現今因全球暖化與能源缺乏的影響，使石油價格上升，航空公司基於營運成本考量，主要選擇機型重量輕且耗油量少，因此使得複合材料在民用航空器之應用比例大幅上升。現今輕型運動飛機的發展也逐漸成長，複合材料在輕型運動飛機上使用的比例也相當高。飛機結構常遭受到不同的外物損傷，且飛安事故中有很高的比例為鳥擊事件所造成。
    本研究之目的以有限元素分析模擬的方式，探討固定翼之輕航機之金屬材料機翼蒙皮及複合材料機翼蒙皮，遭受鳥擊或外物撞擊後，最大應力、最大應變和最大變形量的模擬結果，以求得使用鋁合金與碳纖複合材料做為機翼材料與疊層之最佳的組合。
　　根據本研究的鳥擊動態撞擊模擬之最大應力、最大應變和最大變形量與機翼蒙皮模型可吸收之能量值，本研究最佳之機翼蒙皮組合模型為[鋁合金/碳纖維/鋁合金]機翼蒙皮模型。根據鳥擊動態撞擊模擬之結果，[鋁合金/碳纖維/鋁合金]機翼蒙皮模型之最大應力與機翼蒙皮模型可吸收之能量值平均分別約為[鋁合金6061-T6]機翼蒙皮模型的23倍與383倍，且[鋁合金/碳纖維/鋁合金]機翼蒙皮模型的重量相比[鋁合金6061-T6]機翼蒙皮模型的重量減輕了13 %。

Due to the impact of global warming and energy scarcity, the price of oil has risen. To manage operational costs, airlines now primarily opt for aircraft models that are lightweight and fuel-efficient. Consequently, the proportion of composite materials used in civil aviation has significantly increased. The development of light sport aircraft is also gradually growing, with a high proportion of composite materials being utilized in these aircraft. Aircraft structures often suffer from various external damages, and a significant proportion of aviation accidents are caused by bird strikes.
    The purpose of this study is to use finite element analysis simulations to investigate the maximum stress, strain, and deformation of metal and composite material wing skins of fixed-wing light aircraft after bird strikes or external impacts. The goal is to determine the optimal combination of aluminum alloy and carbon fiber composite materials for wing construction and lamination.
Based on the results of the bird strike dynamic impact simulations, including maximum stress, strain, and deformation, as well as the energy absorption capacity of the wing skin models, the optimal wing skin combination identified in this study is the [Aluminum Alloy/Carbon Fiber/Aluminum Alloy] wing skin model. According to the simulation results, the [Aluminum Alloy/Carbon Fiber/Aluminum Alloy] wing skin model's average maximum stress and energy absorption capacity are approximately 23 times and 383 times greater, respectively, than those of the [Aluminum Alloy 6061-T6] wing skin model. Additionally, the weight of the [Aluminum Alloy/Carbon Fiber/Aluminum Alloy] wing skin model is reduced by 13% compared to the [Aluminum Alloy 6061-T6] wing skin model.

目錄	III
圖目錄	V
表目錄	VII
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飛機之應用	3
1.3飛安鳥擊事件	5
1.4 研究動機	8
第二章 文獻探討	9
2.1 文獻回顧	9
2.2 輕航機相關法規	15
2.3 各類別之飛機對鳥擊的規範	19
2.4 機翼翼型之介紹	20
2.5 單層與多層複合材料之介紹	23
第三章 研究方法	25
3.1 研究流程	25
3.2 機翼蒙皮模型建立	27
3.3 人造鳥模型建立	31
3.4 材料參數設定	34
3.5 邊界條件設定	37
3.6 模型網格獨立性測試	39
3.7 鳥擊動態撞擊模擬設定	47
第四章 模擬分析	48
4.1 平板結構動態撞擊模擬	48
4.2 鳥擊動態撞擊模擬	54
第五章 結論與建議	89
參考文獻	92

圖1 民航機之複合材料重量比[1]	2
圖2 輕型運動類飛機數量[2]	3
圖3 DA40機身之複合材料分布[4]	4
圖4 鳥擊事件於飛機撞擊的部位之統計[9]	7
圖5 環境因素造成機體損傷與造成致命事件的發生原因之統計[9]	7
圖6 Jha et al研究之人造鳥外型示意圖[11]	10
圖7 依據Jha et al.進行的鳥擊模擬所繪製之前視與右視的示意圖	10
圖8 Heimbs研究之第一個案例的平板撞擊模擬示意圖[12]	12
圖9 依據Heimbs進行第一個案例的平板撞擊模擬所繪製之前視圖	12
圖10 Heimbs研究之鳥擊模擬示意圖[12]	13
圖11 Rayhan研究之人造鳥模型示意圖[13]	14
圖12 NACA 0010翼型之示意圖[22]	21
圖13 NACA 23012翼型之示意圖[23]	22
圖14 USA-35B翼型之示意圖[24]	22
圖15 本研究流程圖	26
圖16 Zenith STOL CH 701之三視圖	27
圖17 機翼蒙皮模型剖面示意圖	28
圖18 本研究之人造鳥模型示意圖	31
圖19 機翼蒙皮模型層板設定示意圖	37
圖20 本研究鳥擊模型之上視圖	38
圖21 鳥擊動態撞擊模擬示意圖	47
圖22 鳥擊動態撞擊模擬mesh模組示意圖	55

表1 Zenith STOL CH 701規格[25]	28
表2 Zenith STOL CH 701性能[25]	29
表3 人造鳥模型之尺寸表	33
表4 明膠、鋁合金6061-T6、銅合金C2600之材料參數	35
表5 單層0° T300/LTM45-EL碳纖維複合材料材料參數	35
表6 單層45°碳纖維複合材料材料參數	36
表7 單層90°碳纖維複合材料材料參數	36
表8 機翼蒙皮模型層板材料組合	38
表9 模型網格獨立性測試之網格劃分密度比較	40
表10 獨立性測試示意圖	41
表11 應力獨立性測試圖	42
表12 應變獨立性測試圖	43
表13 變形量獨立性測試圖	44
表14 各網格之能量圖	45
表15 模型網格獨立性測試模擬結果	46
表16 鳥擊動態撞擊模擬應力結果圖	49
表17 鳥擊動態撞擊模擬應變結果圖	50
表18 鳥擊動態撞擊模擬變形量結果圖	51
表19 各比例之動態撞擊模擬能量圖	52
表20 平板結構之鳥擊動態撞擊模擬結果	53
表21 [鋁合金6061-T6]機翼蒙皮之撞擊模擬應力結果圖	56
表22 [鋁合金6061-T6]機翼蒙皮之撞擊模擬應變結果圖	57
表23 [鋁合金6061-T6]機翼蒙皮之撞擊模擬變形量結果圖	58
表24 [鋁合金6061-T6]機翼蒙皮撞擊模擬之能量圖	59
表25 [鋁合金6061-T6]機翼蒙皮之撞擊模擬結果	60
表26 [碳纖維複合材料T300/LTM45-EL]機翼蒙皮之撞擊模擬應力結果圖	61
表27 [碳纖維複合材料T300/LTM45-EL]機翼蒙皮之撞擊模擬應變結果圖	62
表28 [碳纖維複合材料T300/LTM45-EL]機翼蒙皮之撞擊模擬變形量結果圖	63
表29 [碳纖維複合材料T300/LTM45-EL]機翼蒙皮撞擊模擬之能量圖	64
表30 [碳纖維複合材料T300/LTM45-EL]機翼蒙皮之撞擊模擬結果	65
表31 [鋁合金/碳纖維/鋁合金]機翼蒙皮之撞擊模擬應力結果圖	66
表32 [鋁合金/碳纖維/鋁合金]機翼蒙皮之撞擊模擬應變結果圖	67
表33 [鋁合金/碳纖維/鋁合金]機翼蒙皮之撞擊模擬變形量結果圖	68
表34 [鋁合金/碳纖維/鋁合金]機翼蒙皮撞擊模擬之能量圖	69
表35 [鋁合金/碳纖維/鋁合金]機翼蒙皮之撞擊模擬結果	70
表36 [碳纖維/鋁合金/碳纖維]機翼蒙皮之撞擊模擬應力結果圖	72
表37 [碳纖維/鋁合金/碳纖維]機翼蒙皮之撞擊模擬應變結果圖	73
表38 [碳纖維/鋁合金/碳纖維]機翼蒙皮之撞擊模擬變形量結果圖	74
表39 [碳纖維/鋁合金/碳纖維]機翼蒙皮撞擊模擬之能量圖	75
表40 [碳纖維/鋁合金/碳纖維]機翼蒙皮之撞擊模擬結果	76
表41 [0°/45°/90°] 碳纖維機翼蒙皮之撞擊模擬應力結果圖	78
表42 [0°/45°/90°] 碳纖維機翼蒙皮之撞擊模擬應變結果圖	79
表43 [0°/45°/90°] 碳纖維機翼蒙皮之撞擊模擬變形量結果圖	80
表44 [0°/45°/90°] 碳纖維機翼蒙皮撞擊模擬之能量圖	81
表45 [0°/45°/90°] 碳纖維機翼蒙皮之撞擊模擬結果	82
表46 鳥擊動態撞擊模擬之最大應力總表(GPa)	83
表47 鳥擊動態撞擊模擬之最大應變總表	83
表48 鳥擊動態撞擊模擬之最大變形量總表(m)	84
表49 機翼蒙皮模型可吸收之能量值總表	84

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