臺灣博碩士論文加值系統

近年來隨著經濟的發展與工商社會的進步，國民所得大幅提高，對生活品質的要求也隨之提升，私有車輛的高持有率與交通建設的進步，導致伴隨產生的噪音及空氣污染亦益發嚴重，其中以噪音問題為民眾可直接感受而最易受到詬病，近年針對公路交通噪音之陳情案件已成為環保機關受理之主要民眾陳情案件。
本研究嘗試依ISO 5128:1980(E)之規定進行車內噪音量測，以四種速率定速重覆蒐集國道三號竹南交流道至中港系統交流道間，及竹山民間段之動態行車車內噪音及路面特性影像等資料，進行路段路面特性分析，期能更進ㄧ步了解路面特性與公路行車噪音間之關連性。
由研究發現，無論經過何種鋪面特性時，所產生之A加權車內噪音頻率值，皆落於200~315Hz的頻帶間，顯示低頻音為影響車內噪音之主因之一。而由實驗結果發現，剛性路面之車內噪音值較柔性路面高約1~3dB(A)；研究路段之伸縮縫車內噪音值與平坦路段比較，發現模組型伸縮縫高約4~6dB(A)；豎齒型伸縮縫高約3~4dB(A)；鋸齒形及斜向齒型伸縮縫則高約1~3dB(A)，伸縮縫間皆存在約2~3dB(A)的差值，而三者噪音值大小關係為模組型＞豎齒型＞鋸齒型伸縮縫。車輛行經路面補丁及加鋪處時，車內噪音將額外增加2~4dB(A)；剝脫路段亦較鄰近良好路段約增加1~4dB(A)不等；橫向接縫約增加2~4dB(A)左右。車輛行經減速標線時，車內噪音增加3~10dB(A)左右，且破損者較未破損之車內噪音值低約2~4dB(A)。車內噪音量隨行車速率增加而增加，平均時速每增加10公里，車內噪音量約增加0.91dB(A)左右，顯示車速對於車內噪音之加成亦有顯著的影響。
由以上數據顯示，任何鋪面特性均對行車的舒適性及靜肅性有明顯的影響，以本研究路段與甫通車之國道六號相比，即可發現路面平整度對車內噪音之影響，亦了解道路齡期的增加也隨之加鋪面的不平整性，因此公路鋪面設計及養護若能針對平坦度嚴格把關，工法及鋪面種類的選用也能相互配合，勢必可有效降低行車噪音。

During past decades, industrial and commercial economic development and social progress in Taiwan has lead substantial increase in per capita income and quality of life. Meanwhile, ownership of private vehicle increases with a high rate as well. As a result, the accompanied traffic noise and air pollution has gradually become an annoying problem for adjacent neighborhoods.
In this study, an attempt was made to evaluate effect of pavement characters and deficiencies on induced tire/pavement noise via interior noise measurement. Sound meters were installed following ISO 5128:1980(E). All measurements were performed under four constant speeds along national expressway 3 to and from milestone 119k+100 and 169k+000. During these tests, traffic noise, pavement characters, and pavement deficiencies were collected. Effects of various pavement characters and pavement deficiencies were then evaluated.
It was found that no matter running through expansion joints or other deficiencies, such as patches, striped area and transverse joints, the aroused interior A-weighted noise frequencies are normally in the range of 200Hz to 315Hz. This indicates that low-frequency sound is the dominant vehicle interior noise. Meanwhile, it can be found from the experimental results that rigid pavement is generally 1 ~ 3dB(A) more noisy than flexible pavement. It was also found that the three most prevalently installed expansion joints, viz. modular, tooth and comb expansion joints, generally contribute low frequency noise. Among these joints, modular joints are the noisiest ones in terms of Leq; tooth joints and comb joints perform similar, yet comb joints are slightly better. As to other characters, it’s further observed that extra 2 ~ 4 dB(A) will be generated when vehicle runs through patches, transverse joint and overlay area. Moreover, extra 1 ~ 4 dB(A) can be observed on stripped area . The interior noise apparently increases with vehicle speed. The test result shows that a 0.91 dB(A) increase is followed by a 10 kph increase in speed.
The observed results indicate that pavement characters do have significant effect on interior noise of a traveling vehicle. Upon this study in comparison with test results collected from national expressway 6, we also found that not only roughness but also pavement age has significantly impact of interior noise. If construction and rehabilitation can be more carefully done, a smoother and quiet highway may be easily and economically achieved.

誌謝 I
摘要 II
Abstract III
目錄 V
圖目錄 VII
表目錄 X
第一章 緒論 1
1.1 研究動機與背景 1
1.2 研究目的 2
1.3 研究範圍 2
1.4 研究方法 2
1.5 研究流程 3
第二章 文獻回顧 5
2.1 公路噪音與噪音傳播特性 5
2.2 公路噪音評估指標 5
2.3 公路噪音影響因子 6
2.4 公路鋪面噪音及特性 9
2.4.1 車胎鋪面音 9
2.4.2 鋪面噪音特性 12
2.5 公路鋪面平坦度 17
第三章 研究方法 21
3.1 路面特性種類及區位調查 21
3.1.1 路面特性種類 21
3.1.2 現況調查與區位調查紀錄 29
3.2 原地車輛動力音量測 32
3.3 動態車內噪音量測 33
3.3.1 量測路段選擇 33
3.3.2 量測使用儀器 34
3.3.3 參考規範 36
3.4 實測說明 40
3.4.1 儀器架設及實測現況說明 40
第四章 實測數據分析 43
4.1 資料篩選 43
4.1.1 資料整理 44
4.2 實測車內噪音結果 49
第五章 結論與建議 64
5.1 結論 64
5.2 建議 66
參考文獻 67

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二、英文部分
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