Experimental validation of a drive-by stiffness identification method for bridge monitoring

McGetrick, Patrick; Kim, Chulwoo; González, Arturo; Brien, Eugene J O

doi:10.1177/1475921715578314

Cited by 69 publications

(19 citation statements)

References 47 publications

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“…In the case of the 5-axle vehicle over a road class "B", the maximum mean FSDAF value (=1. 19) in the continuous beam is again about 0.02 greater than the FDAF in the simply supported beam. Comparing hogging in the continuous beam and sagging in the simply supported beam with a road class "B", the maximum FHDAF value is 0.03 lower than FDAF for the 5-axle vehicle, and 0.12 higher than the FDAF for the 2-axle vehicle.…”

Section: Discussionmentioning

confidence: 85%

“…A review of Vehicle-Bridge Interaction (VBI) algorithms available in the literature can be found in [16]. This paper employs a coupled Finite Element (FE) VBI algorithm, similar to that used by [17] and [18], which has been experimentally tested using measurements of the response of a scaled bridge to the crossing of a scaled 2-axle vehicle over a rough surface in [19]. The structural response is calculated by solving the equations of motions of the combined vehicle-bridge system for each time step.…”

Section: Finite Element Modelling Of Vehicle-bridge Interactionmentioning

confidence: 99%

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Dynamic Amplification Factor of Continuous versus Simply Supported Bridges Due to the Action of a Moving Vehicle

González

Mohammed

2018

Infrastructures

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Research to date on Dynamic Amplification Factors (DAFs) caused by traffic loading, mostly focused on simply supported bridges, is extended here to multiple-span continuous bridges. Emphasis is placed upon assessing the DAF of hogging bending moments, which has not been sufficiently addressed in the literature. Vehicle-bridge interaction simulations are employed to analyze the response of a finite element discretized beam subjected to the crossing of two vehicle types: a 2-axle-truck and a 5-axle truck-trailer. Road irregularities are randomly generated for two ISO roughness classes. Noticeable differences appear between DAF of mid-span moment in a simply supported beam, and DAFs of the mid-span sagging moment and of the hogging moment over the internal support in a continuous multiple-span beam. Although the critical location of the maximum static moment over the internal support may indicate that DAF of hogging moment would have to be relatively small, this paper provides evidence that this is not always the case, and that DAFs of hogging moments can be as significant as DAF of sagging moments.

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Section: Discussionmentioning

confidence: 85%

Section: Finite Element Modelling Of Vehicle-bridge Interactionmentioning

confidence: 99%

Dynamic Amplification Factor of Continuous versus Simply Supported Bridges Due to the Action of a Moving Vehicle

González

Mohammed

2018

Infrastructures

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“…N b is a (n a × n s ) location matrix created for each axle location on the bridge where n s is the total number of time steps and n a is the number of axles. A road profile, generated randomly according to the ISO standard [36], is added with a class 'A' roughness to the MATLAB program [34], and an approach length is added to ensure that the vehicle degrees of freedom are in equilibrium when the vehicle arrives on the bridge [37]. Dynamic responses of the modelled beam to the moving vehicle are given by the system of equations at each time-step:…”

Section: Bridge Modelmentioning

confidence: 99%

Using Statistical Analysis of an Acceleration-Based Bridge Weigh-In-Motion System for Damage Detection

et al. 2020

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This paper develops a novel method of bridge damage detection using statistical analysis of data from an acceleration-based bridge weigh-in-motion (BWIM) system. Bridge dynamic analysis using a vehicle-bridge interaction model is carried out to obtain bridge accelerations, and the BWIM concept is applied to infer the vehicle axle weights. A large volume of traffic data tends to remain consistent (e.g., most frequent gross vehicle weight (GVW) of 3-axle trucks); therefore, the statistical properties of inferred vehicle weights are used to develop a bridge damage detection technique. Global change of bridge stiffness due to a change in the elastic modulus of concrete is used as a proxy of bridge damage. This approach has the advantage of overcoming the variability in acceleration signals due to the wide variety of source excitations/vehicles—data from a large number of different vehicles can be easily combined in the form of inferred vehicle weight. One year of experimental data from a short-span reinforced concrete bridge in Slovenia is used to assess the effectiveness of the new approach. Although the acceleration-based BWIM system is inaccurate for finding vehicle axle-weights, it is found to be effective in detecting damage using statistical analysis. It is shown through simulation as well as by experimental analysis that a significant change in the statistical properties of the inferred BWIM data results from changes in the bridge condition.

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“…And forces acting on the structure are for the force of inertia (m•ϋ), viscose damping (c•ύ) and elastic spring force or stiffness ( (Brincker & Ventura, 2015). Stiffness is the only parameter that is calculated in the design process of a bridge (McGetrick, Kim, González, & Brien, 2015;OBrien, Rattigan, González, Dowling, & Žnidarič, 2009).…”

Section: Evaluation Criteria For Increased Dynamic Responsementioning

confidence: 99%

Evaluation of the Increased Dynamic Effects on the Highway Bridge Superstructure

Paeglīte

Smirnovs

Paeglītis

2018

BJRBE

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Dynamic properties of the bridge superstructure vary depending on many characteristics of the bridge and the loading conditions. In this paper, maximum Dynamic Amplification Factor was calculated for six different types of typical pre-stressed concrete beam bridges. It showed that each type of bridge with similar loading has a different range of Dynamic Amplification Factor. At the same time, every recently built bridge has different geometry and design load. Hence, it is difficult to determine a characteristic value of Dynamic Amplification Factor for the similar type of structures. By using fullscale dynamic and static bridge tests, it is possible to determine the necessary characteristics which show possibly high Dynamic Amplification Factor. This factor indicates if it is necessary to make a full-scale bridge dynamic analysis. It was found that those characteristics are natural frequency (first mode), damping ratio, relative deflection, and span and depth ratio. Obtained results from tests show a range of values for each of the characteristic. These ranges were analysed for reinforced concrete slab and pre-stressed concrete slab, and girder bridges.

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Experimental validation of a drive-by stiffness identification method for bridge monitoring

Cited by 69 publications

References 47 publications

Dynamic Amplification Factor of Continuous versus Simply Supported Bridges Due to the Action of a Moving Vehicle

Dynamic Amplification Factor of Continuous versus Simply Supported Bridges Due to the Action of a Moving Vehicle

Using Statistical Analysis of an Acceleration-Based Bridge Weigh-In-Motion System for Damage Detection

Evaluation of the Increased Dynamic Effects on the Highway Bridge Superstructure

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