本研究於台北市區道路進行機車行車型態調查，再於車體動力計利用所建立台北市區機車行車型態與標準測試型態進行機車尾氣污染物排放檢測，比較機車於不同行車型態測試排放空氣污染物(CO、THC及NOx)之差異性。
　　研究應用固定路線追車法於台北市區五條主要道路進行實地追車調查，再利用隨機區段組合法建立台北市區機車行車型態(TPE Type)。研究結果顯示，TPE Type行車型態之主要特徵為：平均旅行速度19.5 km/hr，平均行駛速度29.2 km/hr，怠速時間比33.2 %，定速時間比11.8 %，加速時間比26.7 %，減速時間比28.3 %。比較TPE Type行車型態與國內現行法規機車標準行車型態(ECE-15)及未來法規擬推行機車行車型態(WMTC)之各項代表性參數，TPE Type與ECE-15在平均旅行速度及怠速時間比較相近，TPE Type與WMTC在平均行駛速度及區段行駛時間較相近。
　　以TPE Type、KH type 32、ECE-15行車型態及WMTC行車型態於動力計進行空氣污染物排放測試結果顯示，四行程機車行駛ECE型態所致CO、THC與NOx排放係數為2.85、0.50與0.35 (g/km)，行駛WMTC型態所致CO、THC與NOx排放係數為3.40、0.47與0.37 (g/km)，行駛TPE Type型態所致CO、THC與NOx排放係數為4.49、0.67與0.44 (g/km)，行駛KH type 32型態所致CO、THC與NOx排放係數為3.03、0.47與0.47 (g/km)。研究結果顯示，以TPE Type測試所致法定污染物排放係數皆高於以ECE及WMTC型態測試所得值。比較四種不同行車型態測試排放係數高低順序顯示：CO排放係數依序為 TPE Type > WMTC > KH type 32 > ECE，差異範圍58 %；THC排放係數依序為TPE Type > ECE > KH type 32 > WMTC，差異範圍43 %；NOx排放係數依序為KH type 32 > TPE Type > WMTC > ECE，差異範圍34 %。
　　解析不同行車型態之油耗數據顯示，TPE Type (28.7 mL/km) 與 ECE (28.8 mL/km) 近似，高於WMTC (26.0 mL/km) 與KH type 32 (24.0 mL/km)；油耗趨勢與各類行車型態排放係數趨勢相近，ECE則屬例外，應與其定速時間較長，引擎可在較適當條件操作，燃燒效率較佳，故CO排放係數較低。

　　This study had been conducted to develop a localized driving cycle for motorcycle in Taipei city and test the emissions with different driving cycles on a chassis dynamometer. The localized driving cycle had been developed by optimizing speed-time data from real world driving routes on 5 main streets in Taipei downtown area. The representative driving cycle (TPE Type) was developed by integrating 10 parameters with least variation from all test runs. The characteristics of TPE Type driving cycle for motorcycle are low travel speed, frequent acceleration-deceleration change, and less duration of cruising. Typical parameters of TPE Type driving cycle include average speed of entire driving cycle (19.5 km/hr), average running speed (29.2 km/hr), average of all acceleration phases (0.8 m/s2), average of all deceleration phases (0.7 m/s2), duration of driving period (168.9 s), number of acceleration-deceleration change within one driving period (14.6), and time-shared among modes of idling (33.2%), cruising (11.8%), acceleration (26.7%), and deceleration (28.3%).
　　Emission factors of fuel-injection motorcycle had been derived by conducting the dynamometer test with two localized driving cycles (Taipei City cycle and Kaohsiung City cycle) and two international cycles ( ECE and WMTC). The emission factors of CO for ECE / WMTC / TPE / KH cycle are 2.85 / 3.40 / 4.49 / 3.03 g/km, respectively. The factors (g/km) are 0.50 / 0.47 / 0.67 / 0.47 for THC, and 0.35 / 0.37 / 0.44 / 0.47 for NOx, respectively. The highest emission factors of CO, THC, NOx were found in TPE Type driving cycle among these four patterns.
　　Results of fuel consumption showed a higher value of TPE Type ( 28.7 mL/km) and ECE ( 28.8 mL/km) which were followed by WMTC ( 26.0 mL/km) and KH Type ( 24.0 mL/km). The data indicate that the route of motorcycle in downtown Taipei city is less fuel economically.
　　Results of this study also indicate that a representative localized driving pattern for motorcycle is very important for accurate estimation of air pollutant emission inventory and emission compliance management. The differences among various driving cycles are 58% for CO, 43% for THC, and 34% for NOx, respectively.

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