## 1 Introduction  
Lattice structures hold great appeal in a diverse range of lightweight constructions [1], particularly those of vehicles and aircraft [2, 3]. They are well-suited to their intended purposes due to their inherently light mass and sufficiently high strength-to-weight ratio [4]. Moreover, they have sparked the curiosity of numerous scientific minds in their bid to comprehend their structural intricacies and garnered immense attention from various industries, which regard them as an integral facet of their operations [5]. Given the exquisitely sophisticated nature of these structures, the lattice arrangement has the potential to make a significant difference to their original material, resulting in many possibilities in engineering design. Notably, the solid body has been removed, reducing the ultimate strength [6]. Whilst it is possible that the structural integrity of this construction may be compromised to some degree, it has the potential to augment the strength-to-weight ratio in favourable circumstances [7, 8]. Consequently, optimising this structure using computres by finite element model (FEM) before deploying it for appropriate applications is crucial [9, 10, 11]. It is noteworthy that this process has the potential to enhance the noticeable attributes of most materials, given that lattice structures are naturally weight-reducing frameworks, as it contends many air voids [7]. Nonetheless, in spite of this potential drawback, the substandard sound transmission characteristics of such air pockets render them a feasible alternative for employment in architectural designs devised for soundproofing objectives. [12; 13]. In medicine, lattice structures possess the potential to function as a scaffold for a diverse array of implants, bone grafts, and joint replacements [14]. Moreover, in contrast to their bulky, weightty counterparts found in several earlier iterations, these frameworks are endowed with reduced stiffness, rendering them far more comfortable for recipients of transplants [15]. Correspondingly, various efforts have been made in lightweight applications to incorporate these lattice structures in both structural and non-structural components of vehicles and aircraft [16], owing to their ability to curtail fuel consumption by providing a weight-reducing framework. Current endeavours are introducing lattice structures for shock absorption in passenger cars [17]. In addition, computer-aided design simulations demonstrate that closed cellular networks exhibit immense potential as a promising technology, as they possess superior energy-absorbing capabilities [10]. Regarding the FMVSS 208 [18], frontal crash test, vehicles must be subjected to a collision with a rigid barrier at a velocity of 35 mph or (60 km\(\cdot\)s\({}^{-1}\)), resulting in an impulse value of roughly 10,000 Nm\(\cdot\)s\({}^{-2}\). For smaller vehicles, such as motorcycles, SAE J211 [19] outlines an array of dynamic requisites for various types of impact assessments. In the case of motorcycle helmets, the standard mandates that the head form employed in the test weighs 5 kg and must be equipped with an impact velocity ranging from 4.5 to 7.5 m\(\cdot\)s\({}^{-1}\). Additionally, the CPSC [20] stipulates that bicycle helmets should protect a 5 kg object with an acceleration of 300 g.  
Under quasi-static compressive loading, the type of deformation observed in materials is dependent on their characteristics. Stretching-dominated and bending-dominated deformations have been identified in metallic alloys [21; 22; 23] and plastics [24; 25; 26; 27]. Studies have indicated conflicting collapsed modes that may have implications for material selection and manufacturing processes [23]. Two BCC lattices with the exact dimensions were prepared using traditional casting and SLM techniques. Although both samples are based on the same material, they had different responses due to the grain of the samples [23].