臺灣博碩士論文加值系統

隨著輕型航空器的蓬勃發展，適墜性的設計考量也隨著越來越重要。航空載具的機身結構、地板結構以及座椅的設計為主要的適墜性作用範圍，在發生撞擊時機身結構可以防止撞擊時產生大範圍的變形避免生存空間受到壓迫。近年來複合材料在航空器上的應用比例逐年增加，所以複合材料飛機的結構安全性是重要的研究方向。
本研究應用有限元素法Abaqus分析單一纖維方向碳纖維複合材料和多層碳纖維複合材料之結構進行適墜性模擬並比較單一纖維方向碳纖維複合材料和多層碳纖維複合材料對於吸收能量的差異。本研究以Zenith公司的STOL CH 701輕型運動航空載具(Light Sport Aircraft, LSA)做為研究的標的物，以Pro/Engineer建立機身，機身材料使用單一纖維方向碳纖維複合材料、多層碳纖維複合材料，依據AGATE訂定的30o撞擊角度與ASTM規範的1.3 Vso下降速度作為本研究參數設定的邊界條件，動態模擬以撞擊能量的輸出做為結果合理性判斷的依據，再利用Abaqus軟體分別討論兩者在相同負載條件下的能量吸收能力以及座艙壓縮率。
本研究根據MIL-STD-1290A所規定的座艙壓縮率在各方向的壓縮率不得超過15%的安全標準下，建立速度與角度的關係圖。在不同的撞擊角度與不同的撞擊速度下，0o纖維還是佔有關鍵性的影響力，擁有0o纖維的機身模型，都有較高的內能吸收。不同纖維排列方式的機身在沿著Y方向的壓縮率都相較於X方向與A斜樑方向為小，其最大壓縮率都不超過3%。撞擊速度對於座艙壓縮率的影響比撞擊角度的效應為明顯。不同纖維排列方式的機身座艙之X方向與A斜樑方向，在不同撞擊速度的壓縮率都相對高於在固定速度不同角度撞擊時之變形量。

Because of the development of light sport aircraft, the design of the crashworthiness becomes more and more important. Light sport aircraft’s fuselages structure, floor structure and seats are designated for crashworthiness. It can prevent large deformation to maintain the survival of space during the impact. In the recent years, the proportion of composite materials in the aircraft increased year by year, so the safety of the com-posite aircraft is the important field to research.The purpose of this thesis is using finite element method, Abaqus, to simulate the crashworthiness of Single-layer and Multi-layer composite materials and comparison of impact energy absorption capability be-tween Single-layer and Multi-layer composite materials. In this thesis, we use Zenith’s STOL CH 701, Light Sport Aircraft, as model to simulate. This research used Pro/Engineer to establish CH 701 fuselage model. The material of fuselage are Single-layer and Multi-layer composite materials. According to the AGATE and ASTM, the impact angle and the impact velocity are 30o and 1.3VSO using as boundary condition of dynamic simulation. In the dynamic simulation, we output the data to check if the simulation is follow the conservation of energy and use Abaqus to discuss the impact energy absorption capability and reducing rate of cabin between Single-layer and Mul-ti-layer composite materials.
In this thesis, the relationship between velocity and angle was established according to the safety standard, MIL-STD-1290A, of the cockpit reducing rate cannot more than 15%. In different impact angles and different impact velocities, 0o composite fiber has a critical influence.0o composite fiber fuselage model has a higher energy absorption in all Single-layer and Multi-layer fuselage. In both Single-layer and Multi-layer composite fuselages, the compression of the cabin in the Y direction is smaller than the X direction and the A direction, and the maximum reducing rate does not exceed 3%. The effect of the impact velocity is more obvious than the impact angle on the cabin compression. The compression of fuselage in the X direction and A direction at different impact velocities are relatively higher than the deformation at different angles.

目錄
中文摘要 I
英文摘要 II
目錄 III
圖目錄 VI
表目錄 X
第一章、 緒論 1
1.1 前言 1
1.2 飛安事故 3
1.3 複合材料的趨勢 9
1.4 研究目的與方法 13
第二章 、 文獻回顧 15
2.1 各國對於輕型飛型載具的相關定義 15
2.1.1 美國FAR對於輕型飛型載具的定義 15
2.1.2 歐洲航空安全局EASA對於超輕型飛型載具的定義 16
2.1.3 加拿大LAMAC對於超輕型飛型載具的定義 17
2.1.4 我國超輕型飛行載具的定義 17
2.2 適墜性的發展與相關法規 20
2.2.1適墜性的概念 20
2.2.2適墜性的法規 22
2.3 各種材料能量吸收與分析 24
2.3.1金屬材料vs 複合材料 24
2.3.2複合材料結構改善 29
2.4 Quasi-isotropic laminate vs Balanced laminate 32
2.4.1 Quasi-isotropic laminate 33
2.4.2 Balanced laminates 34
2.5適墜性測試方法的演進 35
2.6目前研究 37
第三章、 基礎理論 44
3.1 Abaqus簡介 44
3.2 Abaqus/Explicit 46
3.3 Abaqus 的單位設定 48
3.4 Abaqus Composite 50
3.5 Abaqus Energy 51
第四章、 模擬與結果 53
4.1 本研究的步驟 53
4.2 模型建立 55
4.3 材料參數設定 57
4.4 邊界條件設定 60
4.5 模型網格建立 61
4.6空心立方體模型之動態模擬 63
4.7複合材料機身模型之動態模擬 69
第五章 結論與建議 105
參考文獻 107
圖目錄
圖 1-1 2017 年到2037 年普通類航空器每年成長比率 2
圖 1-2 美國普通類航空器在2002年到2011年發生事故的統計 4
圖 1-3 2006-2015 年國籍民用航空運輸業飛航事故發生飛航階段次數 7
圖 1-4 空中巴士歷年來飛機上使用的複合材料 10
圖 1-5 波音歷年來飛機上使用的複合材料 10
圖 1-6 複合材料在航空器上所佔的比例 11
圖 1-7 複合材料應用在輕航機上的比率 12
圖 1-8 實驗流程圖 14
圖 2-1 Force-displacement curve for a subject to crushing 25
圖 2-2 所示出在鋁（左）和複合材料管（右）漸進變形之間的差異 27
圖 2-3 複合材料與其他材料的吸能比較 29
圖 2-4 三明治結構的構造 30
圖 2-5 Quasi-isotropic laminate 疊層角度 33
圖 2-6 Quasi-isotropic laminate 34
圖 2-7 B737機身前後落摔測試 36
圖2-8 Crash energy absorption design approaches for various types of aircraft 38
圖 2-9 飛機的防撞設計理念 38
圖 2-10 機身的落摔試驗 39
圖 2-11 Testing/simulation pyramid in aircraft development 41
圖 4-1 分析模擬流程圖 54
圖 4-2 STOL CH 701三視圖 55
圖 4-3 CH 701機身模型 56
圖 4-4 Engineering Constants 所需的參數 58
圖 4-5 Composite Layup 模組 59
圖 4-6 元素種類 61
圖 4-7 CH 701模型網格建立 62
圖 4-8空心方塊模型示意圖 64
圖 4-9 0o纖維複材空心方塊垂直撞擊地面 65
圖 4-10 45o纖維複材空心方塊垂直撞擊地面 65
圖 4-11 90o纖維複材空心方塊垂直撞擊地面 66
圖 4-12 0o複材方塊垂直撞擊地面之能量變化 66
圖 4-13 複材方塊垂直撞擊之內能 68
圖 4-14 CH701機身示意圖 69
圖 4-15 機身以角度30o撞擊地板示意圖 70
圖 4-16 0o纖維複材機身以30o撞擊地面 70
圖 4-17 45o纖維複材機身以30o撞擊地面 71
圖 4-18 90o纖維複材機身以30o撞擊地面 71
圖 4-19 0o纖維角度複材機身以30o撞擊地面之能量變化 72
圖 4-20 30o纖維角度複材機身以30o撞擊地面之能量變化 72
圖 4-21 45o纖維角度複材機身以30o撞擊地面之能量變化 73
圖 4-22 60o纖維角度複材機身以30o撞擊地面之能量變化 73
圖 4-23 90o纖維角度複材機身以30o撞擊地面之能量變化 74
圖 4-24 單一方向纖維複材機身撞擊之內能 76
圖 4-25 單一方向纖維複材機身撞擊之最大應力 77
圖 4-26 碳纖維機身的主要最大應力發生部位 77
圖 4-27 單一方向纖維複材機身撞擊各方向之壓縮率 78
圖 4-28 [0/90]複材機身以30o撞擊地面之能量變化 79
圖 4-29 [+45/-45]複材機身以30o撞擊地面之能量變化 79
圖 4-30 [0/+45/-45/90]複材機身以30o撞擊地面之能量變化 80
圖 4-31 [+60/0/-60]複材機身以 30o 撞擊地面之能量變化 80
圖 4-32 不同纖維方向複材機身撞擊之內能 82
圖 4-33 不同纖維方向複材機身撞擊之最大應力 83
圖 4-34 不同纖維方向複材機身撞擊之各方向之壓縮率 84
圖 4-35 以固定角度(30o)下撞擊速度與內能的關係 91
圖 4-36 以固定角度(30o)下撞擊速度與應力的關係 92
圖 4-37 以固定角度(30o)下撞擊速度與 X 方向的關係 93
圖 4-38 以固定角度(30o)下撞擊速度與 A 方向的關係 94
圖 4-39 以固定角度(30o)下撞擊速度與 Y 方向的關係 95
圖 4-40 以固定速度(18 m/s)下撞擊角度與內能的關係 100
圖 4-41 以固定速度(18 m/s)下撞擊角度與應力的關係 101
圖 4-42 以固定速度(18 m/s)下撞擊角度與 X 方向的關係 102
圖 4-43 以固定速度(18 m/s)下撞擊角度與 A 方向的關係 103
圖 4-44 以固定速度(18 m/s)下撞擊角度與 Y 方向的關係 104

表目錄
表 1-1 美國民用航空器在2011年發生事故的統計 4
表 1-2 2006-2015 年我國籍航空器發生在國內外之飛航事故 5
表 1-3 2006-2015 年國內超輕型載具飛航事故 8
表 2-1 FAR、EASA、LAMAC與我國對於輕型飛機的法規. 19
表 3-1 Abaqus 常用 SI 制的基礎單位 48
表 4-1 STOL CH 701的規格 56
表 4-2 碳纖維複合材料參數 57
表 4-3 撞擊角度與速度之參數 60
表 4-4 複合材料空心方塊以垂直方向撞擊 67
表 4-5 複合材料機身纖維排列方式 69
表 4-6 單層複合材料機身以 18 m/s 速度 30o 方向撞擊 75
表 4-7 多層複合材料機身以 18 m/s 速度 30o 方向撞擊 81
表 4-8 單層複合材料機身以 27 m/s 速度 30o 方向撞擊 85
表 4-9 多層複合材料機身以 27 m/s 速度 30o 方向撞擊 86
表 4-10 單層複合材料機身以 36 m/s 速度 30o 方向撞擊 87
表 4-11 多層複合材料機身以 36 m/s 速度 30o 方向撞擊 88
表 4-12 單層複合材料機身以 45 m/s 速度 30o 方向撞擊 89
表 4-13 多層複合材料機身以 45 m/s 速度 30o 方向撞擊 90
表 4-14 單層複合材料機身以 18 m/s 速度 45o 方向撞擊 96
表 4-15 多層複合材料機身以 18 m/s 速度 45o 方向撞擊 97
表 4-16 單層複合材料機身以 18 m/s 速度 60o 方向撞擊 98
表 4-17 多層複合材料機身以 18 m/s 速度 60o 方向撞擊 99

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