第六章 結論與未來工作
6.2 未來工作
綜合上述歸納的結論，提出以下幾點作為未來研究發展的考量：
1. 建置鋰電池輸入的電量或能量換算金額：
考量鋰電池交換使用充電時，鋰電池內電量均尚未用盡，因此充電能量 多寡將會有所差異。所以建置鋰電池輸入的電量或能量換算金額，偵測 鋰電池電量以計算回收之電能費用，作為使用者下次充電扣款金額，以 計算充電所需之電費。
2. 未來於高壓空氣儲存設備，可增加高壓儲存槽數量與體積，於非尖鋒時 刻將高壓空氣多儲存以備消費者需求：
壓縮空氣於低壓空氣升壓至高壓空氣過程，須由增壓缸來做為壓力轉換，
壓力轉換過程需要較長時間，因此建議可增加高壓儲存槽數量，增加高 壓空氣的儲存以避免高壓空氣供應不足。
3. 未來將完成三能源(電能、高壓空氣及氫氣能)跨站能量互流機制：
車用多能源補充站目前主要能源為市電110 ACV，未來將建置能量互流 機制，將電能補充站之鋰電池經DC/AC提供空氣製造機與產氫機之能量；
氫氣可透過燃料電池產生DC電能，經由DC/DC儲存於鋰電池或經DC/AC 提供空氣製造機使用；高壓空氣鋼瓶則可透過氣能轉動力產生電能，經 DC/DC提供鋰電池儲存。
4. 包含建置太陽能板提供補充站自生能源所需能量：
建置太陽能板以提供車用多能源補充站所需能量。將太陽能板產生之DC 電源，經 DC/DC 儲存鋰電池，另可並聯 DC/AC 將能量提供空氣製造 機運轉和產氫機之能量；既可不需市電110 ACV也可使車用多能源補充 站運轉，達到環保與自生能源補充之概念。
5. 採用NI(National Instruments)擷取器彙整監控數據，使用Microbox整合系
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統機電控制，並設計Labview人機操控介面：
使用NI資料擷取器擷取車用多能源補充站之充電電壓、充電電流、空氣 壓力、空氣流量、氫氣充填壓力及氫氣充填流量，既可監控燃料電池所 產生之電壓及電流。NI擷取資料送至Microbox，Microbox將控制車用多 能源補充站，電能補充站之繼電器與空氣補充站電磁閥與繼電器開關，
以及氫能源補充站電磁閥與繼電器開關。選用Labview設計人機操控介面，
提供消費者經操作介面，選用所充填之能源與所需模式。
6. 與智慧科技結合，提供使用者app監控服務：
設計多能源補充站與app結合，將系統監控補充之能量傳送至消費者app 系統，使消費者能清楚掌握能源補充之狀態；與補充站之能源使用狀況。
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符號彙整
A 車輛迎風面積 Cd 風阻係數
E 鋰電池充電充電器總消耗功率 F 法拉第常數(96485A s mol-1) Fr 模擬車輛行駛阻力
g 重力加速度常數
I 充電過程充電器消耗電流 Ib 鋰電池消耗電流
m 車輛質量
ṁH2 燃料電池耗氫量
P 充電器消耗功率
t 鋰電池充電時間
V 車輛行駛速度(km/h)與充電過程充電器消耗電壓 ρair 空氣密度
ηb 鋰電池放電效率 ηfc 燃料電池放電效率 μr 路面摩擦係數