臺灣博碩士論文加值系統

碳纖維複合材料具有質量輕、高剛性、高強度與耐蝕性等優點，應用於汽車產業中，是降低油耗、減少排放、提高汽車續航里程最有效的途徑之一；但複合材料之生產成本高、生產週期長，導致複合材料應用於汽車產業窒礙難行。在本研究中主要目的是藉由熱固可再塑碳纖維疊層板以熱壓成型製程縮短碳纖維之生產週期，並實際應用於製作汽車B柱。研究中是先將熱固可再塑碳纖維疊層板以同熱壓時間在不同成型溫度(10分鐘 /140℃、160℃、180℃、200℃、220℃)及同熱壓溫度在不同成型時間(220℃ / 2分鐘、4分鐘、6分鐘、8分鐘、10分鐘)進行熱壓製程最佳化並取得其材料參數，接著藉由有限元素軟體( ANSYS )對汽車B柱結構進行靜態三點撓曲與高速動態衝擊模擬分析，在模擬分析中以單一纖維方向疊層([0]18、[90]18)及不同纖維方向疊層([0/30/0/30/0/30/0/30/0]s、[0/45/0/45/0/45/0/45/0]s、[0/60/0/60/0/60/0/60/0]s、[0/90/0/90/0/90/0/90/0]s、[90/0/90/0/90/0/90/0/90]s、[45/-45/45/-45/45/-45/45/-45/45]s )進行模擬；藉由模擬分析研究之結果加以設計與加工製作模具，製作出實際產品進行試驗並針對破壞模式與分析做為比較，確認模擬分析之可靠性。
實驗結果得知，碳纖維複合材料之成型溫度及時間對於其材料特性影響甚大，當成型溫度提高可以使樹脂加速反應，使樹脂快速提高固化程度，進而縮短複合材料之生產週期，但在長時間之高溫成型條件下，將造成樹脂降解導致機械特性變差，實驗結果得知220℃/ 5分鐘之成型條件擁有最佳之機械特性。而碳纖維汽車B柱在單一纖維方向疊層試驗時，結構中缺乏抵抗裂縫增長的能力，因此裂縫會跟著纖維方向順勢延伸，導致結構提早損壞；在不同纖維方向疊層結果中，疊層角度以[90/0/90/0/90/0/90/0/90]s抗撓曲強度最佳、抗撓曲剛性最好，以[45/-45/45/-45/45/-45/45/-45/45]s抗撓曲、抗衝擊延展性最佳；而實驗與模擬分析相互驗證結果雖然大致相同但仍存在些微差異，有可能是因為量測材料之試片與實際樣品製作條件不盡相同，因而造成兩者結果有出入。

Composite materials have the advantages of light weight, high stiffness, high strength and corrosion resistance. They are widely used in the automotive industry and are one of the most effective ways to reduce fuel consumption due to their light weight. However, their long production cycle makes it difficult to use composites in the commercial vehicles. In this study, the main purpose is to shorten the manufacturing cycling of the carbon fiber composites by using re-formable thermosetting carbon fiber laminates in a hot press forming process, and is actually applied to the production of automobile B-pillars. The material properties of the laminates with various forming temperature and molding time were investigated, and the optimum parameter for the hot pressure process was found. The finite element software (ANSYS) was used to conduct a static three-point bending and dynamic high-speed impact simulation analysis of the B-pillar structure with various fiber orientations ([0]18, [90]18, [0/30/0/30/0/30/0/30/0]s, [0/45/0/45/0/45/0/45/0]s,[0/60/0/60/0/60/0/60/0]s,[0/90/0/90/0/90/0/90/0]s,[90/0/90/0/90/0/90/0/90]s, [45/-45/45/-45/45/-45/45/-45/45]s ).
The results from the simulation analysis were used to design and process the mold to product the composite B-pillar for testing and to compare the failure mechanism to confirm the reliability of the simulation analysis.According from the experimental results, the forming temperature and molding time of the composite laminates have a great influence on their mechanical properties. When forming temperature was increased, the resin can accelerate the reaction and can be cured quickly, thereby shortening the production cycle time. However, under the relatively higher temperature in the forming process, resin degradation resulted in deterioration of the mechanical properties. The experimental results showed that the molding condition at 220 °C with 5 minutes had the best mechanical properties. The B-pillar composed of unidirectional carbon fibers lacks the ability to resist crack growth, so the cracks will follow the fiber direction, which will lead to the early damaged of the structure. Using the composite with symmetrical fiber orientations, the B-pillars have higher flexural strength and stiffness compared with the B-pillar composed carbon fiber with unidirectional fiber orientation. The fiber orientation of [90/0/90/0/90/0/90/0/90]s has the best flexural strength and stiffness, and [45 / -45 / 45 / -45 / 45 / -45 / 45 / -45 / 45]s has the best ductility under flexural impact loading. The verification between the experiment and simulation analysis are roughly the same but there are still slight differences. It may be because the test specimens of the measured material and the actual production of the B-pillar ate not the same.

摘要
ABSTRACT
致謝
目錄
表目錄
圖目錄
符號說明
第1章 緒論
1.1 研究動機與目的
1.2 文獻回顧
第2章 理論介紹
2.1 複合材料簡介
2.1.1 基材(Matrix)
2.1.2 補強材(Reinforcement)
2.2 複合材料成形製程
2.2.1 手積層成形法(Wet Lay-Up)
2.2.2 真空轉注法(RTM)
2.2.3 熱壓成形法(Hot Press)
2.2.4 壓力釜成形法(Autoclave)
2.3 複合材料力學
2.3.1 應力
2.3.2 應變
2.4 有限元素法
2.4.1 Ansys
2.4.2 ANSYS / Static Structural
2.4.3 ANSYS / LS-DYNA
2.5 衝擊性質與破壞準則
2.5.1 衝擊性質
2.5.2 破壞準則
第3章 實驗材料與設備
3.1 實驗材料
3.1.1 碳纖維複合材料
3.1.2 實驗試片成型與製作相關材料
3.1.3 實驗治具製作相關材料
3.2 實驗設備
3.2.1 實驗試片成型與製作相關設備
3.2.2 實驗試驗相關設備
3.2.3 實驗使用模具
第4章 實驗程序及方法
4.1 汽車B柱模具設計
4.2 碳纖維B柱試驗治具設計與製作
4.2.1 三點撓曲
4.2.2 落下衝擊
4.3 碳纖維熱可再塑疊層板製作
4.4 最佳化成型溫度及時間
4.4.1 同熱壓時間/不同熱壓溫度之試片製作
4.4.2 同熱壓溫度/不同熱壓時間之試片製作
4.5 碳纖維之參數量測
4.5.1 楊氏模數量測
4.5.2 蒲松比量測
4.5.3 剪力模數量測
4.5.4 極限應力及應變量測
4.6 碳纖維汽車B柱製作
4.7 碳纖維汽車B柱測試
4.7.1 三點撓曲試驗
4.7.2 落重式衝擊試驗
第5章 有限元素分析
5.1 碳纖維疊層設置
5.1.1 材料參數建立 (Engineering Data)
5.1.2 幾何圖形匯入 (Geometry)
5.1.3 模型設定 (Model)
5.1.4 疊層設置 (Set up)
5.2 有限元素分析之模組設定
5.2.1 汽車B柱之三點撓曲試驗
5.2.2 汽車B柱之落重衝擊試驗
第6章 結果與討論
6.1 最佳化成形溫度及時間之結果探討
6.1.1 同熱壓時間/不同熱壓溫度之拉伸試驗
6.1.2 同熱壓溫度/不同熱壓時間之拉伸試驗
6.1.3 同熱壓溫度/不同熱壓時間之B柱三點撓曲試驗
6.2 碳纖維參數量測之結果
6.3 有限元素分析之結果探討
6.3.1 汽車B柱之三點撓曲模擬結果
6.3.2 汽車B柱之落重衝擊模擬結果
6.4 碳纖維汽車B柱之實際試驗結果探討
6.4.1 汽車B柱之三點撓曲試驗結果
6.4.2 汽車B柱之落重衝擊試驗結果
6.5 實際試驗結果與模擬分析之比較
6.5.1 汽車B柱之三點撓曲結果相互驗證
6.5.2 汽車B柱之落重衝擊結果相互驗證
第7章 結論與未來工作
7.1 結論
7.2 未來工作
參考文獻
簡歷

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