| Summary: | 碩士 === 國立高雄第一科技大學 === 機械與自動化工程所 === 91 === This paper is to examine the track of motorcycle development in Taiwan and its technological innovation model by using secondary data and motorcycle related patents. Throughout the phases of import, SKD/CKD assembly, licensing, and technology transfer, Taiwan motorcycle industry has stepped into the stages of OBM, export, R&D independence, overseas investment, and development of global market. Taiwan manufacturers have played a significant role in this sector of world market in terms of technology and quality. The environment of this industrial sector in Taiwan is characterized by oligopoly, corporate synergy, as well as high-added value. In spite of second to Japan in terms of the competitiveness of production and quality for the motorcycles of 150cc (piston displacement volume) and below, Taiwan has established its kingdom in the global motorcycle market.
This technological innovation models can be traced and authenticated from the 2,982 patents found in Asia Pacific Intellectual Property Association (AIPA), ended Sep. 2002. There are three categories in the motorcycle patents: inventions, new series, and new models. This paper is to delve into the former two categories of patents based on the criteria of local innovators and date of announcement from Jan. 1997 to Sep. 2002. Among the above 2,982 patents, the statistics of this paper demonstrates that there are totally 144 patent cases suitable for the criteria with the following details-- engine (patents): 6 cases in inventions, 59 cases in new series; chassis: 2 cases in inventions, 45 cases in new series; drive line: 1 case in inventions, 15 cases in new series; and electric scooter: 2 cases in inventions, 14 cases in new series. The statistics also indicates that 48 patentees are from individuals; 34 patentees, from Kwang Yang Motor Co., Ltd.; 29, motorcycle-part related factories; 20, Sangyang Industry Co., Ltd; 10, Industrial Technology Research Institute; 1 from Taiwan Yamaha and 1 from Shang Wei Company. In accordance with the innovation theory of Alan West [1-4], the technological innovation of domestic motocycles can be classified into the categories of performance extending innovation, reformulation innovation,design innovation and sector creating innovation.
This research finds out that most of the patents have, albeit its number is solid, not become commercialized. The issue of this gap deserves to our further reconsideration. It is therefore extremely critical to create an effective mechanism to overcome this issue. Other major concerns encompass the following issues: the expansion of export business after the local market saturation, the legislation of the fourth-phase air exhaust act, government’s promotional policy for innovation after the entrance of WTO, and accelerating development of foreign-aided pivot technology. The pivot technology includes such items as carburetors (which have not yet reached its economy of scale), environmental high-performance engines, conveyor belt of continuously variable transmission (CVT), anti-lock braking system, high-performance batteries of electric scooters, power devices of motor controller, hybrid power motorcycles, and so forth.
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