Damage Detection Location and Quantification in Simply

Supported Bridges Using Mode Shape Curvatures

Project-II (CE47007) report submitted to

Indian Institute of Technology, Kharagpur
in partial fulfillment for the award of the degree of
Bachelor of Technology (Hons.)
in
Civil Engineering

by

Sandeep Mayank Mishra

(15CE31005)

Under the supervision of

Prof. Sudhirkumar Barai

Department of Civil Engineering

Indian Institute of Technology, Kharagpur
Spring Semester, 2018-19
May 6, 2019
DECLARATION

I certify that

(a) The work contained in this report has been done by me under the guidance of my supervisor.

(b) The work has not been submitted to any other Institute for any degree or diploma.

(c) I have conformed to the norms and guidelines given in the Ethical Code of Conduct of the
Institute.

(d) Whenever I have used materials (data, theoretical analysis, figures, and text) from other
sources, I have given due credit to them by citing them in the text of the thesis and giving their
details in the references. Further, I have taken permission from the copyright owners of the sources,
whenever necessary.

Date: 06.05.2019 Sandeep Mayank Mishra

Place: Kharagpur 15CE31005

DEPARTMENT OF CIVIL ENGINEERING
INDIAN INSTITUTE OF THECHNOLOGY, KHARAGPUR
KHARAGPUR-721302, INDIA

CERTIFICATE

This is to certify that the project report entitled “Damage Detection Location and
Quantification in Simply Supported Bridges Using Mode Shape Curvatures”
submitted by Sandeep Mayank Mishra (Roll No. 15CE31005) to Indian Institute of Technology,
Kharagpur towards partial fulfillment of requirements for the award of degree of Bachelor of
Technology(Hons.) in Civil Engineering is a record of bonafide work carried out by him/her under
my/our supervision and guidance during Autumn Semester 2017-18.

Prof. Sudhirkumar Barai

Date: Department of Civil Engineering
Place: Kharagpur Indian Institute of Technology
Kharagpur, India
 Table of contents

1.0 Introduction

1.1 Objective

1.2 Scope of works

2.0 Literature Survey

3.0 Analysis / Formulation / Experimental setup /

Methodology
4.0 Results and discussion on works so far done

4.1 Works to be carried out

5.0 Summary and conclusion

6.0 References
1.0 Introduction

The detection of cracks and anomalies in mechanical and civil engineering structures is a problem
that has received considerable attention in the last 2 decades. A crack in a structure causes changes
in flexibility and dynamic properties of the structure. There are many non-destructive tests and
procedures for crack detection which are based on changes in the dynamic properties of the
structure (frequency, mode shape, transfer functions etc). The vibration-based damage detection
techniques can be categorized as time domain or frequency domain based methods.

The methods based on natural frequency changes have the principal attraction of using only a
reduced set of experimental data that is easily measured and less contaminated by experi-mental
noise. The mode shape inherently is the geometry of the system, and a damage may directly lead
to geometric changes of the system. Farrar and Jauregui (1998) presented a comparative study of
damage identification algorithms applied to a bridge, and found that standard modal properties
such as resonant frequencies and modal shapes are poor damage indicators. Changes in modal
properties resulted fromchanges in environmental conditions can be as significant as the changes
in these properties caused by dam-age (Abdel Wahab and De Roeck, 1997). It was shown by
Pandey et. al (1991) that curvature of Mode shape has more sensitivity to damage than mode shape
itself. Plotting of the difference of the curvature of mode shape between damaged and intact beam
with respect to the span of the bridge gives sharp peaks at damage locations.
In recent years attempts are being made to detect damages in bridge using an indirect approach
called Vehicle-Bridge Interaction (VBI) model. VBI refers to the dynamic coupling between a
bridge and a vehicle crossing with a speed. The VBI system has time invariant features and the
vehicle can serve as a moving exciter for measurement of mode shapes. The mode shape of a
simply supported bridge corresponding to the first mode is a half sine wave. It is has been realized
that the shape of the curvature of the shape is highly sensitive to local structural damage. It is noted
that most of the existing experimental modal analyzes (EMA) for the extraction of mode shapes
are based on acceleration records. One can record the accelerations of various parts of bridge by
mounting a series of accelerometers on the bridge. A major problem is that the spatial resolution
of the shape of the mode obtained depends on the total number of dot-type accelerometers used,
more accelerometers will yield better results and vice versa. In addition, considerable time and
effort of measurement are required if wired accelerometers are used.

1.1. Objective

The main objective is to detect, locate and quantify the cracks present in the simply supported,
Euler-Bernoulli Bridge by making use of a two-dimensional moving load (a vehicle). As the
vehicle moves, the damaged bridge deflects and the deflections of several discrete points/locations
are recorded with respect to time. Using this data, the mode shape of the bridge has been extracted
and in turn mode shape curvature has been calculated.
1.2. Scope of works

Building on the previous work, current work mainly focuses on 3 things. Firstly, it focuses how
the model will perform when there are more than one cracks present. Secondly, it focuses on how
the model will perform when noise is added to the deflection vs time data. Thirdly, the current
work makes an attempt to quantify the damage present in the structure using the mode shape
curvature value.
2.0 Literature survey

[1] presents a drive-by monitoring approach in which Instantaneous Curvature (IC) is presented as
a means to determine local loss of stiffness in bridge through measurements collected from a
passing instrumented vehicle. Moving Reference Curvature (MRC) is compared with IC as a
damage detection tool with a basic assumption that the moving vehicle can measure the absolute
displacements of the bridge. Damage quantification can be obtained from the MRC. This gives
fair results if the response is measured accurately.

[2] presents an approach where an instrumented vehicle moves as a sensory system accross the
bridge. Accelerations at both front and rear axles are measured from which vehicle-bridge
interaction force is calculated and the local anomalies are detected from this interaction force using
Newton’s iterative method basing on homotropy continuation method.

[3] This work proposes a new output-only modal analysis method to extract mode shapes and
natural frequencies of a structure. The proposed method is based on an approach with a single-
degree-of-freedom in the time domain. For a set of given mode-isolated signals, the un-damped
mode shapes are extracted utilizing the singular value decomposition of the output energy
correlation matrix with respect to sensor locations.
[5] presents how to prepare MSC from given mode shape values of different nodes.
[6] presents a new technique to detect damage in a bridge by taking a wavelet transform of the
deflection data at a particular point/location on the bridge. The cracks are marked by sharp
jumps/peaks in the Wavelet coefficient vs time plot.
[7] like [6] presents a damage detection technique based on wavelet transform. Deflection data of
a particular point/location on the bridge is plotted for a static load placed at various locations from
0 to L of the bridge (0 and L being the x coordinates of the total span of the bridge)
3.0 Methodology

3.1 Dynamics of VBI system

3.1.1 Road roughness

The road surface condition distinctly affects the dynamic responses of both the bridge and vehicles.
According to the ISO-8606 specification [35], the road roughness is classified as five levels from
‘Level A’(very good) to ‘Level E’ (very poor). After getting the deflection response of various
bridge locations, .

𝑤(𝑥𝑘 ) = 𝑤𝑐𝑎𝑙𝑐𝑢𝑙𝑎𝑡𝑒𝑑 (𝑥𝑘 ) + 𝐸𝑝 𝑁𝑜𝑖𝑠𝑒 𝜎(𝑤𝑐𝑎𝑙𝑐𝑢𝑙𝑎𝑡𝑒𝑑 ) (1)

Where 𝑤(𝑥𝑘 ) is the polluted displacement, 𝑤𝑐𝑎𝑙𝑐𝑢𝑙𝑎𝑡𝑒𝑑 is the obtained displacement in the
simulation, 𝐸𝑝 is the noise level, 𝑁𝑜𝑖𝑠𝑒 is the standard normal distribution with standard deviation
of 𝜎(𝑤𝑐𝑎𝑙𝑐𝑢𝑙𝑎𝑡𝑒𝑑 ) and k refers to kth acccelerometer. In the current study noise level has been taken
as 1%. Please note however, we will only be using smooth surface for analysis for now.
Introducing roughness provides pretty much similar results.

where yv , yv’, yv’’ are respectively the displacement, velocity and acceleration vector, F1(t) and
F2(t) are vehicle axle loads acting on the bridge which include the static plus the dynamic
interaction forces between 2 axles and bridge, specifically

F1(t) = Kt1(yt1 – yc1) + Ct1(yt1’ – yc1’ ) – W1

F2(t) Kt2(yt2 – yc2) + Ct2(yt2’ – yc2’ ) – W2 (3)

Where W1 = (msa2/a + mt1)g and W2 = (msa1/a + mt2)g are static loads at front and rear wheel
locations, respectively; yci is total vertical displacement of contact point under wheel i, defined in
terms of bridge displacement yb(xi , t). road profile displacement r(xi) under wheel I, as follows
(herein i=2).

𝑦𝑐1 = 𝑦𝑏(𝑥1 (𝑡), 𝑡) + 𝑤(𝑥1 (𝑡)) − 𝑤𝑐𝑎𝑙𝑐𝑢𝑙𝑎𝑡𝑒𝑑 (𝑥1 (𝑡))

𝑦𝑐2 = 𝑦𝑏(𝑥2 (𝑡), 𝑡) + 𝑤(𝑥2 (𝑡)) − 𝑤𝑐𝑎𝑙𝑐𝑢𝑙𝑎𝑡𝑒𝑑 (𝑥2 (𝑡))

where positions of x1(t) and x2(t) are shown in Figure 3-2

3.1.3 Bridge model

The governing equation is the dynamic equation of a beam with few changes
𝛿 4 𝑦𝑏 (𝑥,𝑡) 𝛿 2 𝑦𝑏 (𝑥,𝑡) 𝛿𝑦𝑏 (𝑥,𝑡) 𝑁𝑓
𝐸𝐼 +𝜌 +𝑐 = ∑𝑖=1 𝐹𝑖(𝑡)𝛿(𝑥 − 𝑥𝑖(𝑡)) (5)
𝛿𝑥 4 𝛿𝑡 2 𝛿𝑡

Where c is the viscous damping parameter; yb(x,t) is the beam displacement at position x and time
t; xi(t) is the location of moving force Fi(t); δ(x-xi(t)) is Dirac -delta function centered at (x-xi(t)).
Utilizing modal superposition method, yb(x,t) can be expressed as

𝑦𝑏 (𝑥, 𝑡) = ∑𝑁
𝑗=1 𝜑𝑗 (𝑥)ή𝑗 (𝑡) (6)

Where φj = (2/ρL)0.5sin(jπx/L) is the jth mass normalized mode shape function of a simply
supported beam structure; ήj(t) is the jth modal amplitude; N is the mode number. The jth term in
the series is the contribution of the jth mode to the total response.

Substituting Eq 7 into Eq 6, multiplying both sides of obtained equation by φm(x), and integrating
over the length of beam yield
𝐿 𝐿
𝜌 ∑𝑁 𝑁
𝑗=1 ή𝑗 (𝑡)" ∫0 𝜑𝑚 (𝑥)𝜑𝑗 (𝑥)𝑑𝑥 + 𝑐 ∑𝑗=1 ή𝑗(𝑡)′ ∫0 𝜑𝑚 (𝑥)𝜑𝑗 (𝑥)𝑑𝑥 +
𝐿 𝐿
𝐸𝐼 ∑𝑁 𝑁
𝑗=1 ή𝑗 (𝑡) ∫0 𝜑𝑚 (𝑥)𝜑𝑗 ′′′′(𝑥)𝑑𝑥 = ∑𝑗=1 𝐹𝑖(𝑡) ∫0 𝜑𝑚 (𝑥)𝛿(𝑥 − 𝑥𝑖(𝑡))𝑑𝑥 (7)
Where single and double dot(. Or ..) denotes differentiation with respect to time t and prime (“”)
denotes differentiation with respect to x.

By virtue of mode orthogonality properties.

𝐿
∑𝑁
𝐿 ή𝑗 (𝑡) ∫0 𝜑𝑗 (𝑥)^2𝑑𝑥
𝑗=1 ή𝑗 ∫0 𝜑𝑚 (𝑥)𝜑𝑗 (𝑥)𝑑𝑥 = { (8)
0
And also note that
𝐿 𝐿
∫ 𝜑𝑗 (𝑥)𝜑𝑗 (𝑥)𝑑𝑥 = ∫ {𝜑𝑗 (𝑥)}^2𝑑𝑥
0 0

𝐿
∫ 𝜑𝑗 (𝑥)2 𝑑𝑥 = 1
0

𝐿
∫ 𝜑𝑗 (𝑥)𝛿(𝑥 − 𝑥𝑖(𝑡))𝑑𝑥 = 𝜑𝑗 (𝑥(𝑡))
0

𝐿 𝑗𝜋
∫0 𝜑𝑗 (𝑥)2 𝑑𝑥 = 1/𝜌( 𝐿 )^4 (9)

Substituting Eqs (9) and (10) in Eq (8) yields

𝑁𝑓
ή𝑗 "(𝑡) + 2 ∗ 𝜉𝑗 𝜔𝑗 ή𝑗′ (𝑡) + 𝜔𝑗 2 ή𝑗 (𝑡) = ∑𝑖=1 𝐹𝑖(𝑡)𝜑𝑗 (𝑥𝑖(𝑡)) (10)

Where c = 2ρξjωj and ω2j = EI/ρ(jπ/L)4

As shown in Fig 3-2, for a simply supported beam subjected to a two axle moving vehicle with an
axle load F1(t) and rear axle F2(t), Eq. (11) can be rewritten as

ή𝑗 "(𝑡) + 2 ∗ 𝜉𝑗 𝜔𝑗 ή𝑗′ (𝑡) + 𝜔𝑗 2 ή𝑗 (𝑡) = 𝐹1(𝑡)𝜑𝑗,1 (𝛿1(𝑡)) + 𝐹2(𝑡)𝜑𝑗,2 (𝛿2(𝑡)) (11)

Where

2 .5
𝜑𝑗,1 = 𝜑𝑗 (𝑥1(𝑡)) = ( ) 𝑠𝑖𝑛𝑗𝜋𝑥1(𝑡)/𝐿
𝜌𝐿

2 .5
𝜑𝑗,2 = 𝜑𝑗 (𝑥2(𝑡)) = ( ) 𝑠𝑖𝑛𝑗𝜋𝑥2(𝑡)/𝐿
𝜌𝐿

1 0 ≤ 𝑡 ≤ 𝐿/𝑣
𝛿1 (𝑡) = {
0 𝑒𝑙𝑠𝑒
 1 𝑎 ≤ 𝑡 ≤ (𝐿 + 𝑎)/𝑣
𝛿2 (𝑡) = { (12)
0 𝑒𝑙𝑠𝑒
3.2 Numerical Example

Bridge

L = 25m, EI = 3.646 x 1010 Nm^2, ρ = 40250 kg/m, ξ = 0.02 for all modes, Depth = 0.5m, width
= 3.5m

Vehicle

mv = 16200 kg, Iv = 9.5 x 105 kg m2, v = 5m/s, mt1 = 700kg, Ks1 = 0.4 x106, Kt1 = 1.75x106, Cs1
= 1.00 x 104, Ct1 = 3.9 x 103, mt2 = 1100kg, Ks2 = 1.00 x106, Kt2 = 3.5x106, Cs2 = 2.00 x 104, Ct2
= 4.3 x 103, a1 = 2.4m, a2 = 1.6m.

Without road roughness the displacement profile looks as follows:

Please note that in this thesis displacement corresponding to the first mode is considered is it is
seen in [4] how 1st mode has 93% contribution in the displacement of the bridge.

3.3 Mode Shape Curvature based damage detection formulation

MSC formulation is used because it can reveal local changes with high sensitivity. As a
prerequisite mode shapes should be extracted from input and output measurements.

3.3.1 Mode shape extraction from displacement response

Mode shapes are extracted directly from vehicle induced dynamic displacement response.
Displacement response for a number of nodes are measured except the end support nodes. The
first order mode shapes can be constructed using the PSD functions of response records. The first
order mode shape of a simply supported beam resembles to a half sine wave. The first order mode
shape can be quickly determined by assembling the peak PSD amplitudes of displacement histories
for all the measurement nodes. The calculated value of the 1st natural frequency is 1.31 Hz. The
higher order natural frequencies are shadowed because of lesser contribution compared to that of
first natural frequency. Below is a plot of mode shape of a damaged as well as undamaged bridge.
As we can see we can’t tell much difference with the Mode shape calculated. Local damages don’t
induce much change in the mode shape of a damaged bridge.

3.3.2 Mode shape curvature based damage index

Pandey et al.[5] proposed the MSC- based method on the premise that, for given moment applied
to a structure, a reduction in stiffness associated with damage will cause an increase in the MSC,
which can be calculated by second order central-difference method as

Φq,j” = (Φq-1,j -2Φq,j +Φq+1,j)/h2 (17)

Where h is the distance between the measurement coordinates, Φq,j defines the modal
displacement for jth mode shape at measurement coordinate q.
It is supposed that the damage information can be reveaeled by sharp peaks in the MSC vs node
number graph. The x-coordinate (node number) corresponding to the peak will show the damage
location or node where damage is found.

MSCq = ∑𝑁 𝑁
𝑗=1 ∆ 𝛷𝑞, 𝑗” = ∑𝑗=1 |𝛷𝑞, 𝑗”𝑑𝑎𝑚𝑎𝑔𝑒𝑑 − 𝛷𝑞, 𝑗”𝑖𝑛𝑡𝑎𝑐𝑡| (18)

3.3.3 Damage detection/location flowchart

Figure 3-3 shows the damage detection procedure which is described below:

(i) Measure the displacement response of bridge structure before and after damage when
subjected to moving vehicle excitation.
(ii) By using mode shape excitation method introduced in Section 5.1, obtain the first order
mode shape and corresponding curvatures from measured displacements.
(iii) By setting N=1 in Eq (18), localize the structural damages from peak/ peaks in MSC
changes.

VBI FE model with/without surface roughness

Intact bridge Damaged bridge

Vehicle excitation

Displacement responses Displacement responses

PSD peaks

First Mode Shape Curvature First Mode Shape Curvature

MSC based damage detection

Fig 3-5 Procedure of the proposed damage detection method

3.3.4 Damage quantification

For damage quantification, we will obtain the peak 𝑀𝑆𝐶𝑞 value of various cases of damage and
prepare a grid with columns representing depth ratio of crack and the rows containing the location
information of the crack. More on this will be discussed in the result section.
4.0 Results and discussion on work done so far

Each table will have the table no. as shown below and should be referred in the text.

Each figure will have the figure no. and will be referred as Fig. 4.1 , Fig. 4.2 etc.

Table 4.1: Analysis Parameters of the Composite Bridges

4.1 Works to be carried out
5.0 Summary and conclusion
6.0 References

1. Ju.S. H., (2002): Finite Element Analyses of Wave Propagations Due to a High-Speed Train
Across Bridges, Int. J. Numer. Meth. Engng, Vol.54, pp 1391–1408.
2. Ju.S.H. and Lin.H.T., (2003): Resonance Characteristics of High-Speed Trains Passing Simply
Supported Bridges, Journal of Sound and Vibration, Vol.267, pp 1127–1141.
3. Kwark.J.W., Choi.E.S., Kim.Y.J., Ki.B.S. and Kim.S.I., (2004): Dynamic Behavior of Two-
Span Continuous Concrete Bridges Under Moving High-Speed Train, Computers and
Structures, Vol.82, pp 463–474.