本研究利用固定追車法，於台南都會區六條主要道路，實地進行一般工作日及週末時段機車行車狀態調查，進而建置台南都會區兩種時段行車型態(一般工作日行車型態、週末行車型態)；再於車體動力計利用所建立兩種行車型態進行機車尾氣污染物排放測定，比較機車於台南行車型態與其它都會區行車型態排放氣態污染物與臭氧生成潛勢差異。
研究結果顯示，台南都會區一般工作日機車行車型態(TNN Cycle) 特徵為：平均行駛速率為21.7 km/hr、平均行駛速率為30.2 km/hr、怠速時間比為28.3 %、定速時間比為13.2 %、加速時間比為29.3 %、減速時間比為29.3 %；週末機車行車型態(TNNW Cycle) 特徵為：平均行駛速率為22.5 km/hr、平均行駛速率為31.3 km/hr、怠速時間比27.9 %、定速時間比13.2%、加速時間比28.4 %、減速時間比30.5 %。台南都會區兩種時段行車型態之行駛特性差異性不大，與其它行車型態(TPE Type、KH Type 32、WMTC及ECE)比較，呈現行駛速度較高、高速行駛速度分佈比例較大之行車特徵。
以機車車體動力計模擬台南行車型態，量測基準污染物(CO、HC與NOx)排放係數結果顯示：機車於一般日、週末台南行車型態所致單位里程排放係數分別為CO--4.0 g/km、4.3 g/km；THC-- 0.8 g/km、0.7 g/km；NOx -- 0.5 g/km、0.4 g/km。THC及NOx排放於一般工作日型態較高，CO排放於週末型態較高，差異輻度並不大。與其它行車型態比較，CO及THC排放係數依序為 TNN > TNNW > TPE Type > KH Type 32 > WMTC > ECE；NOx排放係數依序為 KH Type 32 > TNN > TPE Type > TNNW > WMTC > ECE。分析不同行車型態CO2碳重佔總碳重比例顯示，TNN、TNNW及TPE 等型態所佔比例較低，顯示這三種行車型態引擎燃燒效率較不佳，與這三種行車型態於高速行駛分佈比例較高應有關連性。
VOCs(烷類+烯類+芳香烴+醛酮類)排放應與THC密切相關，研究結果顯示台南都會區機車排放VOCs係數亦為一般日型態>週末型態，VOCs族群分佔比例為：烷類 > 芳香烴 > 烯類 > 醛酮類化合物。研究顯示台南機車行車型態排放VOCs族群所致臭氧生成潛勢(OFP) 依序為芳香烴 > 烯類 > 烷類 > 醛酮類化合物。台南行車型態臭氧生成潛勢並未具週末時段較高效應。都會區行車型態臭氧生成潛勢依序為 TNN > TNNW > TPE Type > KH Type，台南都會區機車行駛特性排放廢氣所致臭氧生成潛勢較為嚴重。

The study had been conducted to develop the localized motorcycle driving cycle in weekday and weekend in the urban areas of Tainan and test the emissions under these two driving cycles on a Chassis dynamometer. On-road speed-time data were collected by a motorcycle along six selected routes located in Tainan city. The representative driving cycles, TNN(represents weekday cycle) and TNNW(represents weekend cycle), were synthesised from the field driving record by matching the 12 parameters among overall survey results. The characteristics of TNN Cycle are similar to those of TNNW Cycle which includes high travel speed, frequent acceleration-deceleration change, and less duration in cruising. The average speed in TNN and TNNW Cycle are 21.7 and 22.5 km/hr while the average running speed are 30.2 and 31.3 km/hr；average of all acceleration and deceleration rate are 0.7 m/s2；duration of driving period are 116.2 and 111.9 seconds；number of acceleration-deceleration change within one driving period are 7.8；driving mode of idling are 28.3 % and 27.9 %；cruising is 13.2 %；acceleration are 29.3 % and 28.4 %；deceleration are 29.3 % and 30.5 %. Minor differences between these two driving cycles wrer observed.
Emission factors of criteria air pollutant from fuel-injection motorcycle had been derived by conducting the dynamometer test with two driving cycles (TNN cycle and TNNW cycle). The emission factors of CO for TNN/TNNW cycle are 4.0 / 4.3 g/km. The factors (g/km) are 0.8 / 0.7 for THC, and 0.5 / 0.4 for NOx, respectively. The emission factors did not variate significantlybetween these two driving cycles. Compare with two localized driving cycles (TPE and KH Cycle) and international cycles (ECE and WMTC) the emission factors of Tainan driving cycles are slightly higher.
The characteristics of VOCs emission (alkanes, alkenes, aromatics, aldehydes and ketones) is TNN > TNNW. The ozone-forming potential (OFP) of total VOC in different localized driving cycles (TNN, TNNW, TPE, KH) are 2.64, 2.28, 2.03, 1.52 g-O3/km, respectively.

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