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標題: | 雙效標線材料配比分析與實務應用探討 Analysis and Practical Application of Proportioning Dual-Effect Road Marking Material |
作者: | 曾翊瑄 Yi-Hsuan Tseng |
指導教授: | 周家蓓 Chia-Pei Chou |
關鍵字: | 熱處理聚酯,英式擺錘數BPN,回歸反射輝度係數 RL,影像辨識,反光性能模型, Dual-Effect thermoplastic Road Marking, British Pendulum Number (BPN),British Pendulum Number (BPN),Coefficient of Retroreflected Luminance (RL),Image recognition,Retroreflectivity performance model, |
出版年 : | 2023 |
學位: | 碩士 |
摘要: | 標線於交通工程中扮演著指引車輛行進的角色,其中標線反光影響夜間標線之可視性,不僅在現況道路駕駛條件下舉足輕重,標線的能見度對採用機器視覺技術發展車輛自動化駕駛更是影響深遠。標線除考量反光表現,摩擦特性亦會對行人、摩托車和騎自行車者之安全息息相關,尤其是在潮濕的條件下。故如何在增進標線反光能力之同時,亦兼顧或甚至提升標線抗滑能力,為標線性能要求上不可忽視之重點。
本研究蒐集國內外標線反光和抗滑成效現況,進行雙性能標線之配比試驗,同時為求施工的穩定性,有別於國內常見單盒自由落體式標線車,採用滾軸式外撒標線車,同時外撒盒從單一改為前後雙盒,材料選用包含單撒玻璃珠、單撒抗滑骨材、玻璃珠與抗滑之混合料。研究採取玻璃珠與粒徑大小相近抗滑料材料以1:1充分混合之甲料,並採單一外撒盒310克/米平方施作,及玻璃珠置於前撒盒215克、粒徑大小相近抗滑料置於後撒盒210克的乙料,同時將市售II型高抗滑材料(驗收BPN標準65)納為對照組。在3個月台北市市區道路性能追蹤皆表現突出。甲料第3個月維持反光性能最高等級R5,乙料於R3~R5等級,不僅符合大多文獻建議R3,且遠高於對照組尚未達R1最低門檻的情況。抗滑方面,第3個月甲料58BPN、乙料65BPN,抗滑能力不遜於我國高抗滑II型標線63BPN之表現,且在大多文獻建議45 BPN之上,顯示本研究提出的兩項配比皆達到雙性能功效,應為合適。巨觀上配比實驗找出適當材料組合,為細部了解影響反光因素,研究透過影像辨識分析影像上標線表面玻璃珠,獲知施工當日玻璃珠沉降率界於60% ~75%,且小粒徑玻璃珠嵌入標線深度越深。研究最後建立反光回歸模型,發現檢測前7天累計降雨量(mm)、交通量(採用小客車當量PCU)、影像辨識顆數對於反光有較顯著性影響。 Road markings play a crucial role in guiding vehicle movement in traffic engineering. The retroreflectivity of road markings affect their visibility at night, and it is not only important for driving under current road conditions but also significantly impacts the development of vehicle automation using machine vision technology. Apart from considering reflective performance, the friction characteristics of road markings are closely related to the safety of pedestrians, motorcyclists, and cyclists, especially in wet conditions. Therefore, enhancing the reflective capability of road markings while also considering and possibly improving their skid resistance becomes a crucial point in the requirements for road marking performance. This study collected data on the current status of road marking retroreflectivity and skid resistance from domestic and international sources. Under the satisfied level of both statuses, this research conducted experiments to determine the optimal porpotion for dual-performance road markings. To ensure stability in construction every time, a different approach was taken compared to the common practice of thermolplastic road marking machine with single free-fall glass beads dispenser in Taiwan. Instead, a roller-type spreading dispenser is employed, and the road marking machine is equipped with two of them. The spreading designs of using material include glass beads, anti-skid aggregates, and a mixture of glass beads and anti-skid aggregates. For the study, a mixture of glass beads and anti-skid aggregates with similar particle sizes in a 1:1 ratio was prepared. Material "A" was applied using a single dispensing box at a rate of 310 grams per square meter. Material "B" included glass beads in the front dispensing box (215 grams) and anti-skid aggregates with similar particle sizes in the rear dispensing box (210 grams). Commercially available Type II high-friction materials (meeting the BPN standard of 65) were used as the control group. Performance tracking on urban roads in Taipei City over a three-month period yielded remarkable results. After three months, Material "A" maintained the highest retroreflectivity performance at Grade R5, while Material "B" achieved Grades R3 to R5. Not only did this meet the recommendation of R3 in most literature, but it also surpassed the control group's performance that had not even reached the minimum threshold of R1. In terms of skid resistance, Material "A" achieved 58 BPN, and Material "B" achieved 65 BPN after three months. This skid resistance performance was on par with the 63 BPN of the Type II high-friction road markings in Taiwan. "A" and "B" exceed the recommended threshold of 45 BPN in most literature, demonstrating that both proportions in this study effectively achieved dual-performance. On a macro level, the proportion experiments identified suitable material combinations. For a more detailed understanding of the factors affecting retroreflectivity, the study applied image recognition to determine the settling rate of glass beads on the surface of the road markings on the day of construction, revealing a settling rate between 60% and 75%. Furthermore, it was observed that smaller-sized glass beads tend to embed more deeply into the road markings. Finally, the study established a retroreflectivity regression model and found that the cumulative rainfall in the preceding 7 days (mm), traffic volume using passenger car unit (PCU), and the number of identified particles in images significantly influenced the retroreflectivity performance. |
URI: | http://tdr.lib.ntu.edu.tw/jspui/handle/123456789/90490 |
DOI: | 10.6342/NTU202303747 |
全文授權: | 同意授權(限校園內公開) |
顯示於系所單位: | 土木工程學系 |
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