Indiana University-Purdue University Indianapolis (IUPUI) / Crashworthiness design is gaining more importance in the automotive industry due to high competition and tight safety norms. Further there is a need for light weight structures in the automotive design. Structural optimization in last two decades have been widely explored to improve existing designs or conceive new designs with better crashworthiness and reduced mass. Although many gradient based and heuristic methods for topology and topometry based crashworthiness design are available these days, most of them result in stiff structures that are suitable only for a set of vehicle components in which maximizing the energy absorption or minimizing the intrusion is the main concern. However, there are some other components in a vehicle structure that should have characteristics of both stiffness and flexibility. Moreover, the load paths within the structure and potential buckle modes also play an important role in efficient functioning of such components. For example, the front bumper, side frame rails, steering column, and occupant protection devices like the knee bolster should all exhibit controlled deformation and collapse behavior. This investigation introduces a methodology to design dynamically crushed thin-walled tubular structures for crashworthiness applications. Due to their low cost, high energy absorption efficiency, and capacity to withstand long strokes, thin-walled tubular structures are extensively used in the automotive industry. Tubular structures subjected to impact loading may undergo three modes of deformation: progressive crushing/buckling, dynamic plastic buckling, and global bending or Euler-type buckling. Of these, progressive buckling is the most desirable mode of collapse because it leads to a desirable deformation characteristic, low peak reaction force, and higher energy absorption efficiency. Progressive buckling is generally observed under pure axial loading; however, during an actual crash event, tubular structures are often subjected to oblique impact loads in which Euler-type buckling is the dominating mode of deformation. This undesired behavior severely reduces the energy absorption capability of the tubular structure. The design methodology presented in this paper relies on the ability of a compliant mechanism to transfer displacement and/or force from an input to desired output port locations. The suitable output port locations are utilized to enforce desired buckle zones, mitigating the natural Euler-type buckling effect. The problem addressed in this investigation is to find the thickness distribution of a thin-walled structure and the output port locations that maximizes the energy absorption while maintaining the peak reaction force at a prescribed limit. The underlying design for thickness distribution follows a uniform mutual potential energy density under a dynamic impact event. Nonlinear explicit finite element code LS-DYNA is used to simulate tubular structures under crash loading. Biologically inspired hybrid cellular automaton (HCA) method is used to drive the design process. Results are demonstrated on long straight and S-rail tubes subject to oblique loading, achieving progressive crushing in most cases.

Topologieoptimierte Geometrie wird vom Konstrukteur in einem Format benötigt, das im CAD verwendet werden kann. Die Herausforderung ist, dass man als Optimierungsergebnis eine STL-Geometrie bekommt, doch fürs CAD soll die Oberfläche möglichst glatt und vereinfacht sein. Die Software MSC Apex erzeugt aus einer STL-Geometrie eine echte, geglättete Parasolid-Geometrie. Eine spezielle Form der Topologieoptimierung ist die Topometrieoptimierung, welche die Rippenstruktur auf einem Blech vorschlägt. Auch hierfür ist Geometrierückführung möglich. Auch stark verformte Bauteile, z.B. Gummiteile, kann man als Geometrie im verformten Zustand ans CAD zurückgeben, um zu sehen, wie sie dann in die Baugruppe passen. / Topology optimized geometry must be provided to the designer in a format that can be used in CAD. The challenge is that the optimization result is typically an STL geometry, but for CAD the surface should be as smooth and simplified as possible. The MSC Apex software creates a real, smoothed parasolid geometry from an STL geometry. A special form of topology optimization is topometry optimization, which suggests the rib structure on a sheet. Reverse engineering is also possible for this. Even heavily deformed components, e.g. rubber parts, can be returned to CAD as geometry in the deformed state, to see how they fit into the assembly in this state.