第六章、 結論與未來展望
6.2 未來工作
未來工作分成以下幾點陳述：
一、加入再生式剎車回充剎車的能量，若能將剎車所消耗的能量回充，則可以進一 步的減少能量損耗，而達成更節能省碳的設計。
二、摩擦力係數估測部分目前只有當已知常數運用，但對於實際車輛行駛於路面時，
輪胎與路面間的摩擦力係數是會隨著路面狀態而有所改變的。未來若能加入摩擦力的係 數估側部分，在最佳化輪胎與路面間縱向摩擦力分配若可以利用摩擦力係數估側結果的 資訊，將可提升車輛的安全性。
三、在本研究中忽略了車身的側傾(Roll)與俯仰(Pitch)運動的影響，對於質心位置較 高的休旅車，高速下或者大角度的轉向容易造成側翻，上層控制器可以考慮加入車身的 側傾與俯仰對橫擺運動動態影響。
四、未來實驗驗證部分，初期會以建構單一個輪胎動態實驗帄台(Quarter car model) 與模擬軟體模擬的車輛動態整合成一個 Hardware-in-the-loop 的實驗環境，驗證下層控制 器控制和節能的結果；之後進展到實車驗證，上層控制器會需要回授車輛的側向速度和 橫擺角速度，以及需要估測車輛質心側滑角，就如第四章所提到的：車輛縱向與側向速 度可以利用全球定位系統(GPS)來判斷質心的位置與移動速度；用陀螺儀來量測橫擺角 速度；質心側滑角可借助文獻上已有的估測方法估測[24]；計算輪胎扭矩的輸入功率所 需的輪胎扭矩和輪胎轉速可由扭矩感測器和轉速器獲得，所以這些都是控制器在實車驗 證上會需要考慮如何獲得的資訊。
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