PDDDUIS - Manuscript - MSCpE RayosMJFT Not Final

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Batangas State University

College of Engineering, Architecture and Fine Arts
Graduate School
PAVEMENT DEBONDING DETECTION DEVICE USING IMPACT SOUND
A Thesis
Presented to the
Faculty of Graduate School of the
Batangas City
In Partial Fulfillment
of the Requirements for the Degree
Master of Science in Computer Engineering
MARK JOHN FEL T. RAYOS
June 2021
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APPROVAL SHEET
This thesis entitled: “PAVEMENT DEBONDING DETECTION DEVICE

USING IMPACT SOUND” prepared and submitted by MARK JOHN FEL T.
RAYOS, in partial fulfillment of the requirements for the degree of MASTER OF
SCIENCE IN COMPUTER ENGINEERING has been examined and is
recommended for oral examination.
JEFFREY S. SARMIENTO, DEng

Adviser
PANEL OF EXAMINERS
Approved by the Committee on Oral Examination with a grade of ______.
JESSIE A. MONTALBO, PhD

Chairman
ENRICO M. DALANGIN, PhD JEN ALDWAYNE B. DELMO, MSCpE

Member Member
RHOWEL M. DELLOSA, PhD CHRISTINA AMOR M. ROSALES, PhD

Member Member
Accepted and approved in partial fulfillment of the requirements for the

degree of Master of Science in Computer Engineering.
Comprehensive Examination: Passed
____________ REYNATO A. GAMBOA, PhD

Date Dean, CEAFA
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ABSTRACT
Title: PAVEMENT DEBONDING DETECTION SYSTEM USING IMPACT

SOUND
Researcher: Mark John Fel T. Rayos
Program: Master of Science in Computer Engineering
Year: 2021
Adviser: Jeffrey S. Sarmiento
SUMMARY
The primary goal of the Pavement Debonding Detection System Using Impact
Sound was to be an automated device that captures impact sound data from the surface
of the bridge deck and to determine its interlayer condition status. This was conducted by
the device applying a non-destructive force to the ground to create a sound of impact
which were be captured by the device then determining its interlayer condition.
All chapters provide all the information from the concept of the subject to the results
of the data gathered from testing. The components were provided to perfectly suited the
design. Also, different designs were provided that were composed with different
components to find out active constraints. It was also mentioned in the second chapter,
all the related studies that were relevant to the concept of the project. In the development
of the project, it had undergone in the process flow. This guided the development of the
study to have a step-by-step procedure in making the project. Different platforms such as
Sketch-Up, Photoshop, Phyton and Arduino IDE, greatly helped processing the design,
code and the layout of the circuit.
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Testing the device’s performance based on its précised movement, data gathering
and ability to identify the interlayer conditions status the device was tested on a concrete
slab and bridges.
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TABLE OF CONTENTS
TITLE i
APPROVAL SHEET ii
ABSTRACT iii
TABLE OF CONTENTS v
LIST OF TABLES vi
LIST OF FIGURES vii
CHAPTER
I. INTRODUCTION
Background of the Study 1
Objectives of the Study 3
Significance of the Project 3
Scope and Limitation of the Study 4
Definition of Terms 5
II. REVIEW OF RELATED LITERATURE
Existing Technologies 7
Related Studies 10
Patents 16
Conceptual Literature 22
Multiple Design Constraints and Tradeoffs 23
III. DESIGN AND METHODOLOGY
Project Analysis 36
Project Design and Description 38
Methodology 40
Project Cost Analysis 56
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IV. PROJECT EVALUATION
Device Performance 57
Validation 64
V. CONCLUSION AND RECOMMENDATION
Conclusion 71
Recommendation 75
BIBLIOGRAPHY 76
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LIST OF TABLES
Table No. Title Page

1 Solenoid Hammer 16
2 Cardioid Microphone 17
3 Boundary Microphone 17
4 Global Positioning System 18
5 Lead-Acid Battery 19
6 Proximity Sensor 20
7 MULTIPLE DESIGNS, COMPONENTS AND COSTS 23
8 MULTIPLE DESIGN CONSTRAINTS RATING 24
9 ECONOMIC 25
10 SOCIAL 26
11 HEALTH AND SAFETY 27
12 ENVIRONMENTAL 28
13 MANUFACTURABILITY 29
14 MAINTAINABILITY 30
15 ETHICAL 31
16 MULTIPLE DESIGNS CONSTRAINTS, RATING AND TOTAL 32
17 ISCRUPI vs. PDDSUIS 33
18 Interlayer Conditions and their Frequency Behavior 49
19 Project Cost Analysis 56
20 Results of testing on Regular Slab 65
21 Results of testing on Controlled Slab 67
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LIST OF FIGURES
Figure no. Title Page

1 Conceptual Paradigm 22
2 Process Flows 36
3 Device Isometric view 40
4 Device Sive view 40
5 Device’s External Top Components 41
6 Device’s Internal Components 41
7 Device’s bottom Components 42
8 Circuit Diagram 43
9 User Interface Login Menu 44
10 User Interface Main Menu 44
11 User Interface Settings 45
1 User Interface History 46
13 User Interface I/O Menu 47
14 Software Flow of the Device App 48
15 Debonded Condition Data 50
16 Severe Condition Data 51
17 Fair Condition Data 51
18 Good Condition Data 52
19.a Sample frequency wave of a bonded 52
19.b Sample frequency wave of a debonded 53
20 Training Flow Chart 53
21 Regular Slab Dimensions 54
22 Regular Slab
23 Controlled Slab 56
24 Right Side Wheels 57
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25 Left Side Wheels 58
26 Triggering of Proximity Sensor 59
27 Impact Interval Selection 59
28 Impact and Distance counter 60
29 Recorded Sounds 60
30.a Sample Bonded wave 61
30.b Sample Debonded wave 61
31 Gathered Data Files 61
32 Sample CSV File output 62
33 Test Activity Details 62
34 GPS Coordinate Sample 63
35 Pavement Surface Sample 63
36 Sectioned Regular Slab 65
37 Sectioned Controlled Slab 66
38a Bonded Result Display 68
38b Debonded Result Display 68
39.a Bridge of Progress 69
39.b Kalumpang Bridge 69
40 Data Samples of Bridge of Progress 69
41 Bridge of Progress Details 69
42 Data Samples of Kalumpang Bridge 70
43 Kalumpang Bridge Details 70
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CHAPTER I
INTRODUCTION
This chapter discusses the overview of the project, the objectives, and the
limitation of the project.
Background of the Study
A small crack or gap between the asphalt and the concrete cement can
cause major harm to the foundations and the structure as a whole. Weather
changes, vehicle-inflicted damage or faulty asphalt installation, and deterioration
of expansion joints are just a few of the elements that can cause gaps between
asphalt and concrete.
The surface is continually under attack from the weather. When the
temperature increases and lowers, it causes damage to the pavement. Pavements
expand when the temperature rises and compress when the temperature drops.
Excess moisture collects or becomes trapped in a region of the structure that
should be dry after it rains. This moisture produces pavement distress, which leads
to strength loss, peeling, and permanent deformation. The high heat of the sun, on
the other hand, might melt the asphalt, creating minor deformation when vehicles
pass by. The weight of automobiles on asphalt shortens the life of the surface.
Asphalt is the ideal material for building sturdy roads since it can support a lot of
weight up to a point. Ruts and cracks are caused by daily wheel scrubbing over
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the same patch of asphalt. Because cracks and ruts in the pavement may be seen
with the naked eye or with the help of visual aids such as a magnifying lens, they
are easily spotted. However, the source of the injury is hidden underneath the
layer. Debonding occurs when the top layer of the pavement separates from the
underlying layer, resulting in broken layers or lost materials patches.
An existing study addresses how to determine the debonding of structure
properties under the bridge's surface top layer. It allows the analysis of the damage
to bypass the outer layer without fracturing the surface by using a non-destructive
method. This research was made possible by analyzing the frequency spectra of
impact sound testing on composite slabs with various interlayer conditions. The
study focuses more on the layers of roads and bridges that utilize asphalt as the
top layer and concrete as the base layer, rather than on the layers of informal roads
that utilize soil as the base layer, utilizing the impact sound method. The quality of
sound produced by applying a non-destructive force to a material's surface reveals
the material's condition. The impact sound was recorded using a microphone
directly connected to a laptop after a commercial hammer was dropped at an
angle.
And since the existing study titled Impact Sound Capturer using Raspberry
Pi for Under-Pavement Investigation or ISCRUPI only can accumulate data using
impact sound, The researcher come up with a concept of a device that would also
accumulate data using impact sound but together with that the device will also
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analyze the data and determine pavement interlayer condition and display it in
real-time.
Objective of the Study
The study's major goal is to create a device that can detect and
record interlayer debonding using impact sounding technique.
Specifically, it aims:
1. To determine the functionality of the device through its performance of the
following:
a. Precise control of its movement
b. Continuous generation of impact sound
c. Continuous recording of sound data
2. To gather a real time sound data during its operation
3. To determine the performance of the device in classifying bonded and de-
bonded pavement.
Significance of The Project
The fundamental hardware for studying the interlayer condition using
impact sounds is to develop a device that can collect the sound from an impact
and analyze the recorded sound. The Pavement Debonding Detection Device
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made it simple for users to acquire all of the data, to analyze and determine the
interlayer condition.
Because the raw data was examined, the conclusions may address the
government risk reduction agency about the state of the bridges, this study can
benefit the Government Risk Reduction Agency. As a result, comprehensive safety
management and rehabilitation may be implemented.
Scope and Limitations
A controlled device that generates continuous impact, with each successive
impact directly proportionate to the rotation of the device's wheel. When compared
to the previous design, having a battery with a substantial amount of stored
electrical energy ensures a longer operational time. The new design also features
an LCS screen for viewing of data. The device's data transfer will be displayed on
the software application that will be created in conjunction with the new design.
Using the device's microphone, the app will display the frequency and amplitude
of the sound produced by the hammer's hit. It will also show you the coordinates
of each impact. At results it will show the output of the analyzed data from the
impact sound whether it is bonded or debonded.
This device can only go as fast as the user's walking speed hence the
device will only work once pushed. The device doesn’t have a multi directional
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wheel for it to be moving only on a straight line. The device can only determine
two conditions, the bonded and debonded.
Definition of Terms
These sections define terms that is use by the proponents for making the
development of the project. It may have different meaning depending on every
material or category.
Asphalt a dark brown to black cementitious material in which the predominating
constituents are bitumen’s that occur in nature or are obtained in petroleum
processing.
Comma-Separated Values File Format or CSV is a simple file format used to
store tabular data and data fields are most often separated, or delimited, by a
comma. This was used as the file format of the data gathered by the device.
Concrete a composite material that consist essentially of a binding medium within
which are embedded particles of fragments of aggregate, usually a mixture of
cement and water, with or without admixtures.
Convolutional Neural Network (CNN) is a Deep Learning algorithm which can
take in an input image, assign importance (learnable weights and biases) to
various aspects/objects in the image and be able to differentiate one from the
other. This was used as the main algorithm of the system.
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Crack is the first sign of distress in concrete (TECHNOLOGIES, BLUEY, 2019).
This was used as a pavement damage that may occur caused by certain conditions
affecting the top layer of the road.
Debonding procedures whereby specific tendons in pretensioned construction are
prevented from becoming bonded ( GIATEC SCIENTIFIC INC., 2012). This was
used as the movement of asphalt layer and cement layer away from each other
causing a gap to exist between them.
Impact Sound refers to the structure-borne sound that occurs when objects
impact one another which results in the generation and transmission of sound. The
vibration the objects results in the sound being radiated to the adjacent vibrating
surface.
Impact Sound Capturer using Raspberry Pi for Under-Pavement
Investigation or “ISCRUPI” is the previous research design, an automated
machine for impact sound research that can accumulate data using impact sound
method from a non-destructive force towards the ground. This was used as the
basis of the new design.
Pavement a layer of concrete on such areas as roads, sidewalks, canals, bridges
and those used for storage or parking
Phyton is a powerful general-purpose programming language. It is used in web
development, data science, creating software prototypes. This was used to
program the software application.
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Void cavity enclosed within an otherwise solid mass; maybe intentionally or
unintentionally formed and may be filled with air, water, or other gaseous or liquid
material
Waveform Audio File Format or WAV is a Microsoft and IBM audio file format
standard for storing an audio bitstream on PCs (Gulley, 2016). This was used as
the file format of the data gathered by the device.
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CHAPTER II
Technical Survey Review
This chapter shows the significant bearing of literature and studies to the
present undertaking. These reviews and studies were gathered and synthesized
to relevant and significant to the project.
Existing Technologies
The developers chose impact sound as a data collection medium since it is
a non-destructive method that does not injure or damage the testing site while still
collecting data.
This section discusses the majority of studies and technologies linked to
Debonding Detection within the pavement and acts as a reference for the project's
future improvement and development. The non-destructive methods for
determining pavement condition are as follows:
Falling Weight Deflectometer (FWD).
This gadget is critical for determining the stiffness qualities of pavement
layers via deflection data analysis and layer moduli values calculation. It's made to
imitate the weight of a vehicle passing through a road and assess the load's vertical
transfer reaction. This machine is typically built within a trailer or any other cart that
may be hauled by other vehicles. The load is created by dumping a huge weight
onto the pavement, which is transmitted via a circular load plate.
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Dynamic Cone Penetrometer (DCP)
This portable instrument is used to check the thickness of unbound
pavement layers, establish the presence of lime stabilized subgrade, and assess
the relative stiffness and uniformity of support of unbound layers.
Air-Coupled Ground Penetrating Radar (GPR)
A van-mounted equipment that produces a nearly continuous profile of layer
thicknesses and dielectric changes up to 24 inches underneath the pavement
surface. Dielectric characteristics are linked to material density and moisture
content, allowing for the detection of subsurface issues (stripping, trapped
moisture) in existing HMAs and excessive moisture in base layers. A 1GHz
antenna with a maximum penetration depth of 24 inches is used in the system.
The quantity of energy returned and the duration between reflections are used to
compute the thickness and dielectric properties of each layer.
Ground-Coupled Penetrating Radar (GPR)
This has been used to find sinkholes, search for hidden underground
objects like abandoned storage tanks, and test for water damage, underground
utility problems, and other anomalies that are deeper than an air-coupled GPR
device can detect. These technologies are capable of looking for anomalies in both
flexible and stiff pavements. A 200MHz antenna that can penetrate up to 30 feet,
however the layers' near-surface resolution is weak due to the low frequency.
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Total Pavement Acceptance Device (TPAD).
The Rolling Dynamic Deflectometer (continuous deflection measurements)
and air-coupled GPR scans are combined in the TPAD. In addition, high-definition
video, linear offsets, high-precision differential GPS coordinates, and surface
temperature monitoring of the pavement segment are all being carried out at the
same time.
Spectral-Analysis-of-Surface-Wave (SASW).
The SASW method is used to determine the in-place shear wave velocity
profile at soil sites without the use of a borehole. SASW testing is performed from
the surface, making it a non-destructive and non-intrusive data collection method.
Two receivers are placed, and a hammer is used to generate the required wave
energy, which is then recorded and received by an instrument such as the NDE
360 or a Freedom Data PC.
Multichannel Analysis of Surface Waves (MASW).
For the lower frequencies in the surface waves, the multichannel analysis
of surface waves (MASW) method was applied, which uses a significantly smaller
depth investigation range. This method examines the dispersion qualities of
particular forms of seismic surface waves that travel horizontally from the point of
impact to the receivers, such as hammer shot sites to geophones, or from passive
noise sources such as neighboring traffic.
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Related Studies
The study (Sison.C.S, Castillo.B.E, Loresca.M, 2019s) titled ISCRUPI:
Impact Sound Capturer Using Raspberry Pi for Under Pavement Investigation
which primary goal was to be an automated device that captures impact sound
data from the surface of the bridge deck. This was conducted by applying a non-
destructive force to the ground to create a sound of impact which were be captured
by the device for subject analysis. Using the concept of this study as basis urged
the researcher develop a device that would also collect data through impact sound
but not only gathering the data, it would also analyze the recorded sound and had
an ability display and identify the interlayer condition.
The study (Rosales et al., 2017) titled Decision Matrix Analysis of Impact
Sounding Test Method to Determine Interlayer Condition of Concrete Bridge Deck
looks at the distinct and consistent properties of the frequency spectra collected
from impact sound during testing on composite slabs with various interlayer
circumstances. The results' consistency is also examined at different
temperatures. The results of the laboratory tests were then compared to those
seen in the field. The effective identification of the interface bonding condition will
then be proposed using a choice matrix analysis. The matrix was divided into four
zones, each of which was used to characterize each interlayer state based on the
characteristics of the collected impact signal. This study is comparable to the
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proposed study in that it uses impact sound to assess the interlayer conditions;
however, this study is for composite slabs, whereas the suggested study is for
bridges.
(2014, Zhu et al.) By applying a frequency response function measured at
one place, a vibration type non-destructive evaluation approach is used to
determine the site of debonding in honeycomb sandwich beams. The detecting
process is split into two parts. The first step is to determine the comparable elastic
moduli and other beam properties. The second step would be to use the
parameters to identify the debonding location and damage size. This study has
similar goals to the current project in that both devices use captured sound to
determine the debonding location of their respective medium while using non-
destructive methods to obtain the data they require; however, this study uses a
vibration type evaluation method while the proposed study uses impact sound.
(Buyukozturk, et al., 2017) is a study that employs image processing
algorithms to detect civil infrastructure problems, replacing human-conducted
onsite inspections in part. Defect features such as cracks in concrete and steel
surfaces are extracted from the photos. However, challenges in obtaining the
photos can arise owing to variable settings such as lighting and shadow variations.
These issues could be readily overcome by using convolutional neutral networks
to identify concrete fractures without having to calculate defect features. This study
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offers similar development insights to the current research through the use of
diverse technologies and methodologies while pursuing the same aim; however, it
collects data using image processing, whereas the proposed study collects data
using impact sound.
(Rodes, et al., 2015) is a paper that uses ground penetrating radar to
evaluate pavement by measuring the height of wave travel time. It offered
additional information that may be utilized to determine the material's interior
conditions and properties. It examines and highlights the relationship between the
spectrum's form and frequency signature and the pavement's structural state. This
document contains data that is similar to that provided by the current project in the
form of collected frequency and amplitude for determining the condition of the
pavement, but it is significantly larger than the proposed study.
(Vyas, et al., 2019) is a paper on how traditional testing methods for
pavement damage surveillance and maintenance, such as coring, are slow,
destructive, and do not accurately reflect the full stretch of pavement. Infrared
thermography is an emerging technique that harnesses infrared emissions from
any structure to inspect underlying problems. The heat transfer to the surface of
the pavement, which is dependent on incident solar radiation, ambient
temperature, and other meteorological conditions, is interrupted in a patch of
pavement with subsurface flaws, resulting in a difference in the thermal signature
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of the defective and sound patches. A thermal imaging camera may be able to
detect this change in thermal signature. The goal of this research is to see if the
IRT approach can be used to analyze the subsurface debonding fault in asphalt
pavements. This research is pertinent to the current project because it provides
diverse ideas and information in the detection of asphalt pavements using different
technologies and methods but with the same goals.
(Groschup, et al., 2016) is a project that uses air-coupled penetrating radar
to find underlying bridge flaws. Delamination, horizontal cracks, and debonding
processes are common faults that are not evident on the surface but reduce the
remaining lifetime and even represent a risk to operational safety. The approach
can be used to measure the thickness of plate-like structures with a high degree
of precision, and it can be implemented with a small number of components. In
most cases, an IE measurement simply requires one sensor and one impactor.
This study is relevant to the current project because it uses air-coupled penetrating
radar to detect defects in bridges; however, it only detects defects that are visible
to the naked eye, whereas the proposed study uses impact sound capturing to
detect debonding in the bridge's asphalt and under layer of concrete.
(Rickard, et al, 2016) is a study that looks at subsurface damage in
degraded concrete deck joints, such as delamination and reinforcement corrosion.
The structural insufficiency of concrete joints was assessed using impact echo and
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surface wave technology, namely a portable seismic property analyzer (PSPA). To
verify the non-destructive test results, laboratory examinations of core samples are
performed. The PSPA's key advantage as a bridge evaluation tool is its ability to
simultaneously measure the concrete's modulus and discover subsurface flaws at
a specific place. This study examines the status of the bridge as well, but it focuses
on the concrete deck joints, whereas the suggested study examines the debonding
of the asphalt and the underlayer of concrete.
(Reguero, et al., 2015) is a paper that examines and discusses the
possibility of analyzing the frequency spectrum of GPR signals. A section of a
highway is subjected to several testing at two different periods of its service life.
The findings show a link between the form of the spectrum and the frequency
signature and the pavement's structure and state. This paper is comparable to the
proposed study in that it collects data in the form of frequency and spectrum shape
to monitor the status of highway pavements, but the proposed study tracks
debonding in the pavement and the concrete beneath it.
(Choi et al., 2016) is a study that uses MIRA testing, which is based on the
ultrasonic pulse-echo method, to assess concrete distresses in structures and
pavements. Horizontal cracking or delamination in concrete pavement slabs at the
mid-depth, spalling and map cracking in concrete pavement slabs, mudballs in
concrete runways, concrete cracks and delamination in bridge columns, and
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shallow concrete cover in bridge piers were among the distresses assessed. MIRA
can identify concrete discontinuities such as cracks, delamination at the interface
of two concrete slabs, mudballs, and reinforcing steel. This study also looks for
defects on bridges, but it concentrates on the bridge's columns and employs the
ultrasonic pulse-echo method, whereas the suggested study uses impact sound
capturing to look for debonding in the bridge's asphalt and under layer of concrete.
(Martino and colleagues, 2016). The goal of the research presented in this
paper is to create a mechanism for relating GPR study results to the level of active
corrosion in a bridge deck. A master curve with a 93 percent correlation coefficient
is generated by multiplying the mean and skewness of the rebar reflection
amplitudes of several bridge decks and comparing these values to corrosion
quantities based on half-cell potential (HCP) measurements. This article likewise
aims to solve bridge problems, but its primary focus is on corrosion in bridge decks
using Ground Penetrating Radar (GPR), whereas the suggested study
concentrates on debonding in the bridge's asphalt and under layer of concrete
using impact sound capture.
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PATENTS
Table 1
Solenoid Hammer
CATEGORY DETAILS
Publication number SU1257700A1
Publication type Grant
Publication date November 30, 1959
Filing date May 12, 1959
Priority date May 12, 1959
Inventors В.Т. Lopatyn
The founders of the invention depicted in Table 1 used a solenoid hammer
to synchronize the striker's movement with the piston of the crank mechanism.
When the electromagnetic coil is energized, it produces a magnetic force that
attracts the striker to the piston. The magnetic force is affected by the amount of
power provided to the coil, the number of coil turns, and the coil thickness. This
study employed the similar notion of employing a solenoid mechanism with a
bespoke steel hammer nose to provide a consistent force. This allowed a non-
destructive force to be created with less effort. When the solenoid's coils are
energized, the piston with the metal hammer connected pushes downward,
allowing the metal hammer to reach and tap the ground, producing an impact
sound. The number of turns and size of the coil employed determine the solenoid's
force.
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Table 2
Cardioid Microphone
CATEGORY DETAILS
Publication number US3585317A
Publication date June 15,1971
Filing date January 4, 1968
Priority date January 4, 1968
Inventors Alexander L Dvorsky
The invention depicted in Table 2 relates to the structure of acoustic
microphones in general, and specifically those microphones with directional pickup
sensitivity. It was desirable to provide a microphone that could be targeted at a
specific source of sound with its back to undesired noise in locations where noise
levels were high or extraneous noises were likely to be confused with main voices
or music. These situations are well-known for cardioid polar pattern response
microphones.
Table 3
Boundary Microphone
CATEGORY DETAILS
Publication number JP4471818B2
Publication date June 2, 2010
Filing date November 17, 2004
Priority date November 17, 2004
Inventors Yu Akino
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A boundary microphone was used and mounted in the plane or desk in the
innovation shown in Table 3. It was designed to be flat in appearance with reduced
height in order to be undetectable when placed on a table or in another area. The
look of a boundary microphone is mostly made up of a plate cover with various
apertures for inserting boundary plates and waves.
Because of its size and cardioid polarity, this project also used a boundary
microphone to collect sound. In comparison to other types of microphones, the
boundary microphone is the greatest choice for PDDSUIS because of its small size
and great recording quality.
Table 4
Global Positioning System
CATEGORY DETAILS
Publication number JP5632843B2
Publication date November 26, 2014
Filing date September 10, 2009
Priority date September 10, 2008
Inventors Pattabiraman, Ganesh Mayanpan,
Subramanian Lagupathy,
Arun Sanker, Hari
The global positioning system (GPS) and how it operates were the inventions
shown in Table 4. A satellite signal receiver that receives at least one of the
positional signals. This was a transmission from a satellite-based navigation
system. The distant receiver calculated its position from at least one of the
satellite's positioning signals, including terminal-based positioning, in the initial
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phase of operation. The coordinates of the site where the procedure was being
carried out were also acquired using GPS. The data storage folder was given a
name based on these coordinates.
Table 5
Lead-Acid Battery
CATEGORY DETAILS
Publication Number WO2018227162A1
Publication Type Grant
Publication Date December 13, 2018
Filing Date June 08, 2018
Priority Date April 23, 2018
Uwe BITOMSKY
Matthew A. Spence
Inventors Kavi G. Loganathan
Qingfang Shi
Cornelia Brendel
The lead-acid storage battery is housed in a container with a lid and one or
more sections. In one or more compartments, one or more cell elements are given.
A positive plate with a positive grid and a positive electrochemically active material
on the positive grid; a negative plate with a negative grid and a negative
electrochemically active material on the negative grid, where the negative
electrochemically active material comprises barium sulphate and an organic
expatriate; and a negative plate with a negative grid and a negative
electrochemically active material on the negative grid, where the negative
electrochemically active material comprises barium sulphate and an organic
expander. The container contains an electrolyte. The cover has one or more
terminal posts that are electrically connected to the one or more cell elements. This
has an impact on the current study because the battery will be used by the
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developers to improve the device's running time. There are various varieties of
lead-acid batteries. One of these is the Motolite Enduro NS40 Battery, which will
be a Li-Ion battery replacement.
Table 6
Proximity Sensor
CATEGORY DETAILS
Publication Number US6348862B1

Publication Type Grant
Publication Date February 19, 2002
Filing Date March 06, 2000
Priority Date March 05, 1999
Judson G. McDonnell
Inventors
James G. Stanley
A sense electrode and a number of control electrodes are placed near a
region of space for the purpose of feeling an object there. An electric field is
generated inside the region of space by a first signal and a plurality of second
signals supplied to the sensing and control electrodes, respectively. The sensor
electrode's capacitance is measured for various electric field configurations in
response to second signals and object proximity. The plurality of capacitance
measurements is used to select the most likely proximity scenario from a priori
proximity scenarios. Between the sense electrode and the region of space, a front
driven shield is provided for selectively shielding the sense electrode from objects
or grounds, allowing the measurement circuit to be calibrated to compensate for
parasitic capacitance and gain drift.
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The developers will utilize an inductive proximity sensor to count each wheel
revolution for the consistency of interval impacts, which is crucial to the current
investigation.
Conceptual Literature
This research entails a variety of courses that are related to the research's
implementation. The study focused mostly on hardware expertise, particularly
Microcontrollers, which deal with the impact hammer process due to its specific
wheel rotations. The coordinates, frequency, and amplitude of the data collected
will be presented on the application. The Arduino Nano component will be used to
create a Microcontroller, which will be coupled to a Proximity Sensor on the inside
side of the device's wheels. It will send signals to the solenoid, telling it when to
start an impact action dependent on the wheel's rotation.
Figure 1. Conceptual Paradigm
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Figure 1 depicts the conceptual paradigm that this work is guided by. This
is done in the Input-Process-Output method.
The project's conceptual paradigm, which includes the following inputs:
Users Name, Bridge Name, and Impacts Interval are all delivered to the user using
a graphical user interface (GUI).
On the other hand, the procedure is carried out with the help of a mixture of
software and hardware that works together to communicate and send commands
to the device's many components. In this process, the software converts the input
of the user desired output and controls the sensors, microphone, and the solenoid.
Them the software determines the Interlayer conditions after analyzation.
Multiple Design Constraints and Trade offs
Table 7
MULTIPLE DESIGNS, COMPONENTS AND COSTS
DESIGN COMPONENTS QUANTITY COST (Php) TOTAL

Inductive Proximity Sensor 1 250.00 250.00
Motolite Enduro NS40 Battery 1 4,200.00 4,200.00
Arduino Uno R3 1 350.00 350.00
1 Raspberry Pi 4 Model B 1 3,500.00 3,500.00
Condenser Boundary 1 4,800.00 4,800.00
Microphone 1 485.00 485.00
60N Solenoid 1 3,500.00 3,500.00
Raspberry Pi Touch Screen 1 15,000.00 15,000.00
LCD 2,500.00 2,500.00
Metal Body Total 34, 585.00
Others
1 649.00 649.00
2 4,599.00 9,198.00
Capacitive Proximity Sensor 1 350.00 350.00
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JSL II TF 12V-12A Battery 1 3,500.00 3,500.00
2 Arduino Uno R3 1 9,120.00 9,120.00
Raspberry Pi 4 Model B 1 485.00 485.00
Dynamic Microphone 1 3,500.00 3,500.00
60N Solenoid 1 7,000.00 7,000.00
Raspberry Pi Touch Screen 2,500.00 2,500.0
LCD Total 36, 302.00
Wooden Body
Others 1 300.00 300.00
2 2,200.00 4,400.00
1 225.00 225.00
Ultrasonic Proximity Sensor 1 2,400.00 2,400.00
Li-Ion Battery 1 10,992.00 10,992.00
3 Arduino Nano 1 485.00 485.00
Raspberry Pi 3 Model B+ 1 3,500.00 3,500.00
Ribbon Microphone 1 12,000.00 12,000.00
60N Solenoid 2,500.00 2,500.00
Raspberry Pi Touch Screen Total 36, 802.00
LCD
Fiberglass Body
Others
In order to achieve a successful project, the design must be the one to
consider in determining which design will satisfy the requirement. By creating
Multiple Designs and Constraints, and what to trade off, it will be easier for the
developers to find out the most preferable design and what approach to be used
towards the implementation of the project.
Table 7 shows the Multiple Designs, Components and their Corresponding
Costs. This has been totaled to be able to know which design would be the least
cost for the developers.
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Table 8
MULTIPLE DESIGN CONSTRAINTS RATING
DESIGN CONSTRAINTS RATING TOTAL (Php)
Economic (25%) 8
Social (10%) 4
1 Health and Safety (20%) 7
Environmental (15%) 5 34,585.00
Manufacturability (10%) 2
Maintainability (10%) 2
Ethical (10%) 1
Economic (25%) 8
Social (10%) 3
Ethical (10%) 2
Economic (25%) 7
Social (10%) 5
Ethical (10%) 3
Table 8 shows the rating of each design including Economic, Social, Health
and Safety, Environmental, Manufacturability, Maintainability and Ethical. The
developers rated each constraint by means of choosing the preferable design for
the project. The basis of the ratings was on the rubrics created for the guidelines.
This will help the developers to determine and achieve the project's success.
From table 5 - 11 shows these multiple constraints and their effect on the
development. Each constraint is rated from 1-10, where 1 is the highest value while
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max − 𝑎𝑐𝑡𝑢𝑎𝑙
10 being the lowest. Using the equation ∗ 9 + 1 , developers can calculate
max − 𝑚𝑖𝑛
each constraint’s point’s base on their rating.
Economic Constraint (25%)
The developers rated their economic constraint with a 25% rating based on
how much would cost acquiring all the necessary components. Since the device is
composed of different electronic materials and needs a casing the cost of each
component is evaluated and totalled then given their rating which corresponds to
how ideal each design is in terms of how much they are worth to make.
Table 9
ECONOMIC (25%)
Design Cost Rating Points
1 34,585.00 7 4
2 36,302.00 8 3
3 37,802.00 8 3
Table 9 shows the cost of the components for each design, rating and points
obtained by each design which equates to 25%. The developers gave a rating of
7 for the first and both 8 for second and third design as the margin for their cost
has a thin margin. The Design has the highest points since it costs lower compared
to the other two designs since some of its components were cheaper.
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Social Constraint
The developers rated their social constraint based on the time to purchase
all the materials and it takes for the device to be made. This constraint will show
which design will save the developers more time in its production by availing each
component as soon as possible.
Table 10
SOCIAL (10%)
Design Time Frame Rating Points
1 4 months 4 7
2 3 months 3 8
3 5 months 5 6
Table 10 shows the time frame, rating and score of each design which
equates to a 10% in the evaluation of development of the device. The Design 2
has earned the highest points as the device with a wooden casing can be easily
manipulated and assembled to any desired shape; it results in a much shorter
production time compared to the other two.
Health and Safety Constraint
The developers rated this constraint based upon their safety while
purchasing components through a physical store. Due to the crisis we are facing it
is very convenient to buy materials online but there are materials that need to look
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physical. The hardware components like the casing, battery and the wheels will be
assembled and with its heaviness, some of the development during the process
contains some risks also for their health and safety.
Table 11
HEALTH AND SAFETY (20%)
Design Rating Points
1 7 3
2 6 5
3 7 3
Table 11 shows the rating and points given by developers to each design
depending on how safe each material is to be purchased and while assembling it
on production which in turn equates to 20% in evaluating the safety of the
developers since there is a crisis this time. Design 2 gains the highest points since
among the three designs it is the safest and easiest to find to use for the casing of
the device. Having a wooden frame makes it easier to carry, less risky and is also
eco-friendly. The first and third design rated at 7 due to its frame is made out of
metal and fiberglass which is a relatively heavy material and may have some sharp
edges that can cause some harm while in production.
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Environmental Constraint
The developers rated this constraint based on how the environment affects
the developers purchasing and choosing their materials needed for the
development. Since most of the stores were closed due to the pandemic, this crisis
will affect their progress. Testing also after the development makes it hard for the
developers since there is a curfew around and the test should also be done at night
and since there are fewer vehicles at this time.
Table 12
ENVIRONMENTAL (15%)
1 5 6
2 5 6
3 5 6
Table 12 shows the ratings and points of each design with a 15 % based on
the surroundings that may affect the purchasing and implementation of the project.
All designs were rated at 5 since the developers had a hard time acquiring all the
materials and it affected the developers’ progress to finish the project.
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Manufacturability Constraint
This constraint is rated by the developers based on the availability of the
components of each design on the market and the difficulty of acquiring them. Most
of the components are needed to order online locally while others are shipped
overseas. Some can be purchased in physical stores to check their quality and
they need to be customized. There are components like the microphone that are
available online locally but their price was too low and the feedback was not that
high. Since it is a major component for the device, the developers need to look at
other shops.
Table 13
MANUFACTURABILITY (10%)
1 2 9
2 4 7
3 5 6
Table 13 shows the rating and points of each design which equates to 15%
based on the availability of the materials. Design 1 being the highest and rated at
2 since most of its components were not that hard to find in online and local
markets.
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Maintainability Constraint
The developers rated this constraint based upon the difficulty of the device
to maintain during and after it was used. The device may use some sensitive
components that need extra care when using or even on assembling like the GPS
Module for example that may not function properly when not installed properly.
This may affect not only the device but also the users to replace or fix the
components if ever they are damaged and needs to be maintained often.
Table 14
MAINTAINABILITY (10%)
1 2 9
2 4 7
3 5 6
Table 14 shows the ratings and points of each design that amounts to 10%
of rating in maintaining the device during and after its operation. The first design
rated at 2, the second design at 4 and the third design at 5. The second design is
rated low as it is for its wooden frame and can be easily weathered and damaged
compared to the other design. Third Design being the lowest since it has a low
amount of power battery compared to Design 1 that can supply the power needed
to all the components for a long run.
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Ethical Constraint
Ethical constraint means that it should provide a reliable output that needs
to evaluate the condition of a bridge. It should meet the designated standard that
will guide the developers to test the device's reliability. By choosing the right and
suitable brands and specifications of the components it will provide the right result
of the project. This constraint will affect the performance of the device as it will be
conducting a lot of tests and changes to prove that the device will satisfy the
expectation of the developers as well as the beneficiary.
Table 15
ETHICAL (10%)
1 1 10
2 2 9
3 3 8
Table 15 shows the ratings and points of each design that amounts to 10%
based on how the device would meet the standards of the requirements. By
utilizing each component from the first design, especially its circuit boards
specifications, microphone and battery it gains the highest points among the three,
the standards could meet on implementing the project.
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Table 16
MULTIPLE DESIGNS CONSTRAINTS, RATING AND TOTAL
DESIGN CONSTRAINTS RATING TOTAL
Economic (25%) 1
Social (10%) 0.7
Health and Safety (10%) 0.8
1 Environmental (15%) 0.9 6.2
Manufacturability (15%) 0.9
Maintainability (15%) 0.9
Ethical (10%) 1
Economic (25%) 0.75
Social (10%) 0.8
Health and Safety (10%) 1 5.75
2 Environmental (15%) 0.9
Ethical (10%) 0.9
Economic (25%) 0.75
Social (10%) 0.6
Health and Safety (10%) 0.8 5.05
3 Environmental (15%) 0.9
Ethical (10%) 0.8
Table 16 shows the evaluation of the results based on the ratings and its
total garnered from each design. The total points may be calculated by multiplying
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each point by the corresponding percentage of constraints. All design has a thin
margin regarding its total because there is no preferable design at first, that's why
with the help of this procedure the developers may evaluate and choose the most
applicable design for the project. Since Design 1 has the highest total score, it is
the one to be used for the project's development.
Table 17
ISCRUPI vs. PDDSUIS
ISCRUPI PDDDUIS
+ Automated device. + Continuous impacts.
+ Portable and easy to carry. + Faster data acquisition.
+ Gives the total distance travelled. + Stays on course.
- Stops during each impact. + Longer battery life

- Slower data acquisition. + Portable and easy to carry.
- Shorter operating time. + Acquired data can be seen anytime.
- Can easy stray off-course. + Solenoid is elevated to kept safe during
operation.
- Needs to finish its given route before acquired - Manually Operated.
data is seen.
- Solenoid is prone to breaking. - Distance travelled is based on the user.
+ Displays Bonded/Debonded results real time
Table 17 shows the advantages and disadvantages of ISCRUPI and
PDDDUIS. ISCRUPI is an automated device that is portable and easy to carry. It
also gives the total distance it travelled while operating. Though being a good
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device, it has its disadvantages. It stops every impact; it makes slower data
acquisition because the data gathers can only be seen after the full operation of
the device. Shorter operating time since it is an automated the battery needs to
recharge every two hours due to the number of components that needs powering.
It can also easy stray off course and needs to be realigned, this leads to more time
consumed. The solenoid hammer is 10mm above the above the ground which
makes it prone to breaking from continuous impacts. Given this disadvantages,
PDDDUIS advantages can fill the ISCRUPI’s disadvantages such as continuous
impacts, faster data acquisition, and stays on course, longer operating time since
it is a manually operated device. Acquired data can be seen any time since the
data gathered will be sent after each impact and the solenoid is elevated to keep
it safe during the operation. On the screen it displays the analyzed data if it is
bonded or debonded in real time. PDDDUIS’s disadvantages are that is manually
operated and the distance travelled is based on the user. But comparing the
ISCRUPI and PDDDUIS, PDDDUIS has more advantages, therefore it is
concluded to be better.
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CHAPTER III
DESIGN AND METHODOLOGY
This chapter presents the project analysis, a brief discussion of the design
project, estimated cost, the information on how to operate the project and the
project management plan.
Project Analysis
To begin the project, the developer devised a set of design criteria that were
required to complete the task. Pavement Debonding Detection Device Using
Impact Sound was developed and it has features that can save data in a waveform
audio file format from the sound caught by the microphone. The developer
employed the Process Flow depicted in Figure 2 in this study.
Design
Data Gathering Planning
Development
Testing Implementation
Figure no 2. Process Flow
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This type of development emphasized testing at various stages throughout
the process. Identifying the design's constraints early on has the advantage of
lowering the cost of correction while also reducing the number of adjustments to
the project schedule. The user gains a better grasp of the system through
interactive and simultaneous alterations. The process was separated into five
stages.
The Project Analysis and Planning stage was the first, and it consisted of a
review of the areas directly related to the proposed project. This study resulted in
a wide specification of the project needs in terms of supporting functions. This
stage also specifies the potential problems that may arise and the remedies that
will be available at the time.
The Design Development stage came next. This was divided into two
sections: material availability and user design. It was at this point that work on the
prototype and software development began. The software was created, and
screen layouts were created in advance. It also determines whether the materials
for the intended design are still available, as well as how long it will take to gather
the resources required for the project. Critical procedure prototypes were
constructed and tested. A strategy for deploying the gadget was devised.
Construction finalizes the design and manufactures the gadget and
software in the third step, working directly with the users. The project development
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process consists of a succession of "design-and-build" processes in which users
can calibrate their requirements and observe the programming execution. This
stage also includes preparations for the transition to production. Construction
stage deliverables include documentation and instructions for operating the new
application, as well as routines and procedures for putting the device into action,
in addition to the tested software.
The fourth stage was the stage of testing and development. At this step, the
real prototype was tested on the bridges to ensure that the project's goals were
met. This stage entails verifying the data provided by the device. Minor changes
were made to the prototype as a result of the user's testing.
The final stage is the implementation stage, which entails putting the new
design into action and coping with the transition from the old to the improved
design.
PROJECT DESIGN AND DESCRIPTION
This part discusses the references and basis of the project’s design and the
critical design standards to be used in the design.
Hardware
The device is powered by a Raspberry Pi 4 Model B that is coupled to
several components such as an Arduino Uno R3, a Solenoid Hammer, a
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Microphone, a GPS Module, a Camera, a Proximity Sensor and an LCD touch
panel, uses an automotive battery as its power source.
• The Raspberry Pi 4 Model B will serve as the system's main hearth. This is
where the gathered data is processed. It determines whether the sound
recorded by the microphone is bonded or de-bonded by analyzing the
sound. It also stores the values of the data collected.
• Arduino UNO R3 for controlling the interconnected components, such as
the solenoid hammer, proximity sensors and the GPS module.
• There are a variety of methods for collecting data that may then be
evaluated to detect if the underlying layers of asphalt are debonding. One
of these approaches is the employment of a Solenoid Hammer, which
produces an impact sound with 60N force and is captured by a microphone.
The device's Solenoid Hammer and Microphone are located at the bottom.
• A sensor that can work in every rotation of the wheel proportional to the
device's impacts is required for the current project. This sensor will be
mounted within the front wheel, and the wheel will be programmed to trigger
the solenoid hammer with a full rotation proportionate to half a meter.
• GPS Module is used to detect the data coordinates of each impact.
• Using a camera to capture photos of the surface area of each solenoid
strike.
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• The device's weight is supported by four fixed wheels, which also allow for
the use of a proximity sensor.
Fig. 3 shows the isometric view of the device. The dimensions of the device are
700mm length, 400mm width and 900mm height.
Figure 3. Device Isometric view
The device from the side, with an 80mm gap between it and the ground. It
also displays the device's full height of 400mm. The metal rod on which the
camera is placed measures 700mm in length as shown in figure 4.
Figure 4. Device Sive view
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At the external top of the device components such as the Camera, the
Raspberry Pi Touch Screen LCD and the Rocker Switch were placed.
• CAMERA
• ROCKER
SWITCH
• RASPBERRY
PI LCD TOUCH
SCREEN
Figure 5. Device’s External Top Components
Show inf figure 6 are the internal component of the device. It has Rasberry
Pi 4 B, Motolite Enduro 12V Battery, Arduino Uno R3, GPS Module, Relay Module
1 Channel, DPDT Relay and Step-down Voltage.
RASPBERRY PI 4 B MOTOLITE
ENDURO 12V
BATTERY
DPDT RELAY
ARDUINO UNO R3
STEP-DOWN
VOLTAGE
RELAY MODULE 1
CHANNEL
GPS MODULE
Figure 6. Device’s Internal Components
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Figure 7 shows the external bottom components where the Microphone,
the Proximity Sensor and the Solenoind Hammer were placed.
MICROPHONE
PROXIMITY SENSOR
SOLENOID HAMMER
Figure 7. Device’s bottom Components
The connection between the battery and the two separate step-down
modules is shown. These step-down modules are used to get 5 volts from a 12
volt power source. The Raspberry Pi 4 B is powered by the first step-down voltage
module, while the GPS module is powered by the second. The battery is directly
linked to the Arduino UNO R3, and the GPS module is attached to the Arduino
UNO R3 to detect the coordinates of the impacted part. The proximity sensor is
wired to the Arduino Uno R3, which will send a signal to the solinoid when the
sensor is triggered. Both the microphone and the camera are connected to the
Raspberry Pi 4 B which will run the application for both components.The Raspberry
Pi 4 B is the main hearth of the device since it holds the main program of the
device on what functions it will perform. A Raspberry Pi Touch Screen LCD is used
to display the system and to be used for inputs and output, the screen is also
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connected to the Raspberry Pi 4 B. The solenoid is connected to the battery
through a DPDT. The DPDT relay will be controlled by the arduino and let current
to flow or cutoff to control the solinoid when necessary. Connections of the
components are as shown in figure 8.
Figure 8. Circuit Diagram
Software
Upon running the device’s software, the first thing that will be displayed is
the software’s login menu. The name of the device project is displayed on the Login
upper left the program (see Figure 9). The username and password entry boxes
will also be shown on the interface. The "ENTER" button will take you to the next
user interface page. The “CLOSE” button closes the application. Since the
interface run on an LCD touch screen an onscreen keyboard will appear once
entered in entry boxes.
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Figure 9. User Interface Login Menu
After the login, the user will see the menu options. First is "SETTINGS" to
set the date and time. The user can either view "DATA HISTORY" of prior tests or
select "NEW ACTIVITY" to create a new test activity and finally "LOGOUT" to
logout the account after the activity and return to the login menu. At the bottom of
the user interface, it shows the current date and time.
Figure 10. User Interface Main Menu
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The user can set the current date and time in the “Settings” (see Figure 11).
The GPS Connection will also be displayed, whether it is "CONNECTED" or
"DISCONNECTED."
Figure 11. User Interface Settings
The prior test's history is depicted in Figure 12. The user will see a
dropdown box will be able to select the listed folder names of the previous test
conducted. In details, the details of who is the operator, what day and time, where
the test was conducted, GPS coordinates, and the length of the bridge.
On the right side of the interface, there will be a scroll box that will show all
the gather data of the selected operation. Data’s gathered such as the the impact
sound recorded are saved in a “.wav” and “.csv” file extension, the GPS
coordinates where the test was conducted is saved as a “.txt”, the image taken by
the camera showing the top layer surface of the pavements and the testing details
save in a “.txt”file. All data’s will be saved corresponding to every impacts created.
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Figure 12. User Interface History
On the “New activity”, depicts the I/O Menu, which allows the user to enter
the folder name as well as the bridge name. The user can also specify the bridge's
placement and length. This screen also shows the user's name, GPS coordinates,
and the test activity's Start Time. The user can pick between 0.5 meter and 1 meter
interval impacts. These settings will be available via a drop-down menu, allowing
for further customization based on the user. The distance traveled by the test
activity can also be displayed on the UI. The "START" button will start the testing.
After that, the "START" button will change to "PAUSE," and the user can use this
button to temporarily halt the gadget. When the testing begins, the gadget will
make an impact when pushed at the specified interval. A result will be displayed
on the right side under results, indicating whether it is bonded or debonded. There
is also a bonded and debonded counter under the result that counts how many
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bonded or debonded were recorded. The "STOP" button completes the test activity
and returns you to the Main Menu.
Figure 13. User Interface I/O Menu
The flow of the device App is graphically represented in Figure 14. The
Software Flow begins with a user interacting with an app that will act as a server
for the device. The user's name would be copied as a record for the operation's
information via the User Interface (UI). The user must first log in with their personal
account, which, if valid, will take them to the main menu, where they must first go
to the settings menu to change the current date and time. This menu will also show
the status of the GPS's connectivity. The user can then select to browse prior tests
in the data history or to begin a new test activity.
The user will enter relevant information such as the name of the bridge, the
place where the test will be conducted, the length of the bridge, and the frequency
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of each impact on the new activity page. The user can then start gathering data.
The user can halt the process at any moment during the activity to reposition or
relax if necessary, then resume the activity without fear of losing the current data
or having to create a new test activity. When the system is turned on, it will
determine and analyze if the impact sound input is bonded or debonded, and then
show the outcome. When the user deems the activity complete, they can stop it,
which saves all of the acquired data into a folder with the name provided by the
user. The user will then be redirected to the main page, where they can either
begin a new test activity or logout. If the user chooses to logout, the application will
take them back to the login menu, where they can either log in with a different
account or exit the program.
Figure 14. Software Flow of the Device App
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Training
Since the device will be trained to determine the interlayer condition whether
it is bonded or debonded the researcher needed first to know on what are this
condition.
The interlayer condition and its frequency behavior are shown in Table 18.
The analyst of Decision Matrix Analysis of Impact Sounding Test Method to
Determine Interlayer Condition of Concrete Bridge Deck tested and proved this
table. The analyst ran several experiments on a real bridge, and the results were
shown in a graph to show how the amplitude and frequencies behaved. At the
same time, the analyst took into account the physical condition of each test's
surface. The conclusion were that there is four different interlayer condition
(Rosales, Lee, Kim, & Park, 2017).
Table 18
Interlayer Conditions and their Frequency Behavior
CONDITION FREQUENCY SPECTRA VISUAL INSPECTION
Severe Peak frequency less than 600 Hz Deterioration depth is greater than 25 mm.
Asphalt concrete is heaved. Traces of moisture
are remarkable
Debonded Peak frequency of 1,000 to 1,300 Hz, Asphalt concrete is completely detached from the
peak amplitude higher than 50 Pa2/Hz concrete deck
Fair Peak frequency of 1,000 to 1,300 Hz, Surface of concrete deck shows minor scaling
peak amplitude lower than 50 Pa2/Hz
Good Peak frequency higher than 1,500 Hz Good condition, no inspected damage on the
surface of concrete deck
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A frequency graph of debonded condition data is shown in Figure 15. The
highest point achieved on the graph on the y-axis was used to determine the peak
amplitude, while the frequency was determined on the x-axis where the peak
amplitude occurred. The peak amplitude in this data is greater than 50 Pa2/Hz, at
a frequency of 1,000 to 1,300 Hz. This graph's behavior reveals that the data's
interlayer condition was classified as debonded, implying that the asphalt was
separated from the concrete deck.
Figure 15. Debonded Condition Data
A frequency graph of severe condition data is shown in Figure 16. The
frequency of this data is less than 600 Hz. This type of information would indicate
a degradation depth of more than 25 mm.
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Figure 16. Severe Condition Data
A frequency graph of fair condition data is shown in Figure 17. The peak
amplitude in this data is less than 50 Pa2/Hz, at a frequency of 1,000 to 1,300 Hz.
This type of information indicates that the concrete deck's surface has some
modest scaling.
Figure 17. Fair Condition Data
A frequency graph of the data in good condition is shown in Figure 18. This
data shows a frequency of 1,500 Hz or greater. This type of information indicates
that the concrete deck's surface was not damaged during the inspection.
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Figure 18. Good Condition Data
The device was trained using the data sets of two conditions, the bonded
and debonded. The previous research title SCRUPI which gathered an ample
amount of impact sound data which data were used for analyzation and further
study, data were also used to train the device for the prediction if bonded and
debonded. Show in figure 19 are recording samples of and impact sound, figure
19.a shows a wave sample for a bonded and figure 19.b shows a wave sample of
debonded.
Figure 19.a. Sample frequency wave of a bonded
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Figure 19.b. Sample frequency wave of a debonded
With the use of Phyton, a program to train the device was created. By
uploading the data sets of the bonded and debonded sounds, the system will be
trained to identify the interlayer condition status through the sound recorded from
the impact. The convolutional neural network algorithm was used to classify the
recorded impact on which category will it fall if bonded or debonded basing on the
analyzed values of the data set. Show in figure 20 is the training flowchart.
Figure 20. Training Flow Chart
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Validation
To test the results of the device, the device will be tested on a slab. There
will be two types of slabs to be tested, a regular slab and a controlled slab. For
each slab there will be different sets of tests to be done.
Figure 21. shows a regular slab, with the size of 3ft in length, 3ft in width
and 6 inches in height created with pure concrete. The slab will be created perfectly
and with no hidden voids. The regular slab will be sectioned into 9 equal parts
composed of 1x1 ft or 12x12 inch per section. To validate the accuracy of the
device, the device should be able to identify if the slab contains any interlayer
condition. Since the slab is created perfectly the results for these slab are said to
be bonded.
Figure 21. Regular Slab Dimensions
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Shown on figure 22 is the actual regular slab to be used to test the accuracy
of the device.
Figure no 22. Regular Slab
Figure no 23. shows a controlled slab, it has a dimensions of 3ft in length,
3ft in width and 6 inches in heght, the same dimensions with the regular slab. It is
a controlled slab because the slab was implanted with different objects to have
deformities or voids within it. The controlled slab was implanted with materials such
as metal bars, styrofoam, plastic container and plastic strips. These said object are
implanted 3 inch within the slab. Using these materials which will act as voids, the
hollow or air spaces that they created will act as an interlayer condition. To test the
accuracy of the device, the controlled slab will also be devided into 9 sections with
the dimensions of 1x1ft or 12x12 inches per sections. Hidden in section one will
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be the styrofoam, for its interlayer status it is debonded. On section two are the
plastic strips, there are huge amounts of air spaces in this section and section is
said to be debonded. Section three will impanted with a plastic container, status
for these section is debonded. From sections four to nine, metal bars are implanted
and since these metal bars are solid and has no air spaces and now covered with
concrete results are said to be bonded. Now basing on the setted results, to
determine the accuracy of the device it should be able to detect on which section
are bonded and debonded.
Styrofoam Plastic strips
Metal Bars Plastic container
Figure no 23. Controlled Slab
Using the impact sound created by the device by hitting the slab, the device
will be tested in to different sets of tests and needs to determine the condition of
the slab and identify which part of the slab has these voids or interlayer condition.
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PROJECT COST ANALYSIS
Shown in table 19 are the components used and total cost of the project.
Some of these materials were customized and fabricated in the machine shops or
metal welding shops, therefore, prices vary depending on the charges applied by
the shops.
Table 19. Project Cost Analysis
COMPONENTS QUANTITY COST(Php) TOTAL

Inductive Proximity Sensor 1 248.00 248.00
Motolite Enduro NS40 Battery 1 4,200.00 4,200.00
Arduino Uno R3 1 350.00 350.00
Raspberry Pi 4 Model B 1 3,500.00 3,500.00
Condenser Boundary Microphone 1 4,800.00 4,800.00
60N Solenoid 1 485.00 485.00
Raspberry Pi Touch Screen LCD 1 3,500.00 3,500.00
Racker switch 1 80.00 80.00
GPS Module 1 500.00 500.00
DC-DC Buck Converter 1 200.00 200.00
DPDT RELAY 2 250.00 500.00
Connecting wires 1 400.00 400.00
Car battery adapter 2 50.00 100.00
A4tech PK-835 Camera 1 700.00 700.00
HDMI cable 1 250.00 250.00
Chassis
-1x1x1.5 Tubular metal 1 1,500.00 1,500.00
-½ Plat sheet 1 2,500.00 2,500.00
-Metal Rod Shaft 2 300.00 600.00
-Hinges 5 10.00 50.00
-Bolt 4 15.00 60.00
Wheel 4 500.00 2000.00
Metal Hammer 1 120.00 120.00
26,643.00
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CHAPTER IV
PROJECT EVALUATION
This chapter provides discussions on the overview of the implementation
and evaluation, project fabrication and simulation, prototype evaluation, testing
and results, and assessment.
PRESENTATION OF RESULTS BASED ON OBJECTIVES
Device performance
The device performance was measured with tree categories. First is to its
precise control movement. The device is designed having 4 fixed wheels and not
having an omni-directional wheel. Since the device has no omnidirectional wheel,
the device only performs on a straight line.
Figure 24 shows the right-side wheels of the device. It shows that it has no
multi directional wheel and only move forward and backwards.
Figure 24: Right Side Wheels
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Figure 25 shows the left-side wheels also showing that it has no multi-
directional wheel and only moves forward and backward.
Figure 25: Left Side Wheels
The device is also manually operated in terms of movement. The wheels
of the device are free wheel and not using any motors so for the device to move
forward it is needed to be pushed. The device only runs with a speed of a regular
walking human speed.
At the inner part of the left front wheel a proximity sensor is placed and is
used to trigger the solenoid for its every full rotation. A full rotation of the wheel is
equal to .5 meters, by that for the device to be triggered in a full one meter the
wheel need to fully rotate twice. Because of the placement of the proximity sensor
the solenoid hammer is being controlled on when to impact. Shown in figure 26 is
the placement of the proximity sensor to the device and to the wheel for it to be
triggered.
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Figure 26: Triggering of Proximity Sensor
Figure 27 also shows the software having 2 options for the distance when
to be triggered, a .5-meter value and a 1-meter value. By selecting these values
on the drop-down box, it determines the distance of every impact.
Figure 27 Impact Interval Selection
Figure 28 shows the value of distance travelled with respect to the impact
counter. Distance travelled is measured through meter. The impact counter was
separated into to and show how many bonded or debonded results with respect to
all impacts created.
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Figure 28: Impact and Distance counter
Since the device now generates a continuous impact, impact created were
recorded using the microphone. Figure 29 show the collection of recorded sounds
from the created impact. The recorded sounds are saved as a .wav file.
Figure 29: Recorded Sounds
A sample of recorded audio file of the impact represented in wave forms are
shown in figure 30a and figure 30b. Figure 29.a show a sample frequency of a
bonded audio file and figure 29.b shows a sample frequency of a debonded audio
file.
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Figure 30.a: Sample Bonded wave Figure 30.b Sample Debonded wave
The device also has the capability to store data gathered from every testing
as shown in figure 31. Not only it records the sound created by the impact it also
records the values of the impact sound through a “.csv” file, the details inputted by
the user for the testing, the GPS coordinates where the impact was created in a
“.txt” file and also the image of a top layer of the pavement where the impact was
made with a “.png” file.
Figure 31: Gathered Data Files
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Figure 32 shows the collection of all data recorded for each and every
impact. All data were recorded real time just right after the impact were created.
Figure shows the values of the sound impact through .csv file
Figure 32: Sample CSV File output
Figure 33 shows the information details of the testing which were inputted
by the user.
Figure 33: Test Activity Details
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Figure 34 shows a sample of the GPS coordinates where the impacts were
created. GPS coordinates were saved through a “.txt” file extension.
Figure 34: GPS Coordinate Sample
Figure 35 show a sample image of the pavement surface layer taken by the
device’s camera.
Figure 35: Pavement Surface Sample
Sample pavement images shown in figure 34 are the pavement surface of
where the impact was created. It only shows the top layer condition and has
nothing to do on identifying the interlayer debonding. It may only show if there are
cracks or damage in certain areas.
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Validation
To test the devices output in determining the interlayer debonding condition
the device was tested on a slab. For the testing there will be two types of slabs to
be used, a solid regular slab and a controlled slab.
Figure 36 shows the regular slab to be tested. The regular slab is fully
concrete and has a dimension of 3x3ft in size and should not have any voids or
any interlayer debonding. The slab was divided into 9 sections, where per section
has a measurement of 1x1ft or 12x12 inches where the impacts sounds were made
and to be recorded.
1 1 2 2 3 3
4 5 6
4 5 6
7 8 9
7 8 9
Figure 36: Sectioned Regular Slab
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Table 20 shows the number of testing done at the regular slab sections.
Five sets of testing were created to check the accuracy of the device on the regular
slab. All nine sections of the slab were tested five time with the impact and from
test 1 up until test 5 all resulted “Bonded”. Since the slab was created correctly
and was expected to have a result of “Bonded”, the testing for the regular slab was
accurate.
Table 20: Results of testing on Regular Slab
Impact on Results of testing on Regular Slab

Slab sections
Test #1 Test #2 Test #3 Test #4 Test #5
1 Bonded Bonded Bonded Bonded Bonded
Figure 37 shows the controlled slab to be tested. The slab was divided also
into nine sections. The controlled slab was implanted with different objects for it to
have deformities act as an interlayer debonding condition.
The controlled slab was divided also into 9 sections and each section is
consist of 1ftx1ft and all sections were tested five times.
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1 2 3
4 5 6
7 8 9
Figure 37: Controlled Slab
Table 21 shows the discussion of the testing which were taken on the
controlled slab. On section one, five sets of tests were taken, on test one the result
of the section was bonded, then on the second test it was debonded, third test was
also debonded then test four and test five were bonded. Section on was implanted
by Styrofoam’s and by that, the device cannot accurately determine the status of
section one. Because of the Styrofoam being solid, bonded results take place but
also the Styrofoam containing small amounts of air spaces results sometimes
changes to debonded making it inconsistent.
Section two was implanted by plastic strips, since there are too much air
spaces inside it is expected to be debonded. Testing on section two all showed the
same result from test one to test five being debonded.
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Section three was implanted with a Tupperware so there is a huge
noticeable air space within it so it was expected to be debonded, but the
Tupperware was not centered on section three making is some part concrete some
part hollow. Section three showed the debonded result from test one up until test
five.
Section four up to section nine were implanted metal bars. Since metal bars
where solid materials were no air spaces created in the slab expected output were
bonded. Section four up to section nine were tested five time and all sections had
the same results on those five-test resulting bonded.
Table 21: Results of testing on Controlled Slab
Impact on Results of testing on Controlled Slab

Slab sections
Test #1 Test #2 Test #3 Test #4 Test #5
1 Bonded Debonded Debonded Bonded Bonded
2 Debonded Debonded Debonded Debonded Debonded
3 Debonded Debonded Debonded Debonded Debonded
The results of bonded and debonded shown in the tables are the analysis
of the device after every impact sound and is displayed by the device as shown in
the following figure 38.
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Figure 38a, shows the display of the “Bonded” result. White “Bonded” text
with green background.
Figure 38a. Bonded Result Display
Figure 38b, shows the display of the “Debonded” result. White “Debonded”
text with red background.
Figure 38b. Debonded Result Display
Bridge Testing
The device was also tested in two bridges in Batangas City, namely the
“Bridge of Progress” and the “Kalumpang Bridge”. Only portions of both bridges
were taken just to get some data sample and try what the device would gather.
Shown in figure 39 are the bridges that were data sampled.
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Figure 39a: Bridge of Progress
Figure 39b: Kalumpang Bridge
Both bridge was sampled by the researcher by running the device in some
portions of the bridge. This is also to chech the capability of the device to gather
data. The device was push along the sides of the bridges to gather data and to
check the interlayer debonding condition of the bridge.The gathered data are just
for data sampling and there were no validations used to check the accuracy of the
gathered datas on the bridge but this samples may be forwarded to the office of
the DPWH for further analysis. As shown in figure 40 are the data sampls for bridge
of progress.
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Figure 40: Data Samples of Bridge of Progress
Figure 41 shows the details of the testing for Bridge of Progress.
Figure 41: Bridge of Progress Details
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Shown in figure 42 are the data samples gathered at the Kalumpang Bridge.
Figure 42: Data Samples of Kalumpang Bridge
Shown in figure 43 are the details of testing for Kalumpang Bridge
Figure 43: Kalumpang Bridge Details
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CHAPTER V
CONCLUSIONS AND RECOMMENDATIONS
This chapter provides a discussion on the synthesis, the conclusions and
the recommendations of the developers in the completion of the project.
Summary
Upon testing of the device, the device having four fixed wheels for it not to
turn in any direction for it to be pushed on an accurate strait line was achieved.
Once the device reached the end point of its run and will be needing to make a
turn, the front wheels of the device need to be lifted a bit and the device will easily
controlled to make a turn.
The device produced a continuous generation of impact on every test
operation. The solenoid was set to make impact once the proximity sensor was
triggered. The device has two options for the impact interval having the values of
.5 meter and 1 meter. A one full rotation of the wheel is measured to trigger the
proximity sensor on a value of .5 meter, having the device make an impact for 1
meter need a two full rotation of the wheel. The two interval values are also used
to determine the distance travelled by the device which could be seen on the lcd
screen. During operation the impacts are being counted on the impact counter,
counter is divided into two categories which are bonded and debonded. Once a
bonded or debonded impacts were recorded the bonded/debonded counter
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increments and it sums to the number of total impacts. Once device is operated
and being continuously pushed it also generates continuous impact as expected.
Since the device operate with continues impacts, those impact are to be
recorded with the use of the microphone placed near the solenoid hammer. During
operation, once the device created an impact the impact sound was recorded and
saved with a “.wav” file extension. The device also gathers the impact sound data
on real time. The microphone captures the impact sound right after the impact was
created and being stored directly to its memory storage. To check the stability of
the recording of the microphone to every impact, the impact sound recording count
should match the total count of impact. Upon checking the test history of the device
to see the recordings, the researcher had verified that the impact sound recording
count matched the total count of the impact. At this point continues recording of
data sound was achieved.
The researched also observed that once the device operates too long and
exceeds the assumed maximum time and experiences power loss the solenoid
stops to make impact and the microphone stops to record impact sounds, which
are expected to electronic devices to not function properly on low power.
Upon testing operation to test the accuracy of the device, the device was
tested on two different types of slabs.
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The regular slab was created to have no imperfection and expected to be
fully bonded on all nine sections once tested. The results of the device on the
regular slab were all bonded making the test to the regular slab correct. Five set
of test were taken on the regular slab on each of the nine sections, each one of
the result identified “Bonded” which makes the device accurate on the regular slab.
The controlled slab was created with implanted object for it to have
imperfection and that imperfections to act as an interlayer condition. Some parts
of the controlled slab are expected to have a “debonded” result and others so be
“bonded”. Five sets of testing were done to each of the nine sections of the
controlled slab which objective was to determine and identify which section has an
interlayer condition. One of the sections of the controlled slab specifically section
one could not be determine accurately having unstable reading of condition, the
researcher assumes that the Styrofoam which is a solid still contain a minimum air
space inside which causes a minimum change in value which result to an unstable
reading. Sections two up to section nine tested and resulted accordingly upon the
five sets of testing.
The device is capable of gathering and storing data in real time. For every
impact created there are different kinds of data being stored. First once an impact
is made the impact sound will be recorded and be saved in a “.wav” file format
along with a “.csv” file for the data values of the impact. Second, it stores the
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information details of the operation which are inputted by the user. Data’s from the
operation are saved in a “.txt” file format, by the use of the GPS the coordinates
were the impact was taken are stored and saved into a “.txt” file format and lastly
a camera that captures the image of the top surface layer of the pavement or
concrete and saves it on a “.png” file format.
All set of files are being created after each and every impact. All files are
viewable on the testing history of the device.
Conclusion
1. Device functionality
• The device performs precise movement in terms of moving strait and
creates impact on the chosen impact interval.
• On a distance of 20 meters, 40 impacts were created with the
.5meter impact interval value and 20 impacts on the 1-meter value
therefore the device is able to generate continuous impact sound.
• With the 20 created impact sounds, 20 impact sound was recorded
therefore the device is able to continuously record sound data.
2. Impact sound are being recorded right after each impact; data are viewable
on the device. Therefore, the device is capable of storing data in real time.
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3. Device performance
• 45 impact tests were conducted on the regular slab, the device got a
score of 45 over 45. Device had performed 100% accuracy on
regular slab.
• 45 impact tests were conducted on the controlled slab, the device
got a score of 42 over 45. The device works with a 93.33% on the
controlled slab.
Recommendations
Based on the results of the results and conclusions, even though the system
was effective and was functioning properly, the following are recommended for
further development:
1. Create or train a device that would identify the four interlaying conditions
from Good, Fair, Debonded & Severe.
2. Provide wheel brakes to prevent slipping on inclines.
3. Search for a better GPS module that has better connectivity.
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Batangas State University

PAVEMENT DEBONDING DETECTION DEVICE USING IMPACT SOUND

MARK JOHN FEL T. RAYOS

Batangas State University

This thesis entitled: “PAVEMENT DEBONDING DETECTION DEVICE

JEFFREY S. SARMIENTO, DEng

Approved by the Committee on Oral Examination with a grade of ______.

JESSIE A. MONTALBO, PhD

ENRICO M. DALANGIN, PhD JEN ALDWAYNE B. DELMO, MSCpE

RHOWEL M. DELLOSA, PhD CHRISTINA AMOR M. ROSALES, PhD

Accepted and approved in partial fulfillment of the requirements for the

Comprehensive Examination: Passed

____________ REYNATO A. GAMBOA, PhD

Batangas State University

Title: PAVEMENT DEBONDING DETECTION SYSTEM USING IMPACT

Researcher: Mark John Fel T. Rayos

Program: Master of Science in Computer Engineering

Adviser: Jeffrey S. Sarmiento

code and the layout of the circuit.

Batangas State University

slab and bridges.

Batangas State University

Batangas State University

Batangas State University

Table No. Title Page

Batangas State University

Figure no. Title Page

Batangas State University

Batangas State University

limitation of the project.

Background of the Study

changes, vehicle-inflicted damage or faulty asphalt installation, and deterioration

asphalt and concrete.

temperature increases and lowers, it causes damage to the pavement. Pavements

Excess moisture collects or becomes trapped in a region of the structure that

Batangas State University

underlying layer, resulting in broken layers or lost materials patches.

An existing study addresses how to determine the debonding of structure

sound produced by applying a non-destructive force to a material's surface reveals

directly connected to a laptop after a commercial hammer was dropped at an

Pi for Under-Pavement Investigation or ISCRUPI only can accumulate data using

Batangas State University

Objective of the Study

record interlayer debonding using impact sounding technique.

1. To determine the functionality of the device through its performance of the

a. Precise control of its movement

b. Continuous generation of impact sound

c. Continuous recording of sound data

2. To gather a real time sound data during its operation

3. To determine the performance of the device in classifying bonded and de-

Significance of The Project

The fundamental hardware for studying the interlayer condition using

Batangas State University

benefit the Government Risk Reduction Agency. As a result, comprehensive safety

management and rehabilitation may be implemented.

Scope and Limitations

A controlled device that generates continuous impact, with each successive

to the previous design, having a battery with a substantial amount of stored

impact sound whether it is bonded or debonded.

Batangas State University

two conditions, the bonded and debonded.