An explicit dynamic simulation of the vertical crash of a regional airliner’s middle fuselage section has been conducted to investigate its crashworthiness. The simulation result shows that there are two major acceleration peaks in the crashing process when the crash velocity is $9.14\mathrm{m}/\mathrm{s}$. The initial acceleration peak is 15.8 g, and the secondary acceleration peak is 24.2 g with a duration of 0.02 s. The crash load efficiency is only 25.8%. The structural behavior above cannot satisfy the design requirements. In this paper, the topometry optimization method is applied to the crashworthiness design of the aircraft. The crashworthiness design of the fuselage is optimized using the target force–displacement response method proposed by the authors. The results show that the optimized fuselage structure of the airliner will produce more plastic hinges to dissipate the kinetic impact energy during the crash process. Therefore, the initial acceleration peak decreased to 11.7 g (decreased by 25.7%) and the secondary acceleration peak is completely eliminated. The acceleration–time curve is smoother than the initial design, and the crash load efficiency increased to 54.1% from 25.8%.

进行了区域客机中部机身垂直坠毁的显式动态仿真，以研究其坠毁性。仿真结果表明，当碰撞速度为零时，碰撞过程中有两个主要的加速度峰值。$9.14\mathrm{米}/\mathrm{s}$。初始加速度峰值为15.8 g，次级加速度峰值为24.2 g，持续时间为0.02 s。碰撞载荷效率仅为25.8％。以上结构行为不能满足设计要求。本文将拓扑优化方法应用于飞机的耐撞性设计。作者提出的目标力-位移响应方法优化了机身的耐撞性设计。结果表明，优化的客机机身结构将产生更多的塑料铰链，以消散坠机过程中的动能。因此，初始加速度峰值降至11.7 g（降低了25.7％），并且次级加速度峰值被完全消除。加速时间曲线比初始设计更平滑，