Periodic Reporting for period 3 - SENSKIN (' SENsing SKIN' for Monitoring-Based Maintenance of the Transport Infrastructure (SENSKIN))
Período documentado: 2018-06-01 hasta 2019-05-31
In summary, the objectives of SENSKIN are to:
1. Develop a micro-electronic, skin-like, sensor for monitoring the transport infrastructure (a) providing spatial sensing of reversible (repeated) strains in the range of 0.012% to over 10%, (b) require little power to operate, (c) be capable of being installed on an irregular surface, (d) be cheaper than existing sensors, and (e) allow simple signal processing.
2. Apply emerging Delay (or Disruption) Tolerant Networks (DTNs) technology so that the output of the sensors is transmitted even when some communication networks are inoperable without loss of availability or accuracy.
3. Develop a Decision Support System (DSS) for determining interventions (a) for normal operating conditions, (b) following a major incident based on (a) structural assessment derived from sensors, (b) life-cycle economic and environmental implications of rehabilitation options, (c) resilience of infrastructure to changes in traffic demand and/or climate change.
4. Implement the above in the case of bridges and test, refine, evaluate and benchmark the SENSKIN monitoring system and the SENSKIN package on actual bridges.
WP2 focused on the development of the strain sensors based on soft-capacitor technology, the DAQ and integration.The materials for the stretchable capacitor and electrodes have been selected and the silicone layers have been developed resulting to the sensor version 1 prototype (D2.1). The sensor has been improved in terms of performance, fabrication and encapsulation resulting in version 2 (D2.2). The designed data acquisition module consists of an analog electronics part and a digital signal processor. The hardware and software for communication interface between the application MCU and the DAQ are also developed including the PCB design. The conventional SHM system has been selected by MGH while suitable adaptations are currently being considered.
WP3 focused on the communication activities and analysing communication system requirements (D1.1 D1.2) deriving a proper design framework for the communication system and conducting an initial market search. WP3 also focused on the development of the communication system and its integration with the processing module and DAQ. Integration of the radio modules and communication software has progressed through development of interfaces between the MCU and communication system, the low-power wake-up receiver, the system packaging, the node PCB design and implementation and their testing that comprise the SENSKIN sensor nodes (D3.1).
WP4 activities initiated with the experimental evaluation of SENSKIN and data acquisition systems starting from considerations of user requirements for the SENSKIN system, reviewing test procedures and equipment to calibrate conventional sensors, design a uniaxial test rig and design a bending test rig and review means of calibrating the SENSKIN outputs. The first round of tests has been running during the reporting period and has provided first feedback to the sensor prototype towards its second issue (D4.1).
WP5started on month 5 and focused on the methodology for the assessment of the absolute strain for new/existing bridges including the approach on the position of the sensors on piers and beams, the strain measurements timing, and the use of the values of absolute strain for the calibration of the Finite Element Model. The methodology assesses the expected values of strains under dead loads to calculate the ‘real values’ of measured strains under operating loadson effects of creep and shrinkage on reinforced concrete. A first draft of methodological approach on the stress/strain calculation of the reinforced concrete section was also developed.
WP6 relates to the Rehabilitation Planning Module, the DSS and SENSKIN package integration. The work has focused on a State-of-the-Art research on LCA and LCC methodology for bridge rehabilitation, questionnaire and survey on LCA and LCC user requirements, activities related to the categorization of Bridge Structural Elements and relevant Rehabilitation Options, considering international standards, including US and European practices. WP6 results include the definition and set up of SENSKIN system boundaries for LCA/LCC considerations for rehabilitation measures.
WP8 relates to the Management of Intellectual Property and Exploitation of Results. Links with relevant projects have been made and synergies are currently being identified.The background definition of hardware and software ownership of partners while has also been delivered (D8.1) as a document also be used as a commercial agreement between partners after the end of the project.
WP9 focused on the first dissemination and communication activities of SENSKIN including the SENSKIN website (D9.1) the SENSKIN logo and leaflet, color palette and development of the SENSKIN social network tools. Several SENSKIN press releases have been communicated to relevant stakeholders of the consortium. The project’s Dissemination Plan (D9.2) was also compiled.
WP10 consortium management activities ensured and controlled the SENSKIN activities in technical and administrative levels including its scope, schedule and budget and contractual obligations of the project/beneficiaries. Other activities include the SENSKIN kick-off-meeting, formation of a steering committee, quality management plan (D10.1) development of the SENSKIN collaborative sharing tool (D10.2) organization of plenary meetings.
• A new monitoring and management system increasing infrastructure capacity and optimising maintenance costs for transport modes
• New construction and maintenance techniques that enhance the performance and reliability of infrastructures
• Innovative and cost effective approaches to use Green Infrastructure for transport
• Extension of the life span of ageing transport infrastructure
• Development and application of effective and efficient materials, technologies and tools to meet cost-effectiveness and sustainability goals
• Reduction of multi-modal infrastructure construction and maintenance energy intensity and subsequent CO2 pollutants and noise emissions
• Support transition towards zero traffic disruption from inspection, construction and maintenance and boost the overall performance of the European transport infrastructure.