This article presents an experimental study of estimating stresses in concrete by applications of coda wave interferometry to establish an acoustoelastic modulus database. Under well-controlled laboratory conditions, uniaxial load cycles were performed on three groups of 15 × 15 × 35-cm concrete prisms, with ultrasonic signals being collected continuously. Then, the coda wave interferometry technique, together with acoustoelastic and Kaiser theories, are utilized to analyze the stress-velocity relations for the distinct ranges before and after historical maximum loads, forming an acoustoelastic modulus database. When applied to different concrete samples, their stresses are estimated with a high degree of accuracy. This study could be used to promote the development of novel nondestructive techniques that aid in structural stress monitoring.

Neutral axis passing through the stiffness centroid of a structure is correlated with structural health conditions. Traditional techniques rely on gauge arrays to observe strains at their installation positions, and then locate a neutral axis through the intercept of the strain diagram. However, these localization results will be severely deviated if any damages exist among gauges or inside structures. In this paper, a novel technique is proposed to locate the neutral axis by measuring and analyzing ultrasonic coda waves in a network of transducers. Because of multiple trajectories, coda waves are sensitive to minor changes in a large volume of media that are not limited to direct paths between sensors. This technique is not only capable of locating a neutral axis with great efficiency and accuracy, but can also indicate global structural health and inner damages. The applicability of the technique is demonstrated by monitoring a 30 m concrete T-beam subjected to four-point loading tests. With an array of transducers placed at the surface, the neutral axes in the large region are located. The localization results also show clear trends that the global neutral axis moves up as the loads increase, which indicates the beam contains certain degrees of inner damage.

This paper discusses the influence of vehicle parameters on the identification accuracy of bridge fundamental frequency from a passing vehicle and validates such influence through laboratory tests. In the process of theoretical derivation, the interaction between a vehicle and bridge is no longer ignored to uncouple the equation group and the stepwise integration method is used to solve the equation group. Key parameters such as the vehicle speed α_v, vehicle-to-bridge mass ratio α_mv, and frequency ratio μ₁, are dimensionless. Based on the simplified vehicle-to-bridge system model, the numerical analysis method is used to analyze their influence on the identified bridge frequency. Through parameter analysis, it is found that the vehicle-to-bridge mass ratio and vehicle speed have a great impact on the patterns of identified bridge frequency; and when the vehicle frequency is greater than or less than the bridge frequency, the identified bridge frequency exhibits different patterns. The bridge frequency deviation rate can be greater than 20% when the vehicle speed and vehicle-to-bridge mass ratio increases. In order to ensure the accuracy of bridge frequency identification, it is recommended that the vehicle-bridge mass ratio should not exceed 10%. Besides, appropriately increasing the vehicle-to-bridge mass ratio will increase the probability of accurately identifying the bridge frequency under certain conditions. In addition, a novel frequency extraction method was proposed to more accurately filter out the frequency from the vehicle acceleration spectrum.

Stresses in structures are usually converted by measured strains based on corresponding constitutive relations of materials. However, it is difficult to determine the constitutive relation of the material accurately, which leads to significant uncertainty of the converted stresses. This paper proposed a method to estimate the stresses in concrete by using the coda wave interference technique and established a model to describe the relation between the deformation of microcracks and the sound velocity. Based on the experiments, the development law of the coda waves with different frequencies of sound signal propagating in concrete was verified and discussed, and the change of the coda wave velocity during the loading and unloading of the specimen was tested. Parameters involved in the established model were regressed according to the experimental data. The analysis results show that the method can be used to test concrete stress and has a desirable accuracy.

Concrete structure performance continuously deteriorates during operation, and the performance is simultaneously affected by chloride corrosion and repeated traffic loading. Repeated-loading-induced cracks have an impact on the rate of chloride corrosion. Chloride-induced concrete corrosion also affect the stress level of the structure under loading. Therefore, the coupled effect of repeated loading and chloride corrosion on the structural performance needs to be investigated. An upgraded test device was developed for chloride corrosion testing of unsaturated concrete structures under repeated loading. Based on the experimental results, considering the influence of repeated loading on the moisture diffusion coefficient and the chloride diffusion coefficient, a chloride transport model for unsaturated concrete under the coupled effect of repeated uniaxial compressive loading and corrosion was established. The chloride concentration under coupled loading was determined by the Crank–Nicolson finite difference method and the Thomas algorithm, and then chloride transport under the coupled effect of repeated loading and corrosion was analyzed. The results showed that the stress level and the repeated loading cycles directly affect the relative volumetric water content and chloride concentration in unsaturated concrete. The effect of chloride corrosion is more severe in unsaturated concrete compared to saturated concrete.

Due to factors such as casting, mold making, and construction errors, the actual size of the bridge structure will inevitably deviate from the designed size and dimension, and the amount of deviation between the two volumes is generally random and the location of the deviation is not fixed. However, this phenomenon that occurs in the actual practice has not been paid enough attention within existing studies. From a theoretical point of view, the apparent size of concrete will directly affect the cross-sectional stiffness, especially for statically indeterminate structures. This effect will be further reflected in the internal force and stress distribution of the structure. In addition, the variation of the poured volume of the bridge superstructure can also influence the dead-load effect of the bridge structure. Therefore, the influence of pouring concrete volume deviation (PCVD) on the cross-sectional stiffness of large-span continuous reinforced concrete rigid-frame (CRCR) bridges was first stressed and investigated in this paper. Field data of PCVD were monitored by measuring demolished sections with tools that ensure accuracy, and a sensitivity analysis was conducted to analyze the effect of PCVD on the cross-sectional stiffness at different locations. Statistical analysis of the measured data concluded that PCVD has a significant influence on the internal-force distribution and structural stiffness of the bridge, up to 30%. Finally, a theoretical method that considers the influence of PCVD was proposed based on the field monitoring data and the statistical analysis results.