當前受全球暖化與能源缺乏的影響，航空公司基於營運成本考量，主要選擇重量輕且燃油效率高的機型，使得複合材料在民用航空器之應用比例大幅上升。近年來輕型運動類飛機的發展也逐漸成長，複合材料在輕型運動類飛機上使用的比例也相當高。在飛安事故中，飛機結構常遭受到不同的外物損傷，其中有很高的比例為鳥擊事件所造成。

    本論文以輕航機Zenith STOL CH701的機翼作為模型並利用有限元素法分析軟體ANSYS/Explicit Dynamics進行撞擊模擬的方式，探討固定翼輕航機之金屬與複合材料蒙皮及翼肋，並著重於不同機翼蒙皮材料與鋁合金翼肋在不同速度撞擊下的最大應力、應變、變形量與最大可吸收能量的模擬結果，以求得最佳化的材料選擇與疊層結構設計。

　　根據本論文機翼蒙皮無翼肋模型與有翼肋模型的鳥擊撞擊模擬結果，觀察其數據較為明顯變化的最大應力及最大可吸收能量值。無翼肋模型在各速度撞擊下[碳纖維複合材料T300]皆優於[鋁合金6061-T6]，而有翼肋模型在低速時[碳纖維複合材料T300]優於[鋁合金6061-T6]；無翼肋模型最佳之疊層組合為[T300 90˚/45˚/0˚]，而有翼肋模型低速時最佳之疊層組合則是[T300 0˚]及[T300 90˚]；如果將[碳纖維複合材料T300]取代[鋁合金6061-T6]機翼結構在無翼肋與有翼肋的重量可分別減輕41 %與18 %；[T300 90˚/45˚/0˚]無翼肋模型相較於[鋁合金6061-T6]有翼肋機翼模型，在低速時可承受最大應力增加約40倍，最大可吸收能量值約增加6倍，重量則減少74 %。

In response to global warming and energy shortages, airlines increasingly prioritize lightweight and fuel-efficient aircraft models to reduce operational costs, leading to a significant rise in the use of composite materials in civil aviation. In parallel, the development of light sport aircraft (LSA) has accelerated, with composites widely adopted in their structures. Aircraft structures are frequently subjected to foreign object damage during flight, with bird strikes accounting for a considerable proportion of these incidents.
    This study models the wing of the Zenith STOL CH701 light aircraft and employs the finite element software ANSYS/Explicit Dynamics to simulate bird strike impacts. It investigates the structural performance of metal and composite skins and ribs in fixed-wing light aircraft, focusing on the maximum stress, strain, deformation, and energy absorption capacity under various impact velocities. The objective is to identify the optimal material selection and laminate configurations.
    Simulation results reveal that, for models without rib support, carbon fiber composite T300 outperforms aluminum alloy 6061-T6 across all impact velocities. For rib-supported models, T300 exhibits superior performance at lower velocities. The optimal laminate for the ribless model is [T300 90°/45°/0°], while [T300 0°] and [T300 90°] are optimal for rib-supported models at lower velocities. Replacing 6061-T6 with T300 reduces wing structure weight by approximately 41% in ribless models and 18% in rib-supported models. Furthermore, compared to the rib-supported 6061-T6 model, the [T300 90°/45°/0°] ribless model demonstrates approximately a 40-fold increase in maximum stress resistance, a 6-fold increase in energy absorption, and a 74% reduction in weight under low-velocity impacts.

目錄...................................	III
圖目錄..................................	V
表目錄..................................	VIII
第一章 緒論.............................	1
1.1 複合材料在民用航空器之應用...........	1
1.2 複合材料在輕型運動類飛機之應用........	4
1.3飛安鳥擊事件.........................	9
1.4 研究動機............................	12
第二章 文獻探討.........................	13
2.1 文獻回顧............................	13
2.2 輕航機相關法規......................	18
2.3 各類別之飛機對鳥擊的規範.............	22
2.4 機翼翼型之介紹......................	23
2.5 機翼翼肋之介紹......................	26
2.6 單層與多層複合材料之介紹.............	29
第三章 研究方法.........................	31
3.1 研究流程............................	31
3.2 球型和人造鳥模型建立.................	33
3.3 平板模型建立........................	35
3.4 機翼模型建立........................	36
3.5 材料參數設定........................	40
3.6 邊界條件設定........................	42
3.7 平板模型網格獨立性測試...............	44
3.8 鳥擊撞擊模擬設定....................	51
第四章 模擬分析.........................	53
4.1 鳥擊撞擊機翼蒙皮模擬.................	53
4.2 鳥擊撞擊機翼翼肋模擬.................	62
第五章 結論.............................	72
參考文獻................................	75

圖目錄
圖1 民航機之複合材料重量比[1]	2
圖2  Airbus系列在複合材料上的應用[1]	2
圖3 複合材料在A380中的分布[3]	3
圖4  Boeing 787材料比例[3]	4
圖5 輕型運動類飛機數量[4]	5
圖6  DA40機身之複合材料分布[5]	6
圖7  Sting & Sirius機身結構[6]	7
圖8  Sparviero機型[7]	7
圖9  Bayraktar TB2機型[8]	8
圖10 飛機在鳥擊事件中受損部位的統計[9]	11
圖11 環境因素造成機體損傷&致命事件的原因統計[9]	11
圖12  Jha et al.研究之人造鳥外型示意圖[14]	13
圖13 依據Jha et al.進行的鳥擊模擬所繪製右視與前視的示意圖	14
圖14  Heimbs研究之第一個案例的平板撞擊模擬示意圖[15]	15
圖15 依據Heimbs第一個案例的平板撞擊模擬所繪製之前視圖	15
圖16  Heimbs研究之鳥擊模擬示意圖[15]	16
圖17  Rayhan研究之人造鳥模型示意圖[16]	17
圖18  NACA 0010翼型之示意圖[25]	25
圖19  NACA 23012翼型之示意圖[26]	25
圖20  USA-35B翼型之示意圖[27]	26
圖21 機翼翼肋類型[28]	27
圖22  Zenith STOL CH701機翼剖面示意圖	27
圖23 翼肋對於機翼的差異性[29]	28
圖24 翼肋劃分機翼內部的燃油箱空間[30]	28
圖25 本研究流程圖	33
圖26 本研究之球型及人造鳥模型示意圖	34
圖27 平板模型剖面示意圖	36
圖28  Zenith STOL CH701之三視圖[31]	37
圖29 機翼蒙皮模型剖面示意圖	37
圖30 機翼翼肋模型剖面示意圖	37
圖31 機翼蒙皮模型層板設定示意圖	42
圖32 本研究鳥擊模型之上視圖	43
圖33 鳥擊撞擊機翼蒙皮無翼肋模擬mesh模組示意圖	54
圖34 無翼肋最大應力比較圖	59
圖35 無翼肋最大應變比較圖	60
圖36 無翼肋最大變形量比較圖	61
圖37 無翼肋最大可吸收能量比較圖	62
圖38 鳥擊撞擊機翼有翼肋模擬mesh模組示意圖	63
圖39 有翼肋最大應力比較圖	68
圖40 有翼肋最大應變比較圖	69
圖41 有翼肋最大變形量比較圖	70
圖42 有翼肋最大可吸收能量比較圖	71

表目錄
表1 超輕型載具類別、屬別表[17]	18
表2 人造鳥模型之尺寸表	35
表3  Zenith STOL CH701規格[31]	38
表4  Zenith STOL CH701性能[31]	38
表5 鋁合金6061-T6之材料參數	40
表6 單層0°碳纖維複合材料材料參數	41
表7 單層45°碳纖維複合材料材料參數	41
表8 單層90°碳纖維複合材料材料參數	41
表9 機翼蒙皮模型層板材料組合	43
表10 網格獨立性測試結果	45
表11 應力網格獨立性測試結果	47
表12 應變網格獨立性測試結果	48
表13 變形量網格獨立性測試結果	49
表14 各網格之最大能量顯示結果	50
表15 模型網格獨立性測試模擬結果	51
表16 鳥擊撞擊機翼蒙皮無翼肋模擬	55
表17  [Al 6061-T6]蒙皮無翼肋在各撞擊速度之模擬	56
表18  [T300 0˚]蒙皮無翼肋在各撞擊速度之模擬	56
表19  [T300 45˚]蒙皮無翼肋在各撞擊速度之模擬	56
表20  [T300 90˚]蒙皮無翼肋在各撞擊速度之模擬	56
表21  [T300 90˚/Al / T300 90˚]蒙皮無翼肋在各撞擊速度之模擬	57
表22  [Al / T300 90˚/Al]蒙皮無翼肋在各撞擊速度之模擬	57
表23  [T300 90˚/45˚/0˚]蒙皮無翼肋在各撞擊速度之模擬	57
表24 鳥擊撞擊機翼有翼肋模擬	64
表25  [Al 6061-T6]有翼肋在各撞擊速度之模擬	65
表26  [T300 0˚]有翼肋在各撞擊速度之模擬	65
表27  [T300 45˚]有翼肋在各撞擊速度之模擬	65
表28  [T300 90˚]有翼肋在各撞擊速度之模擬	65
表29  [T300 90˚/Al / T300 90˚]有翼肋在各撞擊速度之模擬	66
表30  [Al / T300 90˚/Al]有翼肋在各撞擊速度之模擬	66
表31  [T300 90˚/45˚/0˚]有翼肋在各撞擊速度之模擬	66

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