隨著科技不斷的進步，現今用於代步行走的汽車在安全以及節能兩項需求都大幅提升。傳統用於汽車保險桿的材質如金屬以及塑膠，似乎一直有著魚與熊掌不可兼得之情況；故在航空業界廣泛使用的複合材料，也朝向邁入家用汽車以及近一步可能朝向普及化前進。
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之結構進行撞擊模擬並比較單一纖維方向碳纖維複合材料和鋁合金以及塑膠之間之差異。本研究以國內銷售最好車款Toyota Altis之前保險桿做部分修改為研究標的物，以Pro/ENGINEER建立保險桿3D模型，保險桿材料使用單一纖維方向碳纖維複合材料、鋁合金以及塑膠。動態模擬以撞擊能量的輸出做為結果合理性判斷的依據。
本研究速度制定由法規FMVSS208之測試標準時速80公里、中山高速公路速限100公里、國內最高彈性速限120公里，訂定實驗撞擊速度，並使用有限元素分析軟體Abaqus進行三種材質相同負載條件下撞擊模擬與分析。在動態模擬測試的能量變化圖中，不同之材質、不同之速度以及不同的條件在不同應變率模擬過程中能量守恆，以及假應變能的變化量在內能變化量的2%之內，由此可驗證模擬過程中的合理性。在當保險桿無負載車重時，鋁合金內能吸收值為最高，而在負載時反而是塑膠內能吸收值最高。另外在外加負載狀態下以時速120公里撞擊，保險桿變形最為嚴重。

Due to the technology revolution, currently in the automotive market, the demand of enhancing the safety and energy saving has increased significantly. Originally, the bumper of the car is made of metal and plastic, but nowadays, the composite materials which are widely using in the aircraft industry also becomes popular in the automotive industry.
This research uses the limited element method, Abaqus to analyze the structure between the single layer composite materials from the collision assimilation and also compare the difference between single layer composite materials, aluminum and plastic. This research is based on the partial modification for the front bumper of the best domestic selling car, Toyota Altis; Creating the 3D model of the bumper base on the Pro/Enginner, and also uses the single layer composite materials, aluminum and plastic to make the bumper. Using the output of the impact energy from the dynamic assimila-tion to assess the consequence, and then use the software of the Abaqus to discuss the differences by using those 3 difference materials, when all other condition remains same. 
This speed of this research is based on the current regulation FMVSS208 and test the standard 80km/h, ZhongShan high way speed limit 100km/h and also the domestic highest speed 120km/h and then formulate the experiment for the collision speed. By using the limited element analysis software Abaqus to run the collision simulation and analysis for 3 different materials under the same condition. Under the dynamic simula-tion test, the graphic of the energy changing shows that different materials with differ-ent speed and different condition, also with different strain rate will result in same Total Energy. Also the changing volume of the Artificial Strain Energy is within 2% demonstrates that rationality of the simulation procedure. When the bumper is without any car weight loading, the absorption value of aluminum alloy internal energy is the highest. When its loading with the car weight, the absorption value of the plastic is the highest. In addition, when it’s loading with the car weight and with speed of 120km/h, the bumper will be deformed most severely from the collision.

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 保險桿之發展	4
1.3 複合材料的趨勢	 7
1.4 研究目的與方法	 11
第二章 、 文獻回顧	 13
2.1 法規簡介	13
2.1.1 美規FMVSS208	13 
2.1.2 歐規ECER94及ECER34	14
2.2 複合材料基本介紹	15 
2.2.1碳纖維強化環氧樹脂複合材料	15
2.2.2玻璃纖維強化環氧樹脂複合材料	15 
2.2.3碳纖維強化聚丙烯複合材料	16
2.2.4玻璃纖維強化聚丙烯複合材料	16
2.2.5玻璃纖維強化聚酯纖維複合材料	17 
2.3 材料破壞因素	18
2.4 複合材料的破壞	21
2.5 各種材料能量吸收與分析	24
2.5.1金屬材料vs 複合材料	24
2.5.2複合材料結構改善	28
第三章、 基礎理論	31 
3.1 Pro/ENGINEER簡介	31 
3.2 Abaqus簡介	34
3.3 Abaqus/Explicit 	36
3.4 Abaqus 的單位設定	38
3.5 Abaqus Composite 	40
3.6 Abaqus Energy 	41
第四章、 模擬與結果	 43
4.1 本研究的步驟	 43
4.2 模型建立	45
4.3 材料參數設定與邊界條件設定	 47
4.4 模型網格建立	 50
4.5實驗模型設計	 53
4.6各種材料保險桿模型之動態模擬	54 
4.7各種材料保險桿負載車重之動態模擬	63
第五章 結論與建議	 73
參考文獻	 75
圖目錄
圖1-1 1900-2008年石化燃料全球二氧化碳（CO2）排放量	 2
圖1-2 不同車型車重與平均油耗關係圖	3
圖1-3 同一輛車不同車重與平均油耗關係圖	3
圖1-4 前保險桿	4 
圖1-5 Airbus 歷年來飛機上使用的複合材料	 8
圖1-6 Boeing 歷年來飛機上使用的複合材料	8 
圖1-7 複合材料在航空器上所佔的比例	 9
圖1-8 各種材料用於汽車上的比例	 10
圖1-9 實驗流程圖	 12
圖2-1台車無偏移碰撞圖	 13
圖 2-2 台車 70%重疊後撞圖	 14
圖2-3 軍艦發生裂紋脆性斷裂	 18
圖2-4韌性和脆性材料的應力應變圖	 19
圖2-5材料潛變的階段圖	 20
圖2-6複合材料的纖維斷裂	 22
圖2-7 複合材料的基體裂紋	 22
圖2-8 複合材料的脫層	 23
圖 2-9 force-displacement curve for a subject to crushing	 24
圖2-10複合材料管漸進變形之間的差異	 26
圖 2-11 複合材料與其他材料的吸能比較	 28
圖2-12 三明治結構的構造	 29
圖 3-1 Abaqus軟體架構	 34
圖4-1 分析模擬流程圖	 44
圖4-2 Toyota Altis 保險桿參考圖	 45
圖4-3 Toyota Altis 保險桿參考圖	 45
圖4-4 實物參考保險桿前視圖	 46
圖4-5 實物參考保險桿等角視圖	 46
圖4-6  Engineering Constants 所需的參數	 48
圖4-7  Composite Layup 模組	 48
圖4-8  General Material參數設定(鋁合金)	 49
圖4-9 元素種類	 50
圖4-10 元素種類	 51
圖4-11 保險桿模型網格建立(複合材料)	 51
圖4-12 保險桿模型網格建立(塑膠與金屬材料)	 52
圖4-13 保險桿撞牆示意圖	 53
圖 4-14  壓縮率參考點	 54
圖4-15  PP 保險桿以時速80 km撞擊之能量變化	 55
圖4-16  AL 保險桿以時速80 km撞擊之能量變化	 55
圖 4-17  T300 保險桿以時速80 km撞擊之能量變化	 56
圖4-18  PP 保險桿以時速100 km撞擊之能量變化	56
圖4-19  AL 保險桿以時速100 km撞擊之能量變化	57
圖4-20  T300 保險桿以時速100 km撞擊之能量變化	57
圖4-21  PP 保險桿以時速120 km撞擊之能量變化	58
圖4-22  AL 保險桿以時速120 km撞擊之能量變化	58
圖 4-23  T300 保險桿以時速120 km撞擊之能量變化	59
圖 4-24  保險桿時速80 km撞擊後示意圖	61
圖 4-25  保險桿時速100 km撞擊後示意圖	61
圖 4-26  保險桿時速120 km撞擊後示意圖	61
圖4-27 保險桿體積示意圖	62
圖 4-28 保險桿外加負載撞擊牆面示意圖	63
圖4-29  PP 保險桿以時速80 km並負荷車重撞擊之能量變化	64 
圖4-30  AL 保險桿以時速80 km並負荷車重撞擊之能量變化	64
圖4-31  T300 保險桿以時速80 km並負荷車重撞擊之能量變化	65 
圖4-32  PP 保險桿以時速100 km並負荷車重撞擊之能量變化	65 
圖4-33  AL 保險桿以時速100 km並負荷車重撞擊之能量變化	66 
圖4-34  T300 保險桿以時速100 km並負荷車重撞擊之能量變化	66 
圖4-35  PP 保險桿以時速120 km並負荷車重撞擊之能量變化	67 
圖4-36  AL 保險桿以時速120 km並負荷車重撞擊之能量變化	68 
圖4-37  T300 保險桿以時速120 km並負荷車重撞擊之能量變化	68 
圖4-38 外加負載撞擊示意圖	69 
圖 4-39  保險桿時速80 km撞擊後示意圖(負載車重1,500 kg)	71
圖 4-40  保險桿時速100 km撞擊後示意圖(負載車重1,500 kg)	71 
圖 4-41  保險桿時速120 km撞擊後示意圖(負載車重1,500 kg)	71 
表目錄
表 3-1 Abaqus 常用 SI 制的基礎單位	 38
表4-1 Toyota Altis 保險桿之相關參考數據	 46
表 4-2材料參數	 47
表 4-3各種材料保險桿重量	 59
表4-4 PP, AL, 與T300於三種速度下之能量比較	 60
表4-5 PP, AL, 與T300外加負載1,500 kg於三種速度下之能量比較	 70

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