首先針對目前國道高速公速上現有之剛性路面進行現地噪音量測，且配合噪音預估模式進行模擬，然後針對各種新配方之剛性路面試體進行吸音係數之量測，藉由實際道路上現地噪音量測結果與預估模式之模擬，探究各項減輕路面行車噪音之方法。

本研究在國內率先使用隨車聲強法進行量測，此法可直接量得輪胎與路面間之噪音並可排除其他噪音源(引擎、排氣管及風切噪音等)之影響，且在已開放通車路段上作量測時，較不受背景噪音所影響。另外，本研究也使用傳統的滑行通過法量測單一車輛之路邊聲壓值，但因滑行通過法通常極易受外在之背景噪音影響，因此往往只能在未開放通車路段上進行量測。

研究結果顯示，現階段已完成量測之剛性路面中，最安靜之剛性路面為縱向磨刨紋理路面，最嘈雜之剛性路面為横向溝槽路面，兩者之聲強差值達到5.6 dB(A)，且不同種類轎車胎之間會有2 dB(A)左右之差異。

在不同型式之剛性路面上，使用隨車聲強法與滑行通過法進行量測，探討車速之影響，得知車速每增加10km/h時聲強之平均增加量為2.0 dB(A)，聲壓之平均增加量為1.8 dB(A)。

本研究也針對模組式伸縮縫進行量測，得知單一轎車於80 Hz之 頻帶時的瞬間最大噪音量為78 dB(A)，運動休旅車為87 dB(A)，兩車種間之噪音差值為9 dB(A)，可知最大噪音量與車種、車重或輪胎均有關。

另外由Cadna-A軟體模擬結果得知，相同車速之重型車聲壓值都較輕型車高出12 dB(A)以上，故對於整體噪音而言，降低重車車流量會比降低輕型車車流量好，因此於噪音敏感地點管制重型車車流量(或重車比例)較輕型車來得有效。

從國道高速公路之減噪對策來看，在噪音敏感之路段，最好不要鋪設剛性路面，改以鋪設較安靜之多孔隙柔性路面為主，且若車速降低20 km/h(譬如從110 km/h降低至90 km/h)，再配合安靜之輪胎，估計行車噪音約可降低6~10 dB(A)。

First, the research focused on measuring the noise of rigid pavements on highways and simulating with Cadna-A. and it also aimed at experiments on various new methods of rigid specimens were measured by sound absorption coefficient. By the result of measuring the noise on the pavements and simulating with Cadna-A to research any methods which can reduce traffic noise.

This research is used sound intensity probe method to measurement in our country recently, this method can measure the noise of between tire and road directly and exclude noise from other (engine, exhaust, and wind noise etc. ). It didn’t influence too much when we measured on the road which is already open to the public. Besides, we also used the traditional coast-by method to measure SPL of each car, but the coast-by method is often influenced by background noise, so it was used on the road which is not yet open to the public.

The result of research showed that the quietest rigid pavement is longitudinal grind, the noisiest pavement is transverse groove on the rigid pavements which were measured at present stage. The gap between two kind of pavements was 5.6 dB(A), and different kind of sedan tires were range of 2 dB(A).

Measure with sound intensity probe method and coast-by method at different kind of rigid pavements to study the influence of speed. We knew that when speed of vehicles increases 10 km/h per time, the average of increasing volume of SIL is 2.0 dB(A), and the average of increasing volume of SPL is 1.8 dB(A).

The research is focused on measuring of expansion joint, when each sedan in one third of 80 Hz, the momentary biggest noise is 78 dB(A), the RV is 87dB(A), and the gap between two kind of car is 9 dB(A). So the biggest noise is related to cars, tires, and weight of cars.

Besides, the result from software of Cadna-A, the SPL of heavy vehicles is more 12 dB(A) than the light vehicles’ at the same speed. For the whole noise to say, reducing the traffic flow magnitude of heavy vehicles is better than reducing the traffic flow magnitude of light vehicles. So controlling the traffic flow magnitude of heavy vehicles is more effective than controlling the light vehicles’ at those section which are prone to make noise.
From the methods of reducing noise on highways, those section which are prone to make noise prefer to be paved more quiet porous flexible pavements than rigid pavements. And if the speed of car can speed down 20 km/h (like 110 km/h to 90 km/h) with quiet tires. It was estimated that the noise of car could be reduced 6 to 10 dB(A).

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