近年來航空業的蓬勃發展提供了交通上相當大的便利，但在無法避免飛安事故發生的情況下，其安全性也逐漸受到重視。如何保障機上乘客的安全性，一直都是航空業重大的議題。然而複合材料在航空界的應用逐漸取代了傳統的金屬材料，但複合材料和金屬材料的材料特性有許多的差異，無法以傳統金屬材料的經驗來評估複合材料飛機結構的安全性，因此複合材料飛機結構的安全性是相當重要的研究方向。 本文使用Pro/ENGINEER建立STOL CH 701機身結構，材料選為碳纖維複合材料(CFRP)。模擬分析使用Abaqus/Damage for Fiber-Reinforced Composites以考慮複合材料受衝擊後材料可能產生失效的方式進行分析。模擬之邊界條件為依據ASTM規範的1.3Vso墜撞速度與AGATE所訂定的30o墜撞角度，Abaqus/Explicit建立動態墜撞模擬以墜撞能量的輸出做為結果合理性判斷的依據。 本研究根據MIL-STD-1290A所規定的座艙壓縮量在各方向的壓縮量不得超過15%的安全標準下，建立考慮材料失效參數前後的速度與角度之關係圖。在考慮材料失效與在不考慮材料失效時，不同的撞擊角度與撞擊速度下，0o纖維排列大部分有較高的內能吸收。不同纖維排列方式機身的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2%。在考慮材料失效下，撞擊角度60o時，0o纖維排列的X方向與A斜樑方向壓縮率明顯較高，其值將近高達5%。不管是內能吸收、最大應力或是各方向壓縮率，在考慮材料失效前後並沒有明顯的差異。 In recent years, the rapid development of the aviation industry to provide a considerable convenience on the traffic, but cannot avoid the case of flying accidents. However, metal materials be replaced by composite materials because of the advantages of composite materials, but the material properties of composite materials and metal materials have many differences, cannot according to the experience of traditional metal materials to evaluate the safety of composite aircraft structure. So it is an important issue to discuss the crashworthiness of composite aircraft. In this study we use Pro/ENGINEER to build STOL CH 701 model and the materials used is carbon fiber composite material. The simulation analysis used the Abaqus / Damage for Fiber-Reinforced Composites to consider the possible failure of the composite material after impact. The boundary conditions are 1.3 Vso followed by ASTM, and 30o impact angle defined by AGATE. In the dynamic simulation, we output the data to check if the simulation is follow the conservation of energy to determine the rationality of the results. In this study the relationship between the velocity and the angle before and after considering the material failure parameters was established according to the safety standard, MIL-STD-1290A, of the cockpit reducing rate cannot more than 15%. In considering the material failure and without considering the material failure in the different impact angles and impact velocities, most of the 0o composite fiber has a higher internal energy absorption. 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 2%. In considering the material failure and the impact angle of 60o, the compression of 0o composite fiber in the X direction and A direction is significantly higher, and the maximum reducing rate as high as 5%. No matter the internal energy absorption, the maximum stress or the amount of compression in each direction, before and after considering the material failure doesn’t has significant difference.
