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Frontiers of Structural and Civil Engineering

ISSN 2095-2430

ISSN 2095-2449(Online)

CN 10-1023/X

邮发代号 80-968

2019 Impact Factor: 1.68

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Frontiers of Structural and Civil Engineering  2019, Vol. 13 Issue (3): 569-604   https://doi.org/10.1007/s11709-018-0498-y
  本期目录
Frontier of continuous structural health monitoring system for short & medium span bridges and condition assessment
Ayaho MIYAMOTO1(), Risto KIVILUOMA1, Akito YABE2
1. Department of Civil Engineering, Aalto University, Aalto, Finland
2. Sustainable Solutions Dept., KOZO KEIKAKU Eng. Inc., Tokyo, Japan
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Abstract：

It is becoming an important social problem to make maintenance and rehabilitation of existing short and medium span(10-20 m) bridges because there are a huge amount of short and medium span bridges in service in the world. The kernel of such bridge management is to develop a method of safety(condition) assessment on items which include remaining life and load carrying capacity. Bridge health monitoring using information technology and sensors is capable of providing more accurate knowledge of bridge performance than traditional strategies. The aim of this paper is to introduce a state-of-the-art on not only a rational bridge health monitoring system incorporating with the information and communication technologies for lifetime management of existing short and medium span bridges but also a continuous data collecting system designed for bridge health monitoring of mainly short and medium span bridges. In this paper, although there are some useful monitoring methods for short and medium span bridges based on the qualitative or quantitative information, mainly two advanced structural health monitoring systems are described to review and analyse the potential of utilizing the long term health monitoring in safety assessment and management issues for short and medium span bridge. The first is a special designed mobile in-situ loading device(vehicle) for short and medium span road bridges to assess the structural safety(performance) and derive optimal strategies for maintenance using reliability based method. The second is a long term health monitoring method by using the public buses as part of a public transit system (called bus monitoring system) to be applied mainly to short and medium span bridges, along with safety indices, namely, “characteristic deflection” which is relatively free from the influence of dynamic disturbances due to such factors as the roughness of the road surface, and a structural anomaly parameter.
Key words： condition assessment    short & medium span bridge    structural health monitoring(SHM)    long-term data collection    system    maintenance    bridge performance    information technology    loading vehicle(public bus)    in-situ loading
收稿日期: 2017-02-21      出版日期: 2019-06-05
Corresponding Author(s): Ayaho MIYAMOTO   
 引用本文:   
. [J]. Frontiers of Structural and Civil Engineering, 2019, 13(3): 569-604.
Ayaho MIYAMOTO, Risto KIVILUOMA, Akito YABE. Frontier of continuous structural health monitoring system for short & medium span bridges and condition assessment. Front. Struct. Civ. Eng., 2019, 13(3): 569-604.
 链接本文:  
https://academic.hep.com.cn/fsce/CN/10.1007/s11709-018-0498-y
https://academic.hep.com.cn/fsce/CN/Y2019/V13/I3/569
Fig.1  
Fig.2  
Length in transportation mode: 22.5 m
Max. length in working position: 35.5 m
Max. distance between supports 18.0 m
Total weight approx. 84.5 t
Max. test load (without additional dead freight) approx. 750 kN
Max. permissible test load 1500 kN
Tab.1  
Fig.3  
Fig.4  
Fig.5  
Fig.6  
Fig.7  
Fig.8  
Fig.9  
Fig.10  
Fig.11  
Fig.12  
Fig.13  
Fig.14  
Fig.15  
Fig.16  
Fig.17  
Fig.18  
Fig.19  
Fig.20  
Fig.21  
bridge name completed in type of superstructure span length (m) bridge length (m)
Jase Bridge 1976 span No. start point side 1 prestressed concrete slab bridge (pretensioned slab) 18.0 85.0
2 prestressed concrete slab bridge (pretensioned slab) 16.0
3 prestressed concrete slab bridge (pretensioned slab) 18.0
4 prestressed concrete slab bridge (pretensioned slab) 14.0
end point side 5 prestressed concrete slab bridge (pretensioned slab) 19.0
Shiratsuchi Daini Bridge 1933 (estimated) span No. start point side 1 reinforced concrete (T-girder) 7.0 15.0
end point side 2 reinforced concrete (T-girder) 7.0
Shingondai Bridge June 1998 single-span prestressed concrete girder bridge (Bi-prestressing method) 22.4 23.6
Tab.2  
item specifications
net vehicle weight 8,130 kg
gross vehicle weight 11,485 kg
front axle weight 2,730 kg
rear axle weight 5,400 kg
wheel base 4.4 m
Tab.3  
name: Fuji Ceramics SA11ZSC-TI(Three-axis piezoelectric acceleration transducer with built-in amplifier)
charge sensitivity 1 mV/m/s2
frequency range 1–8000 Hz
resonant frequency 35 kHz or higher
maximum measurable acceleration 4000 m/s2
maximum allowable acceleration 30000 m/s2 or higher
power supply for built-in amplifier 21–24 V/0.5–10 mA
temperature range −50 ~ +110 °C
dimensions 14.2 mm × 14.2 mm × 14.2 mm
mass Approx. 11.1 g
Tab.4  
Fig.22  
Fig.23  
Fig.24  
Fig.25  
Fig.26  
Fig.27  
Fig.28  
Fig.29  
Fig.30  
structural soundness of bridge decrease in prestressing force ratio of geometrical moment of inertia relative to 0% reduction ratio of characteristic deflection relative to 0% reduction
sound 0% 1.0 1.0
deterioration Phase 1 50% 0.52 1.93
deterioration Phase 2 90% 0.35 2.86
Tab.5  
Fig.31  
bridge name speed (km/h) rainfall(mm) temperature(°C) oncoming traffic (vehicles) number of persons on vehicle (persons)
Shingondai Bridge 40–50 0 20–30 0 5–15
Shiratsuchi Daini Bridge 40–50 0 20–30 0 5–15
Jase Bridge 45–55 0 20–30 0–1 no restriction
Tab.6  
bridge name direction of movement span speed rainfall temperature
? Toko → Nishi – −0.162 0.240 0.135
Shingondai Bridge little correlation weak positive correlation little correlation
Nishi → Toko – −0.257 0.151 −0.337
weak negative correlation little correlation weak negative correlation
Shiratsuchi Daini Bridge Nishi → Yoshi A −0.014 −0.095 0.005
little correlation little correlation little correlation
B 0.022 −0.201 −0.182
weak positive correlation weak negative correlation little correlation
Yoshi → Nishi B −0.434 0.317 −0.507
Negative correlation weak positive correlation Negative correlation
A –−0.058 −0.008 −0.136
little correlation little correlation little correlation
Jase Bridge Sho → Kin A −0.192 0.091 0.004
little correlation little correlation little correlation
B 0.026 0.117 0.071
little correlation little correlation little correlation
C 0.087 −0.005 −0.044
little correlation little correlation little correlation
D 0.159 0.124 0.206
little correlation little correlation weak positive correlation
E 0.095 0.062 0.186
little correlation little correlation little correlation
Kin → Sho E −0.270 −0.117 −0.135
weak negative correlation little correlation little correlation
D 0.161 −0.234 0.088
little correlation weak negative correlation little correlation
C −0.348 0.046 −0.144
weak negative correlation little correlation little correlation
B 0.332 0.053 0.309
weak positive correlation little correlation weak positive correlation
A −0.328 0.156 0.052
weak negative correlation little correlation little correlation
Tab.7  
bridge name direction of movement span oncoming traffic number of persons on bus
? Toko → Nishi – −0.059 0.205
Shingondai Bridge little correlation weak positive correlation
Nishi → Toko –– −0.150 −0.101
little correlation little correlation
Shiratsuchi Daini Bridge Nishi → Yoshi A 0.124 −0.097
little correlation little correlation
B 0.222 0.044
weak positive correlation little correlation
Yoshi → Nishi B −0.217 −0.152
weak negative correlation little correlation
A 0.148 −0.011
little correlation little correlation
Jase Bridge Sho → Kin A 0.099 0.263
little correlation weak positive correlation
B −0.266 −0.270
weak negative correlation weak negative correlation
C 0.024 0.018
little correlation little correlation
D 0.328 0.081
weak positive correlation little correlation
E 0.308 0.031
weak positive correlation little correlation
Kin → Sho E 0.013 −0.044
little correlation little correlation
D 0.088 0.469
little correlation positive correlation
C 0.036 −0.322
little correlation weak negative correlation
B −0.009 0.366
little correlation positive correlation
A – 0.184 −0.030
little correlation little correlation
Tab.8  
coefficient of correlation correlation
0.0 –±0.2 little correlation
±0.2 –±0.4 weak correlation
±0.4 –±0.7 correlated
±0.7 –±0.9 strong correlation
±0.9 –±1.0 very strong correlation
Tab.9  
bridge name direction of movement number of measurement data sets
Shingondai Bridge Toko → Nishi 80 sets
Nishi → Toko
Shiratsuchi Daini Bridge Nishi → Yoshi 77 sets
Yoshi → Nishi
Jase Bridge Sho → Kin 66 sets
Kin → Sho 64 sets
Tab.10  
bridge name direction of movement span characteristic deflection(mm)
average standard deviation
Shingondai Bridge Toko → Nishi – –5.218 1.733
Nishi → Toko – –2.909 1.231
Shiratsuchi Daini Bridge Nishi → Yoshi A –2.731 1.071
B –2.030 0.868
Yoshi → Nishi B –1.577 0.727
A –2.439 1.021
Jase Bridge Sho → Kin A –2.153 0.608
B –1.910 0.533
C –2.017 0.651
D –2.085 0.657
E –2.467 0.669
Kin → Sho E –1.423 0.628
D –1.499 0.651
C –1.131 0.547
B –1.164 0.579
A –1.532 0.554
Tab.11  
Fig.32  
Fig.33  
Fig.34  
Fig.35  
Fig.36  
Fig.37  
Fig.38  
Fig.39  
Fig.40  
Fig.41  
Fig.42  
Bridge name Type of superstructure Bridge length (m)
FCT-in Span number Start point 1 3-span continuous prestressed concrete slab girder bridge 16.00 68.13(total)
2 36.13
End point 3 16.00
FCT-out Span number Start point 1 Reinforced concrete T-girder cantilever bridge 10.65 49.04(total)
2 13.87
3 13.87
End point 4 10.65
Tab.12  
No. Characteristic deflection (mm)
1 −4.51
2 −4.06
3 −4.37
4 −4.26
5 −4.65
6 −4.67
7 −3.72
8 −2.97
9 −4.87
10 −4.23
11 −3.33
12 −4.83
13 −4.44
14 −3.43
15 −3.11
Average −4.10
Tab.13  
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