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In this paper, first, the vibrational governing equations for the suspension system of a selected sports car were derived using Lagrange's Equations. Then, numerical solutions of the equations were obtained to find the characteristic roots of the oscillating system, and the natural frequencies, mode shapes, and mass and stiffness matrices were obtained and verified. Next, the responses to unit step and unit impulse inputs were obtained. The paper compares the effects of various values of the damping coefficient and spring stiffness in order to identify which combination causes better suspension system performance. In this regard, we obtained and compared the time histories and the overshoot values of vehicle unsprung and sprung mass velocities, unsprung mass displacement, and suspension travel for various values of suspension stiffness (KS ) and damping (CS ) in a quarter-car model. Results indicate that the impulse imparted to the wheel is not affected by the values of CS and KS . Increasing KS will increase the maximum values of unsprung and sprung mass velocities and displacements, and increasing the value of CS slightly reduces the maximum values. By increasing both KS and CS we will have a smaller maximum suspension travel value. Although lower values of CS provide better ride quality, very low values are not effective. On the other hand, high values of CS and KS result in a stiffer suspension and the suspension will provide better handling and agility; the suspension should be designed with the best combination of design variables and operation parameters to provide optimum vibration performance. Finally, multi-objective optimization has been performed with the approach of choosing the best value for CS and KS and decreasing the maximum accelerations and displacements of unsprung and sprung masses, according to the TOPSIS method. Based on optimization results, the optimum range of KS is between 130 000–170 000, and the most favorable is 150, and 500 is the optimal mode for CS .

In accordance with the worldwide trend for developing energy-efficient vehicles and meeting environmental regulations, there exists a large potential for decreasing energy losses due to tyre rolling resistance and significantly reduce fuel consumption and greenhouse gas emissions and also improve tyre tread durability. To achieve a quantitative estimate of tyre rolling resistance force, in the present paper, we carry out rolling resistance modelling in order to introduce a comprehensive relation for predicting rolling resistance force variations with speed taking into account the most influential parameters. To accomplish this goal, full three-dimensional finite element modelling of a visco-hyperelastic inflated rubber tyre under the deformation of vertical loading is performed and validated by making use of available test data. Free rolling simulations are performed and rolling resistance diagrams at various vehicle speeds and inflation pressures are extracted by analysing the results. According to the simulation results, a general formula is suggested to predict the tyre rolling resistance force in terms of the influential factors such as velocity, inflation pressure and tyre load. Results obtained using the proposed equation compared with recorded coast down test data clearly indicate excellent agreement between the results, confirming the validity of the relation. The presented solution can be built into models for comprehensive techno-economic evaluation of vehicle performance and fuel economy where changes in velocity, load and inflation pressure can be considered.

Inspired by the stability at high temperature and the high mechanical strength of boron nitride nanotubes (BNNTs), the effect of temperature on the compressive buckling of BNNTs has been investigated in this paper. Molecular dynamics (MD) simulations of BNNTs subjected to high temperatures (up to 3000 K) were performed and their structures were analyzed by studying their optimized structures at different temperatures through the radial distribution function (RDF). Then, the structural stability and compressive resistance properties of these nanotubes were investigated and the critical buckling loads and critical buckling strains of the nanotubes and their susceptibility to high temperatures were determined. The gradual decrease in the sharpness of the peaks of RDF plots of non‐loaded nanotubes implies that at higher temperatures the structure displays greater deviations from that at room temperature. Results of buckling simulations also indicate a general weakening of the nanotubes and lower critical buckling loads and critical buckling strains at increased temperatures. The decrease in the critical buckling load is more significant for the longer nanotube (L ∼ 6 nm) than the shorter one (L ∼ 3 nm). The critical buckling strain experienced a drop of about 35–50% at temperatures higher than 1500 K. A transitional behavior was observed between T = 1000 and 2000 K. Temperature‐dependent axial buckling behavior of boron nitride nanotubes.