近年來，因氣候變遷及全球暖化加劇，氫能被認為是減少運輸部門產生溫室氣體和空氣汙染的有效能源之一，各國政府逐漸推動燃料電池公車，以降低道路運輸產生的二氧化碳。本論文以台南公車運輸系統為對象，模擬系統營運狀態，將原運輸系統所有公車替換成燃料電池公車，並採用電解方式製氫，完成既有時刻表與路線。研究中以製氫站及儲氫站數量、公車最大儲氫量、公車補充氫氣容量、儲氫站啟動製氫容量為最佳化調整參數，使用蜂群演算法對十年總建置成本進行最小化。
　　研究中分別以分散製氫與集中製氫兩種氫氣供應方式進行分析，分散製氫方式在各轉運站設置製氫站，各轉運站的氫氣供應獨立運作。集中製氫方式將台南市劃分數個區域，在各區域選定製氫轉運站，以氫氣運送車載運至其餘轉運站。最佳化結果顯示，分散製氫未使用日間製氫，但建置更多的製氫站、儲氫站和公車，設備成本較高。集中製氫使用日間製氫且增加氫氣運輸車成本，但劃分數個區域且在各區域設置製氫站後，有效減少設備成本及日間電費，最佳案例比分散製氫的成本下降14.5%。結果顯示，採用集中製氫方式，並分區設置製氫轉運站，確實可降低燃料電池公車運輸系統的建置成本。

In recent years, due to climate change and global warming, hydrogen energy is considered to be one of the effective energy sources to reduce greenhouse gas and air pollution in the transportation sector. Governments have begun to promote fuel cell buses to reduce carbon dioxide generated by road transportation. In this study, the bus transportation system of the Tainan city in Taiwan was selected as the study target and simulates the operating status of the system. Replace all buses in the original transportation system with fuel cell buses, use electrolysis to produce hydrogen, and complete the bus schedules and routes. In this study, the optimization parameters are the number of hydrogen production stations and hydrogen storage stations, the maximum hydrogen storage capacity of buses, the condition for the bus to refuel hydrogen, the condition for hydrogen production station to produce hydrogen, and minimize construction and operation costs of fuel cell bus transportation systems by using artificial bee colony algorithm.
The study is divided into two cases for analysis, decentralized hydrogen production and centralized hydrogen production. Decentralized hydrogen production means hydrogen production stations are constructed in each transfer station and the hydrogen supply of each transfer station is independent. Centralized hydrogen production means Tainan city is divided into several areas, each area will select one transfer station to construct a hydrogen production station, and deliver hydrogen to other transfer station by tube trailers. The results show that in the case of decentralized hydrogen production, the daytime electricity price was not used for hydrogen production, but needed more hydrogen production stations, hydrogen storage stations, and buses, the cost of hardware equipment is higher, and in the case of centralized hydrogen production, the proportion of hydrogen product using daytime electricity price is higher and the cost of tube trailers is added. However, dividing several areas and setting up hydrogen production stations in each area can effectively reduce the cost of hardware equipment and the price of daytime electricity. In the best case, the cost can be reduced by 14.5%. The results show that using centralized hydrogen production and setting up hydrogen production stations in the right transfer station can reduce the cost of the fuel cell bus transportation system.

摘要 i
ABSTRACT iii
致謝 v
目錄 vi
圖目錄 viii
表目錄 x
第一章 緒論 1
1.1 研究動機 1
1.2 文獻回顧 2
1.3 章節介紹 3
第二章 公車運輸系統與氫燃料公車介紹 5
2.1 台南市公車運輸系統介紹 5
2.2 燃料電池公車簡介 16
2.3 國內外氫燃料公車發展現況 17
第三章 燃料電池公車運輸系統運行模擬 19
3.1 運行模擬及時刻表建置 19
3.2 分散製氫 21
3.3 集中製氫 23
第四章 最佳化方法與應用 27
4.1 蜂群演算法介紹 27
4.2 蜂群演算法應用於FCBTS建置成本最小化 28
第五章 模擬結果與分析 33
5.1 燃料電池公車運輸系統相關設備數據 33
5.2 案例1：分散製氫 34
5.3 案例2A：集中製氫(單一製氫轉運站) 37
5.4 案例2B：集中製氫(兩個製氫轉運站) 40
5.5 案例2C：集中製氫(三個製氫轉運站) 45
5.6 分析與討論 51
第六章 結論 55
參考文獻 57

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