近幾年溫室效應所帶來的衝擊遠大於大家所想像，若能藉由混合動力的方式驅動車輛，不但有助於溫室效應之改善，亦可提升車輛之動力。混合動力車輛藉由不同動力源之間的模式切換，達到最佳的能耗及排放。而在大多數混合動力車輛中，離合器正是達成模式切換最重要的原件。藉著離合器的接合或釋放，便可以達成多重模式切換的功能。不過離合器要順利接合有許多條件需要考慮，像是離合器兩端扭力及轉速、推動離合器推力、離合器接合時間及接合時碟片的瞬時速度等。若接合瞬間離合器兩端速度相差太大或推力太大，可能會導致離合器磨損、能量損耗或是使乘坐者察覺車輛的頓挫感；反之，推動離合器力道太小也可能會使接合時間變太長，進而延長模式切換所需時間。本論文建立液壓離合器物理模型，並以模型為基礎來進行最佳化控制器設計。控制目標分為三個階段：第一階段為離合器被推動但尚未接合前，能使離合器推動速度最大化，縮短模式切換所需時間；第二階段為離合器接近接合時，推力及碰撞速度能達到最小化，同時維持整體接合時間在可接受的範圍內；第三階段為離合器接合後，能依照車輛不同操作區間扭力傳遞需求提供不同程度的正向力，以避免離合器打滑及降低能耗。由於液壓離合器模型存在多個控制目標及輸入和輸出端的限制條件，故本論文選擇使用模型預測控制(Model Predictive Control) 來達成模式切換最佳化控制的目標。

The impact of the greenhouse effect in recent years is far greater than everyone’s imagination. If vehicles can be driven by hybrid power, it will not only contribute to the improvement of the greenhouse effect, but also increase the power of the vehicle. Hybrid vehicles achieve optimal energy consumption and emissions by switching modes between different power sources. In most hybrid vehicles, clutch is the most important element in achieving mode switching. With the clutch engaged or released, multiple mode switching functions can be achieved. However, there are many conditions to be considered when the clutch is to be smoothly engaged, such as torque and speed at both ends of the clutch, pushing clutch thrust, clutch engagement time, and the instantaneous speed of the disc when engaged. If the speed of the two ends of the clutch is too different or the thrust is too large, the clutch may wear out, the energy may be wasted, or the occupant may feel uncomfortable. Conversely, the thrust that pushing the clutch too small may also make the engagement time too long, which in turn extends the time required for mode switching. This paper establishes the physical model of hydraulic clutch, and design the optimal controller based on the model. The control target is divided into three phases: the first phase is to maximize the clutch pushing speed before the clutch is pushed but not yet engaged, and to shorten the time required for mode switching; the second phase is when the clutch is nearly engaged, the thrust and collision speed can be minimized, while maintaining the overall engagement time within an acceptable range; the third phase, after the clutch is engaged, can provide different degrees of normal force in accordance with the torque transmission requirements of the vehicle’s different operating ranges to avoid clutch slippage and reduce energy consumption. Because the hydraulic clutch model has multiple control targets and the input and output limit conditions, this paper chooses to use model predictive control to achieve the goal of mode switching optimal control.

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