Bridge Damage Detection Based on Vibration Data: Past and New Developments

Casas, Joan R.; Moughty, John James

doi:10.3389/fbuil.2017.00004

Cited by 82 publications

(55 citation statements)

References 39 publications

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“…However, as indicated by Farrar and Worden, MSCs suffer a number of shortcomings, including dependence on the number of modes considered, numerical differentiation issues, and a need for a dense sensor grid for ensuring accuracy, particularly for higher modes. As reported in the work by Casas and Moughty, lower frequency modes provide reduced resolution for damage detection and are heavily influenced by environmental and operational conditions, whereas higher modes are harder to extract and come with larger variance, thus proving less reliable in detecting damage. In a theoretical investigation, verified on simulated case studies, Loh et al employed mode shapes along with natural frequencies as features for damage identification of a continuous two‐span concrete bridge structure, using random moving vehicles as excitation; the authors discuss comparative advantages and disadvantages of three methods in terms of damage detection and localization, namely, the null‐space damage index, subspace damage indices, and the MSC.…”

Section: Recent Progress On Damage Identification Methods For Beam Brmentioning

confidence: 99%

Recent progress and future trends on damage identification methods for bridge structures

Chatzi

Sim

et al. 2019

Struct Control Health Monit

211

112

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Summary Damage identification forms a key objective in structural health monitoring. Several state‐of‐the‐art review papers regarding progress in this field up to 2011 have been published. This paper summarizes the recent progress between 2011 and 2017 in the area of damage identification methods for bridge structures. This paper is organized based on the classification of bridge infrastructure in terms of fundamental structural systems, namely, beam bridges, truss bridges, arch bridges, cable‐stayed bridges, and suspension bridges. The overview includes theoretical developments, enhanced simulation attempts, laboratory‐scale implementations, full‐scale validation, and the summary for each type of bridges. Based on the offered review, some challenges, suggestions, and future trends in damage identification are proposed. The work can be served as a basis for both academics and practitioners, who seek to implement damage identification methods in next‐generation structural health monitoring systems.

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Section: Recent Progress On Damage Identification Methods For Beam Brmentioning

confidence: 99%

Recent progress and future trends on damage identification methods for bridge structures

Chatzi

Sim

et al. 2019

Struct Control Health Monit

211

112

View full text Add to dashboard Cite

show abstract

“…After interpolating the mode shape with the cubic spline function, the numerical integration is performed with trapezoidal rules. e modal masses estimated using equation (6) are listed in the right column of Table 1. e contribution of individual modes to modal flexibility is shown in Figure 14.…”

Section: Extraction Of Modal Flexibilitymentioning

confidence: 99%

“…Many reviews [1][2][3][4][5][6][7] on vibration-based NDE methods show that the mode shape curvature (MSC) method by Pandey et al [8] and the damage index (DI) method by Stubbs and Kim [9] accurately detect the location and severity of the damage.…”

Section: Introductionmentioning

confidence: 99%

Online Monitoring of Flexural Damage Index of a Cable‐Stayed Bridge

Kim

2019

Shock and Vibration

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This work introduces a recent application of the online nondestructive damage assessment system into a cable-stayed bridge. A set of ambient modal parameters are automatically extracted every 20 minutes using real-time signal data collected from a total of 26 accelerometers attached on the deck plate of the bridge. Then, a set of modal flexibilities are reconstructed by the combination of the extracted modal parameters with the approximated modal mass of the girder. Next, the curvature of the modal flexibility is approximated by a central difference formula. Finally, the set of flexural damage index equations is constructed by comparing the modal curvature of the damaged state to that of the undamaged state. Solving the overdetermined flexural damage index equations, the desired damage index is finally quantified. The resulting index clearly indicates the location and severity of the potential structural damage on the girder. Based on the overall performance of the implemented health monitoring system, the bridge operator’s damage index control criteria are set to ±20% of the undamaged state.

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“…Results of load tests and assessment of cracks by optical fiber are examples of recent technology used to appraise the bridge safety level (Olaszek et al, 2014;Rodriguez et al, 2015) Recently, a comprehensive review of bridge damage detection based on the consideration of vibration data was presented (Casas and Moughty, 2017).…”

Section: Introductionmentioning

confidence: 99%

“…Recently, a number of novel studies have been published, like a procedure to evaluate the impact of deficits on reinforce concrete strength over the seismic safety of buildings was proposed (De-León-Escobedo et al, 2017). Also, a review on bridges damage detection based on vibration analyses (Casas and Moughty, 2017) allows for the consideration of new vibration-computer analyses techniques for medium span bridges.…”

Section: Introductionmentioning

confidence: 99%

Compensation Factors for Bridges Built With a Reinforced Concrete Strength Below Its Nominal Value and Located on Seismic Hazard Zones

Escobedo

2018

Front. Built Environ.

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Sometimes, in the absence of a strict supervision, bridges are built with a reinforced concrete strength below its nominal value. If the difference is not so high to consider the bridge demolition, a question arises about how much the compensation should be. In this paper, a rational basis to orient negotiations, taken as the ratio between expected life-cycle costs for the actual and nominal concrete strengths is proposed and illustrated for a bridge in Mexico City. The calculation of the expected life-cycle cost includes the bridge annual failure probability under the dead, live and seismic loads and the costs of failure consequences. Uncertainty is considered only on the seismic load. The bridge annual failure probability is calculated by FORM approximation and by considering scenario ground accelerations and the seismic hazard curve for the bridge site. With the total probability theorem, the overall bridge annual failure probability is approximated and the expected life-cycle costs are calculated. The process is repeated for several values of reinforced concrete strength and the compensation factors are calculated and plotted for several costs of consequences. In order to explore several cases, two reinforced concrete strength, two pier heights: 4 and 8 m, three sites in Mexico with different seismicity and three levels of failure consequences, are considered. In these examples, the dominant failure mode is the pier axial load-bending moment interaction as a result of the acting loads combination. As expected, the factors increase for a larger difference of concrete strengths, for the higher piers, for a stronger seismicity and for larger costs of failure consequences. The factors were calculated for a nominal concrete strength of 200 Kg/cm 2 , and variations of 180 and 160 Kg/cm 2 , and for a nominal strength of 420 Kg/cm 2 , and variations of 400 and 380 Kg/cm 2 .

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Bridge Damage Detection Based on Vibration Data: Past and New Developments

Cited by 82 publications

References 39 publications

Recent progress and future trends on damage identification methods for bridge structures

Recent progress and future trends on damage identification methods for bridge structures

Online Monitoring of Flexural Damage Index of a Cable‐Stayed Bridge

Compensation Factors for Bridges Built With a Reinforced Concrete Strength Below Its Nominal Value and Located on Seismic Hazard Zones

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