method, and the relationships between the shock response and the parameters of the
23
rP
system can be directly shown by the analytical solution, see formula(23), and the shock response
24
can also be drawn by the analytical solution. The correctness of the numerical results can also be
25
26 provided by the analytical results as you suggested in the next question.
ee

27
28 (2) The average equations of the resonance can be obtained by using the multi-scale method, and
29
rR

the bifurcation condition and the stability condition of the resonance curve are deduced based on
30
31 the average equations,see formula (41) and (42) , and the simulation results from Fig.8 to Fig.13
32 are all obtained based on the average equations.
ev

33
34 2. The proof of the correctness of the results should be provided. It is suggested that the
35
36 analytical results can be compared with the numerical results.
iew

37
38 Answer:
39
40 (1) In order to proof the correctness of the analytical result of the response of the shock, the case
41 k3=0.1k1 , is selected to make a comparison between the analytical solution and the numerical
42
43 solution.
44
45 Based on the analytical solution of the response of the shock, the angular velocity, see(25),can
46 be obtained, then the analytical solution is compared with the numerical solution in Fig.7. It is
47
48 shown that there is still a little error between the analytical solution(the value of the first peak is
49 11.1408) and the numerical solution(the value of the first peak is 11.3681). The reason of the error
50 is that the analytical solution is the first order approximate solution obtained by using the
51
52 multi-scale method. The difference between the analytical solution and the numerical solution will
53 be smaller if the higher order analytical solution is obtained, but this will make the analytical
54
solution more complex.
55
56
57
58
59
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Page 17 of 19 Journal of Automobile Engineering

1
2
10

3 -6

4 5 -7
( 0. 12, - 11. 1408)
-8

angular velocity
5 -9
6

angular velocity
0
- 10

7 - 11

8 -5
- 12
- 13 ( 0. 12, - 11. 3681)
9 0. 05 0. 1 0. 15 0. 2 0. 25
10 - 10 t

11
12 - 15
13 0 1 2
t
3 4 5

14
15
Fig.7 The comparison of the response of the shock.
16
17
18
19
Fo
20 (2) In order to proof the correctness of the analytical result of the response of the resonance, the
21
case, f=15 , is selected to make a comparison between the analytical solution and the numerical
22
23 solution.
rP

24
25 The comparison is obtained in Fig.14, where the curve represent the analytical solution and the
26
ee

red circles represent the numerical solution. The time history maps of σ=0.5, see Fig.15, and 0, see
27
28 Fig.16, are also drawn. As we can see, the difference between the analytical and numerical
29 solutions is very small. when σ=0.5, the numerical solution is 0.5670 and the analytical solution is
rR

30
31 0.5605; when σ=0.0, the numerical solution is 2.9756 and the analytical solution is 2.9695. The
32 reason of error is that the analytical solution of the resonance is also the first order approximate
ev

33
solution. The difference between the analytical solution and the numerical solution will be smaller
34
35 if the higher order analytical solution is obtained, but this will make the analytical solution more
36
iew

complex.
37
38
39
7

40 6 LP

41 5

42
43 4
ρ

44 3

45 2
LP

46
47 1

48 0

49
-1 -0.8 -0.6 -0.4 -0.2 0 0.2 0.4 0.6 0.8 1
σ

50
51
Fig.14 The comparison of the response of the resonance,
52
53
where ρ and σ represent the amplitude of resonance and tuning parameter, respectively.
54
55
56
57
58
59
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 Journal of Automobile Engineering Page 18 of 19

1 0.8

2 0.6
3
4
0.4

5 0.2

6 0

x
7
-0.2
8
9 -0.4

10 -0.6

11 -0.8
12 500 520 540 560 580 600
t
620 640 660 680 700

13
14 Fig.15 The time history of σ=0.5.
15
16
17 4

18 3
19
Fo
20
2

21 1

22 0
x

23
rP

-1
24
25 -2

26
ee

-3

27 -4
28 500 520 540 560 580 600
t
620 640 660 680 700

29
rR

30
31 Fig.16 The time history of σ=0.0.
32
ev

33 Note: The manuscript is also revised, marked as red color, taking into account of the
34
comments and suggestions of the reviewer.
35
36
iew

37
38
39 We would like to extend our thanks again for all the comments and suggestions.
40
41
42
43 Kind regards,
44
45 Authors
46
47
48
49
50
51
52
53
54
55
56
57
58
59
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Page 19 of 19 Journal of Automobile Engineering

1
2
3
4 Conflicts of Interest
5
6
7
8
9 The authors declare that there are no conflicts of interest regarding the
10
11
12
publication of Manuscript ID JAUTO-17-0221 entitled "Torsional
13
14 dynamics and stability of automotive driveline considering cubic
15
16
nonlinearity".
17
18
19
Fo
20
21
22 Qingzhen Han, Ren He
23
rP

24
25 2017.10.14
26
ee

27
28
29
rR

30
31
32
ev

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