{'fraction_non_alphanumeric': 0.011313639220615965, 'fraction_numerical': 0.00502828409805154, 'mean_word_length': 5.951965065502184, 'pattern_counts': {'":': 0, '<': 0, '<?xml version=': 0, '>': 0, 'https://': 0, 'lorem ipsum': 0, 'www.': 0, 'xml': 0}, 'pii_count': 0, 'substrings_counts': 0, 'word_list_counts': {'cursed_substrings.json': 0, 'profanity_word_list.json': 0, 'sexual_word_list.json': 0, 'zh_pornsignals.json': 0}}
Crashworthiness optimisation of vehicle structures with magnesium alloy parts

This paper explores the effects of replacing the baseline steel with lightweight magnesium alloy parts on crashworthiness characteristics and optimum design of a full-vehicle model. Full frontal, offset frontal and side crash simulations are performed on a validated 1996 Dodge Neon model using explicit nonlinear transient dynamic finite element analyses in LS-DYNA to obtain vehicle responses such as crash pulse, intrusion distance, peak acceleration and internal energy. Twenty-two parts of the vehicle body structure are converted into AZ31 magnesium alloy with adjustable wall thickness while the remaining parts are kept intact. The magnesium alloy material model follows a piecewise linear plasticity law considering separate tension and compression properties and maximum plastic strain failure criterion. Six different metamodelling techniques including optimised ensemble are developed and tuned for predictions of crash-induced responses within the design optimisation process. The crashworthiness optimisation problem is solved using the sequential quadratic programming method with most accurate surrogate models of structural responses considering both constrained single- and multi-objective formulations. The results show that under the combined crash scenarios with the selected material models and design constraints, the vehicle model with magnesium alloy parts can be optimised to maintain or improve its crashworthiness characteristics with up to 50% weight savings in the redesigned parts.