Method and system for determining minimum thickness of uncoated road base

Abstract

The present disclosure relates to a method and system for determining the minimum thickness of an uncoated road base. The device can request design parameters and geosynthetic material parameters through a server with a design module engine; the device can obtain design parameters and geosynthetic material parameters of an uncoated road project on a server with a design module engine, wherein the design parameters include at least traffic parameters, base parameters and subgrade parameters; by calculating the base deformation accumulation and the subgrade deformation accumulation, the minimum thickness of the base corresponding to the design parameters and geosynthetic material parameters of the uncoated road is determined. The device can determine the minimum thickness of the base corresponding to the design parameters and geosynthetic material parameters of the uncoated road by calculating the base deformation accumulation and the subgrade deformation accumulation.

Description

[0001] Cross-index This application claims the benefit and priority of Chinese Patent Application No. 202311580463.5, filed November 23, 2023, entitled “Method, Electronic Device and Medium for Determining the Minimum Thickness of Uncovered Road Subbase”, and U.S. Provisional Patent Application No. 63 / 664,896, filed June 27, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of computer technology, and more specifically to a method, system, application program, storage medium, and electronic device for determining the minimum thickness of an uncovered road base layer to ensure the safe operation of vehicles on uncovered roads. Background Technology

[0003] An unpaved road is a road where an unbonded aggregate layer is laid directly on the existing ground or roadbed. It is called an "unpaved road" because there is no permanent surface paving, such as asphalt (flexible pavement) or cement concrete (rigid pavement), and the wheels of vehicles are directly supported on the aggregate layer.

[0004] The thickness of the base course is used to determine the appropriate loads and traffic volumes for various vehicle types on the surface of unsurfaced pavements. To achieve the desired performance of unsurfaced pavements (e.g., no excessive deformation after repeated passage by specific types of vehicles), the calculation of this base course depends on many factors. Previously, these calculations lacked the ability to supplement or modify variables, to account for computational modeling, and to derive components based on constantly changing parameters / variables. Furthermore, there were difficulties in visually representing and understanding the value and material savings based on the application of geotechnical reinforcement materials such as geogrids, geotextiles, etc. Therefore, there has long been an urgent need to develop improved methods and systems to calculate the minimum base course thickness required to support loads, estimate material usage, and determine load-bearing capacity under various application scenarios to determine the most efficient use of the base course and support structures in unsurfaced pavements. Summary of the Invention

[0005] This application provides a method and system for calculating the minimum thickness of the base course of an uncovered road. In some aspects, the technology described herein relates to a method for determining the minimum thickness of the base course in an uncovered road project, comprising: requesting design parameters and geosynthetic parameters via a server having a design module engine; obtaining the design parameters and geosynthetic parameters of the uncovered road project from the server having the design module engine, wherein the design parameters include at least traffic parameters, base course parameters, and subgrade parameters; and determining the minimum base course thickness corresponding to the design parameters and the geosynthetic parameters of the uncovered road by calculating the cumulative deformation of the base course and the cumulative deformation of the subgrade.

[0006] In some aspects, the technology described herein relates to a method in which the traffic parameters further include construction traffic parameters, wherein the construction traffic parameters include at least one of the following: the area of ​​the project and the types of vehicles used in the project, the traffic volume range of the project, or the axle throughput of the project. Furthermore, the axle throughput of the project is calculated based on standard wheel loads and the number of passes, or based on specific wheel loads, tire width, tire radius, tire pressure, wheel configuration, offset, and the number of passes.

[0007] In some respects, the technology described herein relates to a method in which the traffic parameters further include: in-service traffic parameters for construction, wherein the in-service traffic parameters include at least one of the following: the traffic volume range of the project, or the axle throughput of the project, the traffic volume range of the project being calculated based on the types of vehicles used in the project and the number of visits.

[0008] In some respects, the technology described herein relates to a method in which the base layer parameters include at least one of unit weight, surface rutting depth, maximum aggregate size D100, and average aggregate size D50.

[0009] In some respects, the techniques described herein relate to a method in which the subgrade parameters include at least one of soil type, plasticity, subgrade strength, separation of geosynthetic materials, subgrade protection grade, or waterlogging design.

[0010] In some respects, the techniques described herein relate to a method that also includes providing a server with preset design parameters and preset geosynthetic material parameters to determine the minimum thickness of the base layer.

[0011] In some respects, the technology described herein relates to a method in which geosynthetic parameters are obtained by: determining geosynthetic parameters from a dataset corresponding to the identification information in response to an identification information request from a design module engine on a server, the dataset including a correspondence between the identification information and the geosynthetic parameters.

[0012] In some respects, the techniques described herein relate to a method that further includes determining, by at least one of table lookup, simulation, or modeling, the minimum thickness of the uncovered road base course corresponding to the design parameters, or the design parameters and the geosynthetic parameters of the uncovered road.

[0013] In some respects, the techniques described herein relate to a method for determining the minimum thickness of the base course of an unsurfaced road corresponding to design parameters, or design parameters and geosynthetic material parameters, by at least one of table lookup, simulation, or modeling.

[0014] In some respects, the technology described herein relates to a method in which the unsurfaced road comprises a roadbed and a base course with a specific strength, wherein the base course with a specific thickness H is located on the side of the roadbed away from the earth's center.

[0015] In some respects, the technology described herein relates to a method that further includes determining the minimum thickness of the base course by determining the permanent deformation of the base course after N wheel loads P (N being a positive integer) are applied to an unsurfaced road. and the permanent settlement of the roadbed Based on the permanent deformation of the base layer and the permanent settlement of the roadbed Determine the permanent surface settlement of the uncovered road. Based on permanent surface subsidence Determine the surface rutting depth *r* of the unsurfaced road. If the surface rutting depth *r* does not meet the subgrade protection level and / or the maximum permissible rutting depth, adjust the base course thickness *H*, and repeat the above steps until the surface rutting depth *r* meets the subgrade protection level and / or the maximum permissible rutting depth, thus determining the minimum thickness of the base course for the unsurfaced road. The subgrade protection level includes at least three protection levels, each corresponding to a different maximum permissible rutting depth.

[0016] In some respects, the technology described herein relates to a method for permanent surface subsidence. Including the first surface subsidence and cumulative surface subsidence, where cumulative subsidence is related to the cumulative coefficient and the initial surface subsidence. Related.

[0017] In some respects, the technology described herein relates to a method in which permanent surface subsidence Including the first surface subsidence First settlement of roadbed and the first deformation at the grassroots level .

[0018] In some respects, the technology described herein relates to a method in which permanent surface subsidence With the first surface subsidence The relationship is: , where α is related to the maximum permanent strain that may occur on the ground surface in the first load cycle, and β is related to the number of load repetitions.

[0019] In some respects, the technology described herein relates to a method based on permanent surface subsidence. Determining the surface rutting depth r of an uncovered road includes: if there is permanent surface subsidence If the depth is less than or equal to the depth threshold, then permanent surface subsidence occurs. Equal to the surface rut depth r of an uncovered road; if permanent surface subsidence If the depth exceeds the depth threshold, the surface rut depth r of the uncovered road is related to the permanent surface settlement. In some respects, linear correlation is used, and the following formula is used to determine the cumulative deformation of each layer: .

[0020] In some respects, the technology described herein relates to a method that further includes: determining the equivalent channelized wheel passage number N' of the uncovered road via the ECWP; replacing the wheel passage number N of the uncovered road with the equivalent channelized wheel passage number N' via the ECWP.

[0021] In some respects, the technology described herein relates to a method that further includes: determining a first cost of an unsurfaced road without geosynthetic material; determining a second cost of an unsurfaced road with geosynthetic material; determining a cost saving, which is the difference between the first and second costs; outputting at least one of the second cost or the cost saving, and geosynthetic material parameters. The cost of the unsurfaced road varies with the minimum thickness of the base course.

[0022] In some respects, the technology described herein relates to a method that further includes: obtaining visualization data by visualizing at least one of the design parameters, the geosynthetic material parameters, the first cost, the second cost, the cost savings, and the minimum thickness of the uncovered road base course; and outputting the visualization data.

[0023] In some respects, the technology described herein relates to a method in which the geosynthetic parameters are exemplified by a geogrid.

[0024] In some aspects, the technology described herein relates to a system for determining the minimum thickness of the base course of an unsurfaced road project, comprising: an application on a server, wherein the application obtains design parameters and geosynthetic parameters for the unsurfaced road project, wherein the design parameters include at least traffic parameters, base course parameters, and subgrade parameters; and a design module engine stored in a processor of the server, wherein the design module engine determines the minimum thickness of the base course corresponding to the design parameters and geosynthetic parameters of the unsurfaced road by calculating the cumulative deformation of the base course and the cumulative deformation of the subgrade.

[0025] In some aspects, the technology described herein relates to a system in which traffic parameters include construction traffic parameters, wherein the construction traffic parameters include at least one of the following: the area of ​​the project and the types of vehicles used in the project, the traffic volume range of the project, or the axle throughput of the project. Furthermore, the axle throughput of the project is calculated based on standard wheel loads and the number of passes, or based on specific wheel loads, tire width, tire radius, tire pressure, wheel configuration, offset, and the number of passes. Attached Figure Description

[0026] The objectives, features, and advantages of the embodiments of this application will become readily understood by referring to the accompanying drawings, which include: Figure 1 This is a schematic diagram of an exemplary graphical user interface for an application scenario of the method and system for determining the minimum thickness of an uncovered road base layer, as described in the embodiments of this application. Figure 2 This is a system schematic diagram of the method and system for determining the minimum thickness of an uncovered road base layer, as described in the embodiments of this application. Figure 3 A flowchart illustrating a method for determining the minimum thickness of the base layer of an uncovered road, as described in this application embodiment; Figure 4 This is a schematic diagram illustrating the determination of the minimum thickness of the base layer based on design parameters. Figure 5 This is a flowchart illustrating a method for determining tire contact area according to an embodiment of this application; Figure 6a This is a schematic diagram showing the contact area between the tire and the uncovered road base layer. Figure 6b This is a schematic diagram showing the contact stress between the tire and the uncovered road base layer. Figure 7 This is a flowchart illustrating a method for determining load-bearing capacity according to an embodiment of this application; Figure 8a This is a schematic diagram of the contact area of ​​a single bicycle tire. Figure 8b This is a schematic diagram showing the contact area of ​​dual tires; Figure 9 A flowchart illustrating a method for determining the impact of wheel drift on uncovered roads according to an embodiment of this application; Figure 10 A schematic diagram illustrating the composition of permanent surface subsidence; Figure 11 A schematic diagram illustrating the hyperbolic relationship between the bearing capacity of the base layer and its permanent deformation. Figure 12 A schematic diagram of the T-value method for determining the bearing capacity of roadbed; Figure 13 To calculate the contact area of ​​the dual tires and M T The agreed-upon values ​​of B and L during the process; Figure 14 A schematic diagram illustrating the hyperbolic relationship between bearing capacity and permanent settlement of viscous subgrade; Figure 14 A comparative diagram of simple permanent deformation accumulation models; Figure 15 A comparative diagram of permanent deformation accumulation models; Figure 16 Schematic diagram of the permanent deformation accumulation model for various soil types; Figure 17 For high M T A schematic diagram illustrating the performance of uncovered roads under certain conditions; Figure 18 A flowchart illustrating a method for determining the impact of wheel drift on uncovered roads according to an embodiment of this application; Figure 19 This is a diagram illustrating tire deviation. Figure 20 A schematic diagram showing the depth of deformation and settlement; Figure 21 A schematic diagram showing the depth of ruts; Figure 22 This is a schematic diagram showing the relationship between surface settlement and rut depth measured in a full-scale traffic test; Figure 23 This is a schematic diagram showing the relationship between subgrade stiffness E and subgrade CBR. Figure 24a This is a structural schematic diagram of a geogrid. Figure 24b This is a schematic diagram of another structure of geogrid; Figure 24c This is a schematic diagram of another structure of geogrid; Figure 25 To conduct a full-scale test to verify the effect of laying geogrid NX750 on surface rutting on uncovered roads; Figure 26A flowchart illustrating another method for determining the minimum thickness of the base layer of an uncovered road, as exemplified in this application. Figure 27 A block diagram of an apparatus for determining the minimum thickness of the base layer of an uncovered road, according to an embodiment of this application; Figure 28 This is a block diagram of an apparatus for determining tire contact area according to an embodiment of this application; Figure 29 This is a block diagram of an apparatus for determining load-bearing capacity according to an embodiment of this application; Figure 30 This is a block diagram of an apparatus for determining surface ruts on an uncovered road, according to an embodiment of this application. Figure 31 This is a block diagram of an apparatus for determining the effect of wheel drift on uncovered roads according to an embodiment of this application; Figure 32 A block diagram of an apparatus for determining the minimum thickness of the base layer of an uncovered road, according to an embodiment of this application; Figure 33 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application; Figure 34 This is a schematic diagram of the structure of a mobile phone in an embodiment of this application; and Figure 35 This is a schematic diagram of a server structure in one embodiment of this application. Detailed Implementation

[0027] Unsurfaced roads are roads constructed with one or more unbonded base layers and without hard surfaces such as asphalt, concrete, or Portland cement concrete. Typical unsurfaced roads can be made of soil, gravel, or crushed stone. The advantage of unsurfaced roads is their low construction cost, but the disadvantages include uneven surfaces and susceptibility to environmental factors such as weather events, which are exacerbated by vehicle traffic. Factors such as soil stability and drainage need to be considered when designing unsurfaced roads. The stability and usability of unsurfaced roads can be improved by adding gravel and compacting the soil to form a base layer.

[0028] The performance of unsurfaced roads is typically expressed as rut ​​depth. If the rut depth becomes excessive, it can impede vehicle traffic and require repair. Excessive deformation can also cause roads to deteriorate more rapidly because it allows fine aggregates to migrate from the subgrade into the base course, resulting in poor drainage.

[0029] The following factors influence the base course: various types of materials, such as crushed stone and clay, can be used; different application scenarios may require base courses with different reliability levels; and different traffic volumes may require base courses of varying thicknesses. Therefore, determining the accurate base course thickness has become an urgent problem to be solved.

[0030] Symbol Explanation , , ,

[0031] The technical solution provided in this application can effectively address problems such as: given a wheel load P passing along a proposed road N times and the subgrade strength, what base course thickness H is required to prevent excessive road deformation? The subgrade strength can be represented by the California bearing ratio (CBR). Furthermore, a technical solution is provided to determine, given a wheel load P passing along a proposed road n times and a specific subgrade strength (CBR), the required base course thickness H to maintain the surface rutting depth below 40mm to 75mm.

[0032] See Figure 1 The diagram illustrates an example graphical user interface for an application scenario of the method and system for determining the minimum thickness of an uncovered road base layer, as described in this application.

[0033] See Figure 1 Users can access the server via a webpage or application (APP) on their terminal devices, or open the application on the host machine. The system can accept, or generate based on, user input, at least one of the following parameters: traffic parameters (such as estimated road traffic volume, axle load, tire pressure, tire size, etc.), base course parameters (such as aggregate material description, gradation, density, etc.), subgrade parameters (such as soil description, particle size, plasticity, strength), or geosynthetic material parameters (such as geogrid product model, the degree of influence of geosynthetic materials on the base course and / or subgrade, such as the degree of improvement in the performance of the base course and / or subgrade against repeated cyclic loads, such as the degree of improvement in the strength of the base course and / or subgrade, such as the degree of improvement in the dynamic deformation modulus of the base course and / or subgrade, such as the degree of improvement in the bearing capacity of the base course and / or subgrade, etc.). Furthermore, users or clients can send at least some of the above design parameters to the server, allowing the server to determine the base course thickness information corresponding to the preset parameters based on at least one method, such as a pre-built model, real-time simulation calculation, or table lookup. This thickness information is a base layer thickness given after comprehensively considering various factors of the actual application scenario (which can be well represented by the above design parameters). It can better meet the needs of the application scenario and minimize the consumption of subgrade materials, thereby reducing the paving cost of unsurfaced roads.

[0034] One aspect of this application is to generate approximate layers in real time based on input parameters and the algorithm to be used, and update their visual inspection results. Therefore, the base layer can increase the load-bearing capacity of vehicles and be visually presented to provide users with a deeper understanding of the design methodology. In one aspect, stable layer 100 and unstable layer 110 are shown for comparison. As parameters are integrated into each layer, such as subgrade 150, large aggregate 140, and fine or small aggregate 130, and calculated in real time, the calculation method can be customized and compared for design selections.

[0035] Furthermore, after determining the minimum thickness of the base layer, the server can send this minimum thickness to the client or industrial control equipment, allowing users to access construction information or for the industrial control equipment to perform paving construction based on this minimum thickness. To better assist users in engineering design and cost budgeting, the server can also calculate the paving cost of unsurfaced roads, the paving cost of using different types of geosynthetics, and corresponding cost savings based on user-input design parameters and predicted base layer thickness information. Of course, the server can further recommend geosynthetics based on the amount of cost savings.

[0036] All of the above information can be displayed graphically on the client side, allowing users to intuitively see information such as the required base layer thickness, laying unit price, and time cost for using geosynthetics. Alternatively, users can intuitively see the required base layer thickness, laying unit price, and time cost for using different geosynthetics. This facilitates users' decision-making from the perspective of project construction and cost.

[0037] See Figure 2 This illustrates a system schematic diagram of the method, electronic equipment, and medium used in this application embodiment for determining the minimum thickness of an uncovered road base layer. It should be noted that... Figure 2 The illustrations shown are merely examples of system architectures applicable to embodiments of this application, intended to help those skilled in the art understand the technical content of this application. In one instance, the method for determining the minimum thickness of an uncovered road base layer can be applied to a single host, eliminating the need for information transmission between the server and client.

[0038] like Figure 2 As shown, the system architecture 200 according to this embodiment may include terminal devices 201, 202, and 203, a network 204, and a server 205. The network 204 serves as a medium for providing communication links between the terminal devices 201, 202, and 203 and the server 205. The network 204 may include various connection types, such as wired or wireless communication links or fiber optic cables.

[0039] Users can use terminal devices 201, 202, and 203 to interact with other terminal devices and server 205 via network 204 to receive or send information, such as sending design parameters to server 205 and receiving information from server 205, such as base layer thickness, preset design parameters, cost information, and graphical display information. Terminal devices 201, 202, and 203 can be equipped with various communication client applications, such as engineering management applications, simulation applications, database applications, drafting applications, web browser applications, instant messaging tools, email clients, and social media platforms. Users can use terminal devices 201, 202, and 203 to view the aforementioned information from the server.

[0040] Terminal devices 201, 202, and 203 include, but are not limited to, desktop computers, tablets, laptops, smartphones, and other electronic devices that can support functions such as internet access and information display.

[0041] Server 205 can receive requests and design parameters from terminal devices, and obtain at least one of the following by executing a method on the design module engine to determine the minimum thickness of the base layer of the uncovered road, such as base layer thickness, cost information, or graphical display information. It then returns at least one of the aforementioned information from the design module engine to terminal devices 201, 202, and 203. For example, server 205 with a design module engine can be a host server, server cluster, backend management server, cloud server, etc.

[0042] See Figure 3 This document illustrates a flowchart of a method for determining the minimum thickness of the base course of an unsurfaced road, according to an embodiment of this application. In this example, the method may include operations S310 to S320. In operation S310, the design module engine acquires design parameters, or acquires design parameters and geosynthetic material parameters. Design parameters may include traffic parameters, base course parameters, and subgrade parameters. In this embodiment, the design parameters and / or geosynthetic material parameters may be obtained from a client device, input by the user on the host, or generated by the system based on input information such as the project site location, project weather, soil type, life cycle requirements, vehicle traffic volume, or other parameters; this application does not limit the scope of these parameters.

[0043] Traffic parameters characterize the expected traffic volume on unpaved roads. Taking vehicles as an example, these parameters include the number of vehicles traveling on the unpaved road within a certain time period, the number of axles passing through, and the number of tires passing through. Additionally, vehicle weight is also a traffic parameter, characterizing the vehicle's tare weight and load when passing through the unpaved road. Furthermore, vehicle tire parameters also affect the base course thickness of the unpaved road. For instance, narrow tires and wide tires have different contact areas and lengths with the base course under the same load, resulting in different stresses on the base course. To overcome the effects of these different stresses on the base course, different base course thicknesses are required.

[0044] For example, traffic parameters include construction traffic parameters. Construction traffic parameters include at least one of the following: the area of ​​the project and the types of vehicles used in the project, the traffic volume range of the project, or the axle throughput of the project.

[0045] For example, traffic parameters include construction traffic parameters and in-service traffic parameters. Construction traffic parameters can be referenced in the previous embodiment. The traffic volume range and / or in-service traffic parameters of the above-mentioned project are calculated based on the types of vehicles used in the project and the number of visits. The axle throughput or in-service traffic parameters of the project are calculated based on the following factors: standard wheel load and number of passes, or, specific wheel load, tire width, tire pressure, wheel configuration, offset, and number of passes.

[0046] Base course parameters characterize base course properties, such as base course material type and number of base course layers. Base course material types include clay, silt, organic clay, organic silt, peat, fine sand, coarse sand, and gravel, etc. Different materials have different stiffness, viscosity, unit weight, and density. For granular aggregates such as coarse sand and gravel, aggregate parameters can be further refined, such as the maximum aggregate particle size D100, the average aggregate particle size D50, or the aggregate particle size range. One or more base courses can be laid, and the material type and laying process (such as whether compaction is involved) of each layer can be the same or different. Furthermore, geosynthetic materials can be laid between or within different base courses to enhance the base course performance.

[0047] For example, base parameters include at least one of unit weight, surface rutting depth, maximum aggregate size D100, or average aggregate size D50.

[0048] Subgrade parameters are used to characterize subgrade properties, such as subgrade material type and subgrade construction. Subgrade material types include clay, silt, organic clay, organic silt, peat, fine sand, coarse sand, and gravel. Different materials have different stiffness, viscosity, unit weight, and density. To simplify the model, reduce the computational burden of determining base course thickness, and improve response speed, subgrade parameters can include equivalent parameters such as the California Bearing Ratio (CBR) for characterization.

[0049] For example, subgrade parameters include at least one of the following: soil type, plasticity, subgrade strength, separation of geosynthetic materials, subgrade protection level, or water accumulation design. Among them, soil types include, but are not limited to: high plasticity clay, low plasticity clay, high plasticity silt, road base course, sand, low plasticity silt, and ballast.

[0050] Geosynthetic parameters are used to characterize the effects of geosynthetics on the base course and / or subgrade. Geosynthetics include geogrids. Parameters such as geogrid material, shape, thickness, and stacking method have different effects on the base course and / or subgrade. For example, geogrid materials can include plastic geogrids, steel-plastic geogrids, fiberglass geogrids, and high-strength polyester geogrids. Furthermore, numerous studies have found that geogrid shape and thickness significantly affect the reinforcement performance of the base course. For example, geogrid shape includes the shape and arrangement of the geogrid openings, such as square, rectangular, hexagonal, trapezoidal, and triangular openings. Geogrid stacking methods include single-layer, double-layer, triple-layer, and multi-layer geogrids. For example, geogrids may incorporate multiple layers of polymer, such as upper and / or lower outer surfaces with foam structures. Modification of the upper and / or lower outer surfaces can reduce the required amount of polymer and improve the geogrid's embedding effect on aggregates. Specifically, this can be achieved by transforming the polymer in those layers from a solid, i.e., continuous structure into a porous structure, i.e., a structure in which multiple voids, cavities, pores, cracks, bubbles, holes or other types of openings (i.e., porous openings) are dispersed.

[0051] Each of the above parameters can be input into the design module engine, or obtained by the design module engine through database queries or data table insertion.

[0052] It should be noted that adding geosynthetics to the base course will alter its parameters. For example, it may increase the base course's material stiffness and viscosity. The specific amount of change can be determined through experimental calibration, simulation, or modeling. For instance, the impact of geosynthetics on the base course can be characterized by the percentage increase in material stiffness or viscosity. Similarly, the impact of geogrids on the mechanical properties of the base course can be determined through mechanical calculations. Furthermore, the impact of geogrids on the mechanical properties of the base course can be determined through calibration.

[0053] Furthermore, to improve the convenience of users inputting design parameters, the above method can also include the following operation before obtaining design parameters from the client: sending preset design parameters to the client so that the client can display the preset design parameters for selection. Specifically, users can select the required product model from a variety of existing products to determine the geosynthetic material parameters from the database based on the product model. For example, product models include: biaxial geogrid, triaxial geogrid, multiaxial sandwich geogrid, or co-extruded sandwich composite geogrid, etc.

[0054] In some embodiments, to further improve the convenience of user input of design parameters, or to enable users to input design parameters they are less familiar with, the product type can be input by entering the product model number, thereby realizing the input of design parameters. Specifically, geosynthetic material parameters can be obtained in the following way: First, identification information from the client is obtained, which is used to identify the geosynthetic material. Then, in response to the identification information, the geosynthetic material parameters corresponding to the identification information are determined from a dataset, which includes the correspondence between the identification information and the geosynthetic material parameters. The product model number can be represented using specific characters.

[0055] It should be noted that users can input some or all of the above-mentioned traffic parameters, base course parameters, subgrade parameters, and geosynthetic material parameters according to the application scenario requirements. In some embodiments, multiple parameters are required; if the user does not input certain parameters, the client can display prompts to help the user input complete design parameters. In some embodiments, some of the above parameters are required, such as traffic parameters and base course parameters. Some of the above parameters are not required, such as geosynthetic material parameters (which can be used to calculate the case where geogrid is not laid). In some embodiments, for parameters required during model calculations but not provided by the user, recommended or average parameters can be automatically supplemented.

[0056] In operation 320, determine the minimum thickness of the base course for the uncovered road corresponding to the design parameters, or the design parameters and geosynthetic material parameters.

[0057] Deformation typically manifests as rut ​​depth; excessive deformation can obstruct vehicle traffic. It can also lead to poor drainage, accelerating pavement aging. Related design methods may be based on a narrow set of observations or require significant assumptions to determine the minimum thickness of the base course, thus limiting their application.

[0058] Figure 4 This is a schematic diagram illustrating the determination of the minimum thickness of the base layer based on design parameters. See also... Figure 4The minimum thickness of the base course for an uncovered road, corresponding to design parameters or design parameters and geosynthetic material parameters, can be determined through mechanical calculations. For example, mechanical calculations can be used to determine the minimum base course thickness H of 420 mm required to prevent excessive deformation of the uncovered road when it passes N times under a wheel load of 410P along the proposed road (with a subgrade strength of 430 mm for a specific CBR). This is necessary to ensure that the rutting depth on the ground surface is less than the preset rutting depth or meets the subgrade protection level.

[0059] For example, the Lees Approach to Applied Mechanical Stabilization (LAAMS) design method disclosed herein overcomes the shortcomings of the aforementioned related design methods. Based on extensive laboratory tests, small-scale and large-scale field tests, it describes the characteristics of the problem from a true mechanical perspective. Furthermore, to improve computational accuracy for uncovered roads, a series of complementary methods are provided to calculate tire contact area, load-bearing capacity, surface rutting, and elastic deformation, incorporating the effects of wheel sway, as disclosed in this application.

[0060] In some embodiments, in order to improve response speed and reduce computational resource consumption, the minimum thickness of the base course of the uncovered road corresponding to the design parameters or the design parameters and geosynthetic material parameters can be determined by at least one of the following methods: table lookup, simulation, or modeling.

[0061] For example, extensive calibration work can be conducted, using previously acquired field data to design parameters and determine the correspondence between characteristic design parameters and base course thicknesses for various application scenarios. For the characteristic design parameters for each application scenario, the corresponding base course thickness can be determined directly by looking up a table. For design parameters other than the characteristic design parameters, interpolation can be used to determine the corresponding base course thickness. Furthermore, extensive calibration work can be used to determine the correspondence between characteristic design parameters and intermediate calculation results for various application scenarios, and then the correspondence between intermediate calculation results and base course thickness can be determined based on the constructed model. Various methods, such as table lookup, simulation, interpolation, or modeling, can be used interchangeably, and no specific method is limited here.

[0062] For example, the aforementioned mechanical calculation process involves many intermediate results, such as permanent deformation of the base course, permanent settlement of the subgrade, initial settlement of the subgrade, initial settlement of the base course, cumulative settlement of the subgrade, cumulative deformation of the base course, bearing capacity of the base course, load transfer efficiency of the granular layer, bearing capacity utilization factor, rutting depth, and equivalent number of passes. Determining all these intermediate results using mechanical calculations would require enormous computational resources and significant time costs. To reduce computational resource consumption and improve response speed, at least some of these intermediate results, along with the final results, can be determined or verified through simulation.

[0063] For example, a mechanical calculation system can be at least partially abstracted into a mathematical or computer model through modeling, which can effectively reduce the consumption of computing resources and improve the response speed. The objects of modeling can refer to the intermediate results involved in the simulation, etc., which will not be listed one by one here.

[0064] In some embodiments, the unsurfaced road includes a layered base course and a subgrade with a specific strength, wherein the base course 420 with a specific thickness H is located on the side of the subgrade furthest from the earth's center. Accordingly, determining the minimum thickness of the base course of the unsurfaced road may include the following steps: First, determine the permanent deformation of the base course after the unsurfaced road has undergone N wheel loads P. Permanent settlement of the roadbed N is an integer greater than zero. The parameters, such as the number of passes (N), base layer thickness H, wheel load P, and permanent deformation of the base layer, can be determined through various methods including mechanical calculations, calibration, simulation, or modeling. Permanent settlement of roadbed The correspondence between them.

[0065] Then, based on the permanent deformation of the base layer and permanent settlement of roadbed Determine the permanent surface settlement of uncovered roads For example, permanent surface subsidence of uncovered roads. It is a permanent deformation of the base layer. and permanent settlement of roadbed The result of the addition operation.

[0066] Next, based on permanent surface subsidence Determine the surface rutting depth *r* of uncovered roads. This can be achieved through various methods such as mechanical calculations, calibration, simulation, or modeling to determine permanent surface settlement. The relationship between surface rutting depth r. For example, permanent surface subsidence. The relationship between the surface rut depth r and the surface rut depth is linear or a piecewise function.

[0067] If the surface rutting depth r does not meet the subgrade protection level and / or the maximum permissible rutting depth, adjust the base course thickness H and repeat the above three operations until the surface rutting depth r meets the subgrade protection level and / or the maximum permissible rutting depth, in order to determine the minimum thickness of the base course for unsurfaced roads.

[0068] In some embodiments, the above method may also include the following operation: outputting the minimum thickness of the base layer of the uncovered road.

[0069] In this embodiment, after determining the minimum thickness of the base course for the uncovered road, the minimum thickness information can be displayed on a screen coupled to the host computer. Alternatively, after determining the minimum thickness of the base course, the minimum thickness can be sent to a client for display. The minimum thickness can also be sent to industrial control equipment, such as control equipment for laying the base course, to automate the laying process and allow the equipment to lay a base course of a specific thickness.

[0070] This application embodiment can determine the minimum thickness of the base course of an uncovered road based on design parameters characterizing user needs, or design parameters and geosynthetic material parameters. The design parameters include traffic parameters, base course parameters, and subgrade parameters, which can objectively and accurately characterize the application scenario. This is more accurate than determining the minimum base course thickness based on narrow observations or requiring significant assumptions. Furthermore, this application embodiment can provide accurate base course thicknesses for various scenarios and engineering requirements, enabling the uncovered road to minimize base course thickness while meeting performance requirements, reducing base course material usage, and achieving a balance between performance and cost. By utilizing a processing engine, such as a design module engine configured in the application, which receives input information and calculates / derives inputs and parameters based on selected variables, the cost and scale of the minimum base course thickness for the uncovered road can be determined.

[0071] Another aspect of this application provides a method for determining tire contact area using a design module engine, applicable to the server side. Specifically, the tire contact area can be calculated based on at least one of a specific wheel load, tire width, tire pressure, and wheel configuration. Furthermore, the contact length can be calculated based on the tire contact area and tire width, such as a contact length of tire contact area and tire width (tire width) B. T The result of the division operation.

[0072] Figure 5 This is a flowchart illustrating a method for determining tire contact area according to an embodiment of this application. See also... Figure 5 The method for determining the tire contact area includes operations 510 and 530. In operation 510, base parameters, wheel load P, and tire width B are obtained from the client.

[0073] In this embodiment, the base course parameters include the base course material type and the number of base course layers. The base course material types include clay, silt, organic clay, organic silt, peat, fine sand, coarse sand, and gravel, etc., with different materials having different stiffness, viscosity, unit weight, and density. Furthermore, the base course parameters may also include the maximum aggregate particle size D100, the average aggregate particle size D50, or the aggregate particle size range. The base course can be laid in one or more layers, and the material type and laying process (such as whether it has been compacted) of each layer can be the same or different. In addition, geosynthetic materials can be laid between different base courses or within layers to enhance the base course performance. For example, the base course parameters include at least one of unit weight, surface rutting depth, maximum aggregate particle size D100, or average aggregate particle size D50.

[0074] Tire load characterizes the pressure exerted by the tires on the substrate. Tire load can be determined using factors such as vehicle weight and number of tires. Therefore, the client can send the vehicle weight and number of tires to the server, or it can send the tire load; there are no restrictions on this, and the design module engine can insert preset parameters. Tire width can be entered directly or determined based on the vehicle type.

[0075] In operation 520, the shape factor S corresponding to the base parameters, wheel load P, and tire width B is determined. γ In related technologies, wheel loads are assumed to be uniformly distributed vertical stresses on the road surface, equal to tire inflation pressure, and the contact area is assumed to be circular. This method can accurately determine the average contact stress of paved roads, but on unpaved roads, tire inflation pressures often exceed the yield stress of the unpaved road base layer. This situation has become even more pronounced recently due to improvements in tire technology, which have led to increased truck tire inflation pressures.

[0076] Researchers initially considered standard axle loads and therefore used the fourth power law to estimate the impact of non-standard axle loads. However, the influence of vehicle tires in distributing axle loads to the road surface was not previously considered. The initial improvement involved estimating the tire contact area and tire inflation pressure. The assumption was that the contact stress equaled the tire pressure, and that this pressure acted on a circular contact area of ​​a suitable radius sufficient to balance the wheel load. While this assumption of equal tire contact stress works reasonably well on hard surfaces, it leads to a significant overestimation on deformable surfaces such as uncovered road base courses.

[0077] Therefore, through extensive research, the applicant discovered that the contact width depends on the tire tread width, while the contact length increases with increasing tire load, but is not significantly affected by tire inflation pressure. Therefore, this application adopts Hertz's frictionless elastic contact theory. Consequently, the contact length depends on the tire radius, tire load, tire stiffness characteristics, and road conditions. .

[0078] This new method for uncovered roads overcomes the shortcomings in measuring pressure and attempts to elucidate the true mechanical principles of the problem so as to be more widely applicable to various subgrade soil types, aggregate types, axle loads, tire sizes, and rut depths.

[0079] Vardanega and Bolton proposed a method for predicting the undrained settlement of circular foundations on clay based on the bearing capacity. The expression is: ,in The settlement is normalized by dividing by the foundation diameter B to become a dimensionless quantity. It is related to the degree of load-bearing capacity utilization M, where 1 represents full utilization and 0 represents zero utilization. It is the reference shear strain when the shear strength is utilized at 50% in an undrained triaxial compression test. The denominator 1.35 provides a way to compare the average strain in the utilization mechanism with the undrained settlement. A method relating settlement to the ratio of the foundation diameter B was proposed. Studies have shown that this method provides fairly accurate settlement predictions within a typical development level range of approximately 0.2 < M < 0.8. This application proposes a similar development capacity method for predicting permanent pavement settlement under initial wheel loads, but this method requires applicability to lower development levels of approximately 0 < M < 0.5 and is suitable for a two-layer support system consisting of an unsurfaced road base and an underlying subgrade. This method is particularly suitable for predicting permanent (plastic) deformation that depends primarily on the development of soil strength. Lees and Kelly successfully applied this method to predict cumulative subgrade deformation in their performance-based railway subgrade design approach. Through extensive finite element analysis studies, they derived hyperbolic relationships between developed subgrade shear strength and permanent strain, and between developed bearing capacity and permanent deformation under loading.

[0080] In one example, the Engineering Research and Development Center in Vicksburg, Mississippi, investigated the contact area of ​​tires on an unpainted roadbed. Two-wheeled vehicles with wheel loads P of 10.3 or 6.6 klbs (45.8 or 29.3 kN) and P of 100 or 120 psi (689 or 827 kPa) were driven onto and parked on a compacted typical roadbed. The contact area was determined by spraying paint on the bottom of the tires, and then the unpainted area beneath the tires was measured.

[0081] The measured contact area and the corresponding calculated average contact pressure are as follows: Figure 6a and Figure 6b As shown. Lines 610 and 630 represent predictions based on Hertzian contact theory, while line 620 indicates a prediction based on the traditional tire inflation pressure method. Hertzian contact mechanics provides a formula for calculating the linear elastic deformation of solids under frictionless contact. The Hertzian stress equation for a parallel cylinder is shown below: ,in In the formulas, P is the contact force, L is the cylinder length, d is the indentation depth, E is the Young's modulus of the cylinder, and v is the Poisson's ratio of the cylinder—Equation 1. a = √(16πd) / (πd)—Equation 3. Therefore, this method adopts the Hertzian contact stress equation for frictionless contact of linear elastic parallel cylinders.

[0082] In addition, in some embodiments, the above method may also include the following operations. First, design parameters or design parameters and geosynthetic material parameters are obtained from the client. The design parameters include at least one of traffic parameters, subgrade parameters, and geosynthetic material parameters. Then, in response to obtaining the design parameters or design parameters and geosynthetic material parameters, the minimum thickness of the base course of the uncovered road corresponding to the tire contact area, design parameters, or tire contact area, design parameters, and geosynthetic material parameters is determined. The tire contact area is an intermediate result used in calculating the minimum thickness of the base course; the calculation methods for the other intermediate results and the minimum thickness of the base course can be found in the relevant sections of this application and will not be detailed here. Next, at least the minimum thickness of the base course of the uncovered road is output.

[0083] For example, after determining the minimum thickness of the base course for an uncovered road, this minimum thickness can be determined by the design module engine based on parameters input from the client, or it can be generated based on the working conditions of the uncovered road. Alternatively, the minimum thickness of the base course can be sent to industrial control equipment, such as control equipment for laying the base course, to achieve automated control of the laying equipment to lay a base course of a specific thickness.

[0084] The embodiments of this application utilize the Hertzian contact stress equation for frictionless contact of linear elastic parallel cylinders to obtain the tire contact area suitable for uncovered roads. Input parameters include tire width, tire radius, wheel load, and the stiffness characteristics of the tire and road surface. The application of the Hertzian contact stress equation further improves the accuracy of the tire contact area calculation results. Based on the above improvements, it helps to enhance the accuracy of the minimum base layer thickness determined based on this tire contact area.

[0085] Another aspect of this application provides a method for determining bearing capacity. This static bearing capacity can be obtained through a two-layer calculation method.

[0086] See Figure 7 This is a flowchart illustrating a method for determining bearing capacity according to an embodiment of this application. Since Equations 5 and 6 assume infinite depth, the finite thickness of the base layer must be considered. Based on the solution derived for a rough, rigid strip foundation, a thin sand layer on a rough, rigid substrate has been derived. N γ and s The correction factor for y. As H / B (the ratio of thickness to width) decreases, It will increase significantly due to the suppression of the destructive mechanism, and s y tends to decrease. and s The correction factors for y are denoted as follows: and F s. When F When s is 1, the bearing capacity is not affected by the thickness of the base course; for typical subgrade materials φ The internal friction angle (H / B) value occurs when H / B is greater than approximately 1. Similarly, once H / B exceeds approximately 1, F s also remains at 1.

[0087] See Figure 7 The method for determining the bearing capacity includes operations 710 to 730. In operation 710, base course parameters, tire load, and tire width are obtained from the client. This first requires calculating the ultimate bearing capacity Qg of the base course based on the tire contact area geometry and the base course shear strength. Since the wheel load is applied to the surface, the burial depth bearing factor Nq is not required. Furthermore, since the uncovered road base course does not possess true cohesion, and its shear strength is defined here by the secant friction angle, the cohesion component is omitted.

[0088] Self-weight density bearing capacity coefficient commonly used in geotechnical engineering design and its corresponding shape factor s The formula for y is typically used for roadbed base materials with higher... φ The value of the internal friction angle often becomes inaccurate. To overcome these problems, Equations 5 and 6 were adopted.

[0089] Equation (5), Equation (6), It should be noted that when calculating the tire contact area, the dimensions of the rectangular contact area follow the convention that B ≤ L, see [reference]. Figure 8aWheel path deformation is constrained by a plane strain mode perpendicular to the wheel's direction of travel. Therefore, even if the tire width 820 is greater than the tire contact length 810, dimension B is equal to the tire width 820, see [reference]. Figure 8b The diagram shows a tire width of 810 and discloses a tire contact length of 830 for both wheels. Therefore, dimension B is assigned the subscript g. This is to distinguish it from the B value used in the roadbed deformation calculation, because the two values ​​will be different in the case of dual wheels.

[0090] Another aspect of this application provides a method for determining surface ruts on uncovered roads. Figure 9 This is a flowchart illustrating a method for determining the impact of wheel drift on an uncovered road, as described in an embodiment of this application. See also... Figure 9 The method for determining the impact of wheel drift on uncovered roads includes operations S910 to S940. In operation S910, design parameters or a combination of design parameters and geosynthetic material parameters are obtained from the client. The design parameters include traffic parameters, base course parameters, and subgrade parameters. The traffic parameters, base course parameters, subgrade parameters, and geosynthetic material parameters can be found in the relevant sections of other embodiments.

[0091] In 920, the permanent deformation of the base course is determined based on design parameters or a combination of design parameters and geosynthetic material parameters. and permanent settlement of roadbed Specifically, the permanent deformation of the base course corresponding to the design parameters or the design parameters and geosynthetic material parameters can be determined through mechanical calculations, calibration, simulation, or modeling. and permanent settlement of roadbed In 930, based on the permanent deformation of the base layer and permanent settlement of roadbed Determine permanent surface subsidence .

[0092] When calculating surface settlement in design module engines, related technologies either implicitly or explicitly consider only subgrade settlement and assume that surface settlement is consistent with subgrade settlement, with no settlement occurring in the base course. This method is quite effective for weak subgrades, as subgrade settlement accounts for the majority of surface settlement. However, as the subgrade becomes more robust, deformation within the base course accounts for a larger proportion of surface settlement.

[0093] In 940, based on permanent surface subsidence Determine the surface rut depth r. This can be based on permanent surface subsidence. The correspondence between the surface rut depth r and the surface rut depth r determines the surface rut depth r.

[0094] See Figure 10Using the LAAMS method, the permanent settlement of the roadbed (1030 mm) can be calculated separately. and permanent deformation of the base layer 1020 The contribution of each layer to surface settlement is calculated, and then summed to obtain the surface settlement 10¹⁰. Therefore, this method can be applied to a wider range of conditions, including those with relatively high-strength subgrades where base course deformation becomes significant. Furthermore, since the two layers have different properties, the rate of accumulation of permanent deformation during traffic also differs; therefore, treating the deformation separately improves the accuracy of surface settlement prediction under repeated traffic loads.

[0095] Specifically, the above correspondence can be expressed using a mathematical model. Through extensive experimental verification, this embodiment employs a piecewise function mathematical model. For example, based on permanent surface subsidence... Determining the surface rutting depth r of an unsurfaced road may include: if there is permanent surface subsidence If the depth is less than or equal to the depth threshold, then permanent surface subsidence occurs. Equal to the surface rut depth *r* of an uncovered road. If permanent surface subsidence... If the depth exceeds the depth threshold, the surface rut depth r of the uncovered road is related to the permanent surface settlement. Linear correlation.

[0096] The following is a calculation of permanent surface settlement. The process is illustrated by example.

[0097] In some embodiments, to reduce computational load, the initial surface settlement can be calculated first, and then the cumulative surface settlement can be calculated through modeling. For example, cumulative settlement can be calculated based on the initial surface settlement and a cumulative coefficient. Specifically, permanent surface settlement... Including the first surface subsidence And cumulative surface subsidence. Among them, cumulative surface subsidence is related to the cumulative coefficient and the initial surface subsidence, with the following relationship: It should be noted that the initial surface settlement can also be determined through mechanical calculations or calibration. The relationship between the land and cumulative surface subsidence is not specified here.

[0098] In some embodiments, to improve the accuracy of surface settlement, subgrade settlement and base course deformation can be calculated separately.

[0099] Specifically, the first surface subsidence Including: initial settlement of the roadbed and the first deformation at the grassroots level Surface cumulative settlement includes: subgrade cumulative settlement and base course cumulative deformation.

[0100] For example, cumulative subgrade settlement is based on α corresponding to the subgrade and the initial subgrade settlement. It is determined by the fact that α is related to the maximum permanent strain that may occur on the surface.

[0101] The cumulative deformation of the base layer is based on the α corresponding to the base layer and the initial deformation of the base layer. It was determined that.

[0102] In addition, the aforementioned permanent surface subsidence Other calculation methods can also be used. For example, based on permanent surface subsidence. and the first surface subsidence To calculate permanent surface settlement using the relationship .

[0103] Specifically, permanent surface subsidence and the first surface subsidence The relationship is shown in equation (7).

[0104] Equation (7), Among them, α is related to the maximum permanent strain that may occur on the Earth's surface.

[0105] In some embodiments, the initial deformation of the base layer can be calculated using methods such as calibration, table lookup, and interpolation. and the first settlement of the roadbed This helps reduce the consumption of computing resources and improve computing speed.

[0106] For example, for the first deformation of the base layer This can be obtained in the following ways. The above methods also include: utilizing the base bearing capacity utilization coefficient M. g The first value is obtained by finding the first correspondence; the first value is the initial deformation of the base layer. The ratio of thickness H to the tire width B is based on a first value and the tire width B. g Determine the initial deformation of the base layer Base bearing capacity utilization coefficient M g It is determined by the wheel load P, tire contact area, and base bearing capacity q. g The bearing capacity q of the base layer is determined. g Related to basic parameters.

[0107] For example, regarding the initial settlement of the roadbed This can be obtained in the following ways. The above methods also include: utilizing the subgrade bearing capacity utilization coefficient M. T The second value is obtained by finding the second correspondence; this second value represents the initial settlement of the roadbed. and tire width B T The ratio of the two values ​​is used to determine the initial settlement of the subgrade based on the second value and the thickness H. Roadbed bearing capacity utilization factor M T It is derived through reverse analysis of cyclic load plate tests and full-scale traffic tests, or the subgrade bearing capacity utilization factor M. T It was obtained through simulation.

[0108] Among them, the bearing capacity utilization factor M of the subgrade T It is determined by wheel load P, tire contact area, and roadbed bearing capacity q. T The bearing capacity q of the roadbed is determined. T Based on the bearing capacity q of the base layer g The load transfer efficiency T, thickness H, and tire width B of the base layer. T The load transfer efficiency T of the base course is determined by the strength ratio between the base course and the subgrade.

[0109] In one specific embodiment, permanent subgrade settlement is also a useful calculation result because it can indicate the likelihood of water accumulation (waterlogging) on ​​the subgrade surface. Waterlogging or water accumulation leads to subgrade aging and increased deformation, ultimately shortening the road's design life. Furthermore, subgrade settlement is more difficult to detect and repair than pavement settlement. Utilizing this characteristic, different subgrade protection levels can be adopted, allowing designers to choose reinforced designs that help extend the design life and reduce maintenance. For example, subgrade protection levels may include at least three protection levels, each corresponding to a different maximum permissible rutting depth.

[0110] The calculation of permanent settlement for each floor is carried out in two stages. First, the permanent settlement at the first loading is calculated, and then the cumulative settlement due to repeated loading is calculated.

[0111] For permanent settlement during the initial loading (i.e., initial settlement) Settlement calculations based on the effective bearing capacity, used in geotechnical engineering foundation design, can be employed. This is the ratio between the effective bearing capacity of the base course or subgrade and the total bearing capacity. It is particularly suitable for predicting permanent (plastic) settlement that depends primarily on the effective bearing capacity of the soil. The effective bearing capacity of the base course and subgrade (punching shear) is expressed as a ratio (M... g and M T ) represents the condition where 0 indicates no load is applied and 1 indicates that the bearing capacity is fully utilized (i.e., the mechanism of infinite permanent settlement).

[0112] Calculate the bearing capacity utilization factor M of the base course g First, it is necessary to calculate the load-bearing capacity q of the base layer based on the geometry of the tire contact area. g The calculation method is referenced in the relevant part of formula (4).

[0113] Figure 11An example of the hyperbolic relationship corresponding to equation (8) is shown, which allows estimation of the base deformation 1110 S that leads to permanent surface subsidence. g,N=1 The component is derived through inverse analysis of cyclic load plate tests and full-scale traffic tests. The value of 1.05 instead of 1.0 appears in the denominator because it takes into account that even if the bearing capacity of the base layer is fully utilized, 1120 (M) g =1), and it will not form a destructive mechanism, because when the wheel sinks into the base layer, its contact area will increase, and thus the contact stress will decrease.

[0114] Equation (8) Figure 12 A schematic diagram illustrating the T-value method for determining the bearing capacity of the roadbed (1222). See [link / reference]. Figure 12 The failure of the subgrade bearing capacity 1224 is caused by the punching shear 1214 of the base course 1210 and the classical bearing capacity 1200 shear mechanism 1222 in the underlying subgrade 1220. Equations (5) and (6) are used according to H / B T 1212 and the base load transfer efficiency T, which depends on the strength ratio of the upper and lower layers, are used to determine the ratio q. T / q s The results of a literature review, using centrifuge model testing and numerical analysis, were validated. Furthermore, adjustments were made to incorporate the benefits of mechanical stability of the upper particle layer.

[0115] See Figure 13 Bar (B / L=0) and square (B T / L=1) The bearing capacity is calculated using equations (5) and (6) respectively, and then any B is calculated by linear interpolation. T The bearing capacity of / L is the median value. In the case of a single wheel, the load-bearing width is 1310B. T The width is equal to 1320 mm, but in the case of dual tires, the load-bearing width is equal to the width of both tires because once the load is distributed downwards through the base layer, the effect of the two tires becomes combined. The permanent deformation of the roadbed is limited by a plane strain mode perpendicular to the wheel travel direction. Therefore, B T The size is equal to the width of a single or dual tire, even if that width is greater than the contact length; see [reference]. Figure 13 .

[0116] Figure 14 The hyperbolic relationship of equation (9) is shown. Figure 14 The hyperbolic relationship shown can be used to represent the permanent settlement component S of the roadbed. T,N=1The impact on permanent surface settlement was estimated

[1410] . It was derived through a back-analysis of cyclic load plate tests and full-scale traffic tests. The deformation accumulation model shown below assumes that the accumulation rate will continuously decrease as long as the subgrade performance

[1420] remains below the threshold level of M=0.5.

[0117] Equation (9) See Figure 15 Related technologies have proposed many relationships to describe the accumulation of permanent deformation in various types of soil. The two simplest formulas are probably Equation (10) and Equation (11), which are used for granular soil and clay soil, respectively.

[0118] Equation (10) Equation (11) ε p It is the plastic strain or permanent strain 1510, and N is a positive integer that is the number of repeated loading cycles 1520. Therefore, when N=1, A C is equal to the plastic strain after the first loading cycle. Subsequent permanent deformation is defined logarithmically by the power-law expression of parameter B in Equation (10) and parameter d in Equation (11). These parameters are often derived from repeated load triaxial (RLT) tests and validated over approximately 10,000 cycles. Tests with higher numbers of load cycles have shown that at high N values, the accumulation rate relative to logN slows down, which may lead to an overestimation of permanent deformation using Equation (10) or Equation (11).

[0119] like Figure 16 As shown in Equation (12), a new unified expression applicable to all soil types is derived for predicting the cumulative permanent surface settlement under repeated loading. It is expressed as the ratio of permanent settlement at the first loading, and therefore the ratio is 1 when N=1 (Ln N=0).

[0120] It increases with load repetition, eventually reaching a maximum value of (1+α), where α is the maximum permanent strain that may occur after the first load cycle. The maximum growth rate relative to Ln N occurs when half of α accumulates to a certain level, and the number of load repetitions required to reach this point is defined by the β parameter. Once the values ​​of α and β for high cycles (at least 10k for granular soils and at least 500k for clay) are determined through cyclic triaxial testing, it can be applied to most soil types.

[0121] Equation (12), Figure 16The cumulative model 1610 shown is applicable to the subgrade bearing capacity utilization factor M. T Below 0.5, to prevent ratchet deformation leading to breakage. However, observations indicate that even M T Beyond the critical value, unsurfaced roads may still withstand relatively few axle passes before reaching unacceptable levels of deformation.

[0122] Figure 17 These observations, obtained from numerous comprehensive traffic trials, demonstrate the achievement of permanent subgrade settlement. T The failure criterion requires 1710 axle passes, which is determined by the tire width B. T Normalized to 0.25 (equivalent to a settlement of 75 mm under a 0.3-meter width load) and M T 1720 Drawing. It is clear that fully utilizing the load-bearing capacity (M) T =1) This will lead to the failure criterion being met in just one pass, which is to be expected, and reaching 0.25 S T / B T The required number of passes will vary with M T The value decreases and then increases exponentially until it reaches a critical value of 0.5, as shown by the line and equation in the figure. Note that in the case of a mechanically stabilized base layer, the critical value may increase.

[0123] In the design, Figure 17 The equation shown is used to predict the axis passing through N. f The number of times to reach the specified failure criteria (in these high M) T In this case, assuming the permanent settlement of the surface equals the permanent settlement of the roadbed, when the design axle pass number N is greater than N... f When N is present, the base layer thickness needs to be increased. <N f In this case, the thickness can be reduced or linear accumulation can be assumed to interpolate and calculate the cumulative permanent settlement.

[0124] The permanent surface subsidence S determined in this embodiment P It is determined based on the initial surface settlement obtained from mechanical calculations and the cumulative surface settlement obtained from modeling based on that initial surface settlement. The initial surface settlement is a precise value obtained from mechanical calculations for different application scenarios, such as precise values ​​for different material types. This helps to improve the accuracy of the calculation based on the permanent surface settlement S. P The accuracy of determining the minimum thickness of the base layer is high. Combined with modeling to obtain cumulative surface settlement, this effectively reduces computational resource consumption and improves response speed. In summary, this embodiment achieves a good balance between prediction accuracy and response speed.

[0125] Another aspect of this application provides a method for determining the impact of wheel drift on unpaved roads. Laboratory traffic tests and related design methods typically employ or assume channelized traffic, meaning each wheel follows the same path as the previous one. This results in ruts along a clearly defined and narrow path. In reality, vehicles traveling consecutively do not perfectly follow the same wheel path. This leads to different wheel paths having different effects on the road (e.g., unpaved roads); some wheel paths may not deepen surface ruts but instead repair them. This embodiment, based on the above analysis, corrects the aforementioned problem from the perspective of adjusting the number of tire passes.

[0126] Figure 18 This is a flowchart illustrating a method for determining the impact of wheel drift on an uncovered road, as described in an embodiment of this application. See also... Figure 18 The method for determining surface ruts on an uncovered road includes operations S1810 to S1830. In operation S1810, the equivalent channelized wheel pass (ECWP) count N' of the uncovered road is determined. In this embodiment, by determining the equivalent channelized wheel pass (ECWP) count N' of the uncovered road, the defect in related technologies that treats the impact of different wheel paths on the road as the same is corrected. For example, if the wheel path deepens the rut depth, the equivalent channelized wheel pass (ECWP) count N' increases; if the wheel path reduces the rut depth (e.g., the wheel path covers the edge of the rut), the equivalent channelized wheel pass (ECWP) count N' decreases. Furthermore, wheel passes that do not affect deeper ruts can be ignored.

[0127] In operation S1820, the number of times the uncovered road passes through the ECWP is replaced with the equivalent channelized wheel passing through the ECWP, N'. Replacing the road passing through the ECWP with the equivalent channelized wheel passing through the ECWP, N', effectively corrects the influence of the wheel passing through the ECWP on the rut depth of the road.

[0128] In operation S1830, the permanent settlement of the ground surface is determined based on the number of times the equivalent channelized wheel passes through the ECWP N' and design parameters, or design parameters and geosynthetic parameters.

[0129] Specifically, the determination of permanent surface settlement based on the number of times the wheels pass through N and the design parameters can be found in the relevant parts of the above embodiments, and will not be described in detail here.

[0130] The following is an illustrative example of the calculation process for the number of times the equivalent channelized wheel passes through the ECWP, N'.

[0131] Figure 19 This is a diagram illustrating tire misalignment. See also: Figure 19The average wheel path at 1920 has lateral variations or deviations from 1950 on both sides at 1940. The rut calculation proposed in this embodiment also assumes channelized traffic, but as shown below, a method is introduced to correct the deviation of the axle pass number to the equivalent channelized wheel pass number N', thereby correcting the effect of the wheel path deviating from the average path at (1910, 1930).

[0132] In some embodiments, the equivalent number of channelized wheels passing through the ECWP, N', can be determined by modeling. Determining the equivalent number of channelized wheels passing through the ECWP, N', for an uncovered road can include the following operations.

[0133] First, determine the equivalent coefficient F for the number of wheel passes N on the uncovered road. N The equivalent coefficient can be an empirical value or a coefficient obtained through simulation.

[0134] Then, the number of passes N and the equivalent coefficient F of the uncovered road are calculated. N The result of the multiplication operation is used as the equivalent channelized number of times N' of the ECWP passes through the uncovered road.

[0135] The above method determines the correction coefficient N for the number of passes on uncovered roads through calibration or statistical methods. The advantage of this method is that it consumes fewer computational resources and has a fast response time.

[0136] In some embodiments, the equivalent number of channelized wheels passing through the ECWP N' can also be determined by simulation. Determining the equivalent number of channelized wheels passing through the ECWP N' for an uncovered road can include the following operations.

[0137] First, determine the mean wheel track position (MWP) where the maximum wheel track settlement will occur on the uncovered road.

[0138] Then, repeat the following operation N times to obtain the equivalent channelized wheel passing through ECWP N' for the uncovered road: If the distance of the wheel position from MWP is between 0 and 0.5 times the tire width B on both sides of MWP, then execute N'=N'+1; if the distance of the wheel position from MWP is between 0.5 and 1.5 times the tire width B on both sides of MWP, then execute N'=N'-1; if the distance of the wheel position from MWP is more than 1.5 times the tire width B on both sides of MWP, then execute N'=N'.

[0139] The above method simulates the impact of different wheel paths on rut depth based on the wheel path each time the wheel passes through, thus obtaining the equivalent channelized wheel passage number N' through ECWP. The advantage of this method is that the prediction results are more accurate.

[0140] In one specific embodiment, in most cases, the distribution of wheel paths around the mean should follow a normal distribution, with the mean path deviating from zero. The probability of deviation on each side of the mean is equal, and for practical purposes, the maximum deviation to one side will represent the standard deviation of the distribution. Three times. Therefore, a deviation from w is equivalent to .

[0141] On any uncovered road with a deviation from a normal distribution, the maximum wheel track settlement will occur at the mean wheel track position (MWP). Therefore, wheel track settlement prediction is performed at this location, adding a settlement increment to each equivalent channelized wheel via the ECWP. A full ECWP is added as long as the wheel deviates from the MWP by a distance less than half the tire width B on either side of the MWP.

[0142] When the offset is between 0.5 and 1.5 times the tire width, a partial reversal of the wheel's bulge or MWP settlement occurs as the wheel passes over it. This is equivalent to a reduction in the number of wheel passes, hence the need to subtract half of the ECWP. When the offset on both sides exceeds 1.5 times the tire width, the wheel moves away from the maximum operating point, so it can be assumed that no vertical displacement occurs at the maximum operating point when the wheel passes over it.

[0143] Assuming the number of wheel passes follows a normal distribution near the maximum operating point, the ECWP (Earned ECWP) is summed for a given number of wheel passes. The ECWP is then used as the N value to calculate permanent settlement. Since settlement accumulates faster in the early stages than later, deviations typically have a smaller impact on the design output. Therefore, even if the ECWP is much smaller than the actual number of wheel passes, a significant portion of the uncorrected settlement still occurs during these equivalent channelized wheel passes. The greater the deviation and the narrower the tires, the greater the difference in design output.

[0144] This embodiment fully considers the impact of wheel track deviation from the average wheel track on surface ruts by modifying the number of passes N, ensuring the accuracy of the surface rut depth determined based on the number of ECWP passes N' of the equivalent channelized wheel.

[0145] In some embodiments, based on the applicant's research and analysis, the permanent surface subsidence S obtained in the above embodiments is... P There is a difference between the surface ruts and the actual ruts affecting vehicle traffic. This embodiment aims to determine the impact of this difference on road performance, which helps to improve the accuracy of the base course thickness H determined in the above embodiments.

[0146] While some embodiments provide methods for determining permanent surface settlement, rut depth is a more common and useful performance criterion because it affects road accessibility. The difference between the two is as follows: Figure 20 and Figure 21As shown. Rut depth also provides a more suitable performance standard for the roadbed because it directly corresponds to the depth of potential water accumulation. However, directly estimating rut depth is more difficult because it depends both on the settlement under the wheel track and on the bulges that occur on both sides of the wheel track due to shear deformation.

[0147] To understand rutting and permanent surface subsidence S P The relationship between wheel track settlement (2030, 2040) and rut depth (2130, 2140) is analyzed in this embodiment based on the measurement results of wheel track settlement (2030, 2040) and rut depth (2130, 2140) in several full-scale traffic tests conducted on uncovered roads. Figure 22 Approximately 100 post-experiment survey data points for wheel track settlement and rut depth were plotted. These were obtained through fitting and other methods. Figure 22 As shown by the lines, a clear relationship is established; these lines are used to convert the calculated output of permanent surface subsidence into rut depth r.

[0148] In the design module engine, the maximum permissible surface rutting depth for unsurfaced roads is set as an input parameter. The program then uses the design module engine to determine the minimum base course thickness required to achieve the specified rutting depth under a given traffic load. In some cases, it may be necessary to increase the base course thickness to achieve a sufficient safety factor to prevent load-bearing failure; this will be indicated in the output, therefore the predicted surface rutting depth may be less than the specified value.

[0149] In addition, users can choose from three subgrade protection levels suitable for different applications, as shown in Table 1. To meet these requirements, the predicted subgrade rutting depth must meet the permissible values ​​shown. Higher subgrade protection levels may require increased base course thickness to meet specified surface rutting standards.

[0150] Table 1. Subgrade Protection Levels

[0151] The permissible rutting depth is considered a critical value for subgrade surface water accumulation, which accelerates subgrade degradation. Values ​​below 6 mm (1 / 4 inch) are considered within the tolerance range achievable during subgrade surface preparation during construction. Small, temporary water accumulation may occur, but capillary action within the base course is expected to dry it. If the rutting depth exceeds 12 mm (1 / 2 inch), severe water accumulation will occur, as capillary rise in the subgrade will be unable to absorb the water, and the water accumulation may persist for a long time.

[0152] It should be noted that some embodiments of this application also included elastic settlement analysis.

[0153] Elastic settlement involves the fully recoverable pavement displacement caused by wheels traveling on an unsurfaced road, which can be predicted relatively accurately under the linear elastic assumption. A parametric study was conducted using a linear elastic axisymmetric finite element analysis (FEA) model, with variations in the loading radius of the two pavement layers, base course thickness, and stiffness properties. In all cases, the Poisson's ratio n of the base course... i Both are 0.2. V was also... i Additional analysis, showing variations between 0.1 and 0.35, indicated that these variations had less than ±5% impact on the prediction results. This was taken into account when measuring v. t Due to the uncertainties and difficulties involved, elastic settlement was not used as an input parameter for the base layer in this embodiment, as its impact on the output is negligible. When the parameter was studied again, the change from no drainage (0.5) to drainage (0.2) resulted in an average change of approximately 8% in the predicted settlement value.

[0154] This method can be used to predict elastic settlement caused by traffic during construction (e.g., during layout and rolling), and can also be used to predict long-term elastic settlement, using construction and resilient modulus respectively.

[0155] The stiffness of the base course during construction can be measured or estimated. This largely depends on their relative density, and thus on compaction efficiency. This, in turn, depends on the strength and stiffness of the underlying subgrade. Therefore, based on the T-value method for predicting increased bearing capacity and field experience, the stiffness estimation relationship of the high-quality subgrade base course compacted on different CBR subgrades using typical methods is derived, such as... Figure 23 As shown. The subgrade stiffness E12310 is estimated based on measured values ​​or appropriate correlations from the literature.

[0156] This application's embodiments utilize base course parameters, subgrade parameters, geosynthetic material parameters, and traffic parameters to estimate the required base course thickness H to achieve a specified elastic settlement. Note that the effect of base course thickness H on elastic settlement is non-linear because the subgrade stiffness E2 has a smaller impact on surface settlement as base course thickness H increases. Therefore, a significant change in base course thickness H may be required to influence a significant change in elastic settlement. The aforementioned base course parameters, subgrade parameters, and geosynthetic material parameters include, but are not limited to, at least one of the following: maximum rutting depth, subgrade protection level, ultimate bearing capacity, overburden stress, bearing capacity coefficient, shape factor, tire width, contact length, load or transmission efficiency T, etc.

[0157] To facilitate a better understanding of the technical solution of this application, the following provides an exemplary description of geosynthetics.

[0158] Geosynthetics are products made from synthetic or natural polymer materials used for soil reinforcement, protection, and strengthening projects. They are typically made from polymers (such as polypropylene and polyester) or fiberglass and possess properties such as high strength, corrosion resistance, wear resistance, and tensile strength.

[0159] Geosynthetics have wide applications in civil engineering, including soil reinforcement, soil filtration, soil isolation, slope protection, retaining walls, and groundwater protection. They can provide soil stability and strength, reduce soil erosion and settlement, and increase soil permeability and filtration performance.

[0160] Taking geogrids as an example of geosynthetic materials, an illustrative explanation will be provided. Figures 24a-24c This is a schematic diagram of the geogrid structure.

[0161] Regarding the structure of geogrids, the ribs 2430 of a geogrid are defined as longitudinal or transverse. The direction parallel to the direction in which the geogrid is manufactured on a loom is called the longitudinal direction, machine direction (MD), or longitudinal direction. On the other hand, the direction perpendicular to the loom and the geogrid plane MD is called the transverse direction (TD) or cross-cut direction. In other words, longitudinal ribs are parallel to the manufacturing direction (also known as the machine direction); transverse ribs are perpendicular to the machine direction. Some mechanical properties of geogrids, such as tensile modulus and tensile strength, depend on the direction in which the geogrid is tested. In a geogrid, the intersection of longitudinal and transverse ribs is called a joint. Joints can be created in various ways, including weaving or knitting.

[0162] Regarding the production of geogrids, geogrids are manufactured through welding, extrusion, and / or weaving of materials. Extruded geogrids are produced from polymer sheets that are punched and stretched in one or more ways. Depending on how the polymer sheets are stretched, various hole types 2410 are formed. Stretching in one, two, or three or more directions can produce uniaxial, biaxial, triaxial, and various other multiaxial geogrids. Furthermore, high aspect ratio nodes 2420 may be formed at the intersections of the ribs 2430. Polypropylene (PP) or polyester (PET) fibers are commonly used to produce woven geogrids. In most cases, these fibers are coated to increase the abrasion resistance of the produced geogrid. Welded geogrids are manufactured by welding the joints of the extruded polymer braids. Geogrids can also be classified into two main categories based on their stiffness. Geogrids made from polyethylene (PE) or polypropylene (PP) fibers are typically rigid and not easily bent, with a flexural strength exceeding 1000 g-cm. Flexible geogrids are typically made from polyester (PET) fibers through a textile weaving process. Their bending strength is typically less than 1000 g-cm.

[0163] Geogrids are primarily used for reinforcement and / or stabilization applications. Geogrids can provide both closed and partially separated structures. Closure is achieved through an interlocking mechanism between the base aggregate particles and the geogrid openings. The interlocking efficiency depends on the distribution of the base aggregate particles and the opening size and aperture of the geogrid. For optimal interlocking, the ratio of the minimum aperture size to D50 should be greater than 3. The effectiveness of the interlocking depends on the in-plane stiffness of the geogrid and the stability of the geogrid ribs and connections. The reinforcement mechanisms of geogrid-reinforced infrastructure sections include lateral restraint (closure), increased load-bearing capacity, and the tension membrane effect. Lateral restraint of the aggregate base layer is a fundamental mechanism for geogrid-reinforced infrastructure. For example, a vertical load applied to the surface of infrastructure causes lateral expansion movement of the aggregate base layer material. When a load is applied to the surface of the infrastructure, tensile lateral strain is generated in the base layer, causing the aggregate to move outwards away from the load. Geogrid reinforcement of the infrastructure section restrains these lateral movements; this is known as lateral restraint. In this way, geogrid reinforcement changes the "failure location" from the weaker subgrade soil to the stronger base layer.

[0164] For example, the above-mentioned geosynthetic material parameters are parameters for a geogrid. For example, a geogrid includes hexagons and trapezoids and triangles surrounding the hexagons. For example, a geogrid includes at least one layer of polymer. For example, a geogrid is a multiaxial monolithic geogrid.

[0165] The geogrid comprises: a first set of generally linearly oriented strands extending at an acute angle relative to a first direction MD; a second set of generally linearly oriented strands extending at an acute angle relative to the first direction MD, and, considered from a second direction TD perpendicular to the first direction MD, the two sets of alternately oriented strands forming angles with the first direction MD at substantially equal and opposite angles; and additional generally linearly oriented strands extending along the second direction. Each joint connects four angled oriented strands and two additional oriented strands. Generally at each joint, the bifurcation between each pair of adjacent strands is oriented in a direction surrounding the bifurcation, thus creating a continuous orientation from one end of a strand, around the bifurcation, to the end of the adjacent strand.

[0166] For example, a ground grid is made by stretching and uniaxially orienting a plastic starting material with an array of holes. The ground grid has a length and width, including transverse bars extending across the width of the ground grid by interconnecting generally straight strands, at least some strands extending from one bar to the next at an angle of 3° to 7.5° relative to the bars. These angled strands alternately cross the width of the ground grid and form angles with squares perpendicular to the bars, having equal and relative angles. The angled strands extend into the bars.

[0167] See Figure 24b This illustrates a co-extruded multilayer sheet 2430, according to an embodiment of the invention, used as a starting material for a monolithic geogrid before a through-punch or recess is formed in the sheet. For example, the geogrid may include a second or intermediate layer using a foaming agent to provide foaming or expansion. The second or intermediate layer of the co-extruded multilayer sheet (designated herein as 320) forms an expanded or “foamed” structure. That is, according to this embodiment, a chemical foaming agent is mixed with the extruded polymer to form the second layer. Heat generated to melt the polymer decomposes the chemical foaming agent, resulting in the release of gas. The gas is then dispersed in the polymer melt and expands upon exiting the die. Figure 24b The view shows a side cross-section of a portion of the second layer of expanded or foamed geogrid as a monolithic triaxial geogrid. The view shows ribs 2410 and nodes 2420, where the nodes have a high aspect ratio for better aggregate locking.

[0168] For example, the structural materials of the first layer and the third layer can be the same or different from each other, preferably the same. For example, the structural materials of the second layer are different from those of the first and third layers. The advantages of the foamed implementation scheme of the prefabricated monolithic geogrid include not only reduced raw material costs and reduced geogrid weight, but also the desired physical and chemical properties of the foamed layer itself.

[0169] See Figure 24c The geogrid employs a repeating pattern of interconnected oriented strands and partially oriented connectors in an outer hexagonal pattern. Each outer hexagon supports and surrounds a smaller inner hexagon, defining three different shapes of openings in a single-layer multiaxial monolithic geogrid. Furthermore, to provide additional strength and stability, the geometry of the outer hexagons forms or defines multiple linear strands, or strong-axis strands or ribs, which extend continuously throughout the entire multiaxial monolithic geogrid without intersecting the interiors of other outer hexagons, thus adapting the geogrid for stabilizing aggregates (base course). It is understood that these continuous linear strands consist of oriented strands defining the hexagons and aligned along the same line or strand direction, and partially oriented connectors 2420. The continuous linear strands of the outer hexagons also form triangular openings between adjacent outer hexagons; these openings repeat throughout the geogrid and are not obstructed internally by other strands or ribs.

[0170] When formed in this way, the inner hexagon comprises six oriented strands (2410, 2430) that define a hexagonal opening unobstructed by additional strands or ribs. The inner hexagon is supported by these six oriented strands (2410, 2430) extending from the partially oriented connector of the outer hexagon to the corresponding corner of the inner hexagon, forming oriented three-nodes. The three-nodes have a much higher aspect ratio than the partially oriented connector and tend towards complete orientation. The six oriented strands, including the inner hexagon and the six supporting oriented connecting strands, together with the adjacent oriented strands of the outer hexagon, form six trapezoidal holes 2440.

[0171] The previous construction also creates a structure in which the inner hexagons are suspended, or floating, relative to the outer hexagonal structure. This structure allows the inner hexagons to shift upwards or downwards so as to "float" or bend, or deform, relative to the geogrid's main plane and continuous linear strands, which consist of oriented strands defining the outer hexagons and partially oriented connectors. Therefore, during aggregate placement and compaction, the floating inner hexagons enhance the geogrid's ability to bond, restrain, and stabilize the aggregates. This structure can be referred to as a "repeating hexagonal-in-floating-hexagonal pattern" or more simply a "hexagonal-in-floating-hexagonal pattern."

[0172] The aforementioned geogrid structure features ribs of varying widths and thicknesses, preferably maintaining a high aspect ratio, and different pore shapes and sizes to better accommodate different granular materials. Furthermore, increasing the number of directional ribs per unit area better constrains the repetitive geometry of the granular material. Additionally, increasing the number of angles formed between the directional ribs per unit area further enhances the constraint on the repetitive geometry of the granular material. Multiaxially stabilized geogrids require more novel characterization methods. The effectiveness of lateral restraint depends on the interaction between the soil and the geogrid; therefore, the geogrid mesh shape and stiffness are far more important than its strength.

[0173] Figure 25 Full-scale testing and verification of laying geogrid NX750 for uncovered roads (reference) Figure 24a and Figure 24b The study investigated the effects of NX-DEV (a specific type of NX grille) and surface rutting on the surface. It was found that the predicted and experimental values ​​showed a high degree of similarity, demonstrating that the method described in this application is highly accurate in determining the minimum thickness of the base course for unsurfaced roads, sufficient to guide engineering construction.

[0174] In some embodiments, to facilitate user decision-making, cost-related information can also be provided to the user based on the predicted minimum thickness of the base layer.

[0175] Specifically, the above method may further include the following operations. First, determine the first cost of the uncovered road, wherein the cost of the base course of the uncovered road changes with the design parameters, and no geosynthetic material is used in the uncovered road. Then, output the first cost of the uncovered road.

[0176] Furthermore, the above method may also include the following operations: If the design parameters include geosynthetic material parameters, determine the second cost of the uncovered road, wherein the cost of the base course of the uncovered road changes with the design parameters. Output the second cost of the uncovered road.

[0177] For example, the unit price of base course materials and time cost can be determined based on the minimum thickness of the base course. If geosynthetic materials are used, the cost of the geosynthetic materials needs to be determined based on the area to be covered. The construction cost can then be calculated.

[0178] In some embodiments, the method may further include the following steps: If the design parameters include geosynthetic material parameters, a second cost for the uncovered road is determined, wherein the cost of the base course of the uncovered road changes with the design parameters. Then, a cost saving is determined, which is the difference between the first cost and the second cost. The cost saving may include at least one of construction capital costs, construction time costs, and environmental costs. Next, at least one of the geosynthetic material parameters, the second cost, or the cost saving is output.

[0179] In some embodiments, at least some of the above-mentioned design parameters, intermediate results, costs, and other information can be visualized to improve intuitiveness.

[0180] For example, the above method may also include the following operations: First, visualize at least one of the design parameters, first cost, second cost, cost savings, and minimum thickness of the base course of the uncovered road to obtain visualized data. Then, output the visualized data.

[0181] Another aspect of this application provides an alternative method for determining the minimum thickness of the base course for uncovered roads. Figure 26 This is a flowchart illustrating another method for determining the minimum thickness of the base layer of an uncovered road, as exemplified in this application.

[0182] See Figure 26 This method is applicable to the client and includes operations 2610 to 2630. In operation 2610, design parameters or design parameters and geosynthetic material parameters are obtained. The design parameters include traffic parameters, base course parameters, and subgrade parameters. For example, the user can input design parameters to the client via an input device. Alternatively, the client can also input design parameters by inputting a configuration file. For detailed information on the design parameters, please refer to the relevant content in the above embodiments.

[0183] In operation 2620, a thickness request is sent to the server-side design module engine. The thickness request includes design parameters, or design parameters and geosynthetic material parameters. In addition to the aforementioned design parameters, the thickness request may also include information such as the server address.

[0184] In operation 2630, the minimum thickness of the base course for the uncovered road is received from the server. For example, in response to a thickness request, the server sends the base course thickness corresponding to the design parameters to the client.

[0185] In some embodiments, considering that the design parameters corresponding to the application scenario may include multiple parameters, and that user input of parameters is time-consuming, and that users may not be familiar with the value ranges of some design parameters, etc., the server can send preset design parameters and preset geosynthetic material parameters to the client (or the client can store the preset design parameters locally). This allows the client to display at least some of the preset design parameters and preset geosynthetic material parameters to the user, making it easier for the user to select and improving the ease of operation.

[0186] Specifically, before obtaining the design parameters, the above method may further include the following operations: First, obtain preset design parameters. Then, display at least a portion of the preset design parameters. Next, in response to user actions, apply the obtained design parameters using at least a portion of the preset design parameters as configured design parameters.

[0187] For example, the subgrade parameters in the preset design parameters can include material types, so the client can display options such as: clay, silt, organic clay, organic silt, peat, fine sand, coarse sand, gravel, etc.

[0188] In some embodiments, the design module engine can input the product model of the geogrid and extract relevant parameters from a data table to improve the convenience and accuracy of inputting geosynthetic material parameters.

[0189] Specifically, the design parameters include geosynthetic material parameters. Accordingly, obtaining the preset design parameters may include the following operations: First, at least one identification information is displayed. Then, in response to a selection operation, a target identifier is selected from the at least one identification information to be sent to the server. The server then determines the geosynthetic material parameters corresponding to the target identifier from a dataset, which includes the correspondence between identification information and geosynthetic material parameters.

[0190] In addition to its high convenience, the above method of inputting geosynthetic parameters allows suppliers to process geosynthetic parameters in a targeted manner, rather than wasting excessive resources on calculations, simulations, or modeling of unreasonable parameters entered arbitrarily by users (such as those representing products that manufacturers would not produce), and improves the accuracy of the output results.

[0191] In some embodiments, after receiving the minimum thickness of the base course of the uncovered road from the server, the method described above may further perform the following operation: display the minimum thickness of the base course of the uncovered road. This facilitates users in making decisions based on the minimum thickness of the base course of the uncovered road, such as whether to use geogrids.

[0192] In some embodiments, referring to the above-mentioned cost-related content, the method further includes: receiving at least one of the first cost, second cost, or cost savings of the uncovered road. The cost savings include: construction capital cost, construction time cost, and environmental cost.

[0193] In some embodiments, the client can visualize the aforementioned design parameters, intermediate results, and cost information to assist the user in decision-making. Specifically, the method may further include, firstly, visualizing at least one of the design parameters, the minimum thickness of the base course of the uncovered road, the first cost, the second cost, or the cost savings of the uncovered road, to obtain a visualization graphic. Then, displaying the visualization graphic, see [reference needed]. Figure 1 As shown, the interface can include base layer graphics, geogrid graphics, and subgrade graphics. When one or more design parameters are changed, the displayed graphics will change accordingly. Furthermore, cost information and cost savings can be displayed on or near the base layer graphics. This visualization effectively improves human-computer interaction and enhances the user experience.

[0194] Design module engine input parameters and result display Example 1

[0195]

[0196] Example 2

[0197] Example 3

[0198] Example 4

[0199] Example 5

[0200] Example 6

[0201] Example 7

[0202] Example 8

[0203] Another aspect of this application provides a device for determining the minimum thickness of the base layer of an uncovered road, which is set on a server or host. Figure 27 This is a block diagram of an apparatus for determining the minimum thickness of the base layer of an uncovered road, according to an embodiment of this application.

[0204] like Figure 27 As shown, the device 2700 includes: a first acquisition module 2710 and a thickness determination module 2720.

[0205] The first acquisition module 2710 is used to acquire design parameters or design parameters and geosynthetic material parameters. The design parameters include traffic parameters, base course parameters, or subgrade parameters.

[0206] The thickness determination module 2720 is used to determine the minimum thickness of the base course of an uncovered road corresponding to the design parameters, or the design parameters and geosynthetic material parameters.

[0207] In addition, the device 2700 may also include a first output module 2730 for outputting at least the minimum thickness of the base layer of the uncovered road.

[0208] Another aspect of this application provides a device for determining the tire contact area, which is set on a server or host. Figure 28 This is a block diagram of an apparatus for determining tire contact area according to an embodiment of this application. like Figure 28 As shown, the device 2800 includes: a second acquisition module 2810, a coefficient determination module 2820, and an area determination module 2830.

[0209] The second acquisition module 2810 is used to acquire base parameters, wheel load P, and tire width.

[0210] The coefficient determination module 2820 is used to determine the shape coefficient S corresponding to the base parameters, wheel load P, and tire width B. γ .

[0211] Area determination module 2830 is used for determining area based on shape factor S γ The tire contact area is determined by the tire width B.

[0212] Another aspect of this application provides a device for determining carrying capacity, which is set on the server or host. Figure 29 This is a block diagram of an apparatus for determining load-bearing capacity according to an embodiment of this application.

[0213] like Figure 29 As shown, the device 2900 includes: a third acquisition module 2910, a shape determination module 2920, and a load-bearing capacity determination module 2930.

[0214] The third acquisition module 2910 is used to obtain base parameters, wheel load P, and tire width B.

[0215] The shape determination module 2920 is used to determine the tire contact area and contact length L corresponding to the base parameters, wheel load P and tire width B.

[0216] The load-bearing capacity determination module 2930 is used to determine the load-bearing capacity q of the base layer based on the base layer parameters, tire width B, and contact length L. g .

[0217] Another aspect of this application provides an apparatus for determining surface ruts on uncovered roads, which is set on a server or host. Figure 30 This is a block diagram of an apparatus for determining surface ruts on an uncovered road, according to an embodiment of this application.

[0218] like Figure 30 As shown, the device 3000 includes: a fourth acquisition module 3010, a first settlement determination module 3020, a second settlement determination module 3030, and a depth determination module 3040.

[0219] The fourth module 3010 is used to obtain design parameters or design parameters and geosynthetic material parameters. The design parameters include: traffic parameters, base course parameters or subgrade parameters. The first settlement determination module 3020 is used to determine the permanent deformation S of the base course based on design parameters or design parameters and geosynthetic material parameters. g and permanent settlement of roadbed S T ; The second settlement determination module 3030 is used to determine the settlement based on the permanent deformation S of the base layer. g and permanent settlement of roadbed S T Determine the permanent surface settlement S P ; The depth determination module 3040 is used to determine the depth based on the permanent surface subsidence S. P Determine the depth of surface ruts.

[0220] Another aspect of this application provides an apparatus for determining the effect of wheel drift on uncovered roads. Figure 31This is a block diagram of an apparatus for determining the effect of wheel drift on uncovered roads, according to an embodiment of this application.

[0221] like Figure 31 As shown, the device 3100 includes: an equivalent number of times determination module 3110, a number of passes determination module 3120, and a settlement determination module 3130.

[0222] The equivalent number determination module 3110 is used to determine the equivalent channelized number of ECWP passes N' of the uncovered road.

[0223] The pass count determination module 3120 is used to determine the number of times the equivalent channelized wheel passes through the ECWP N' as the number of times the uncovered road passes through N.

[0224] The settlement determination module 3130 is used to determine the permanent surface settlement based on the number of ECWP passes N' of the equivalent channelized wheel and design parameters.

[0225] Another aspect of this application provides an apparatus for determining the minimum thickness of the base course of an uncovered road, which is installed at the client. Figure 32 This is a block diagram of an apparatus for determining the minimum thickness of the base layer of an uncovered road, according to an embodiment of this application.

[0226] like Figure 32 As shown, the device 3200 includes: a fifth module 3210, a request sending module 3220, and a thickness receiving module 3230.

[0227] Module 5, 3210, is used to obtain design parameters or design parameters and geosynthetic material parameters. The design parameters include traffic parameters, base course parameters, or subgrade parameters.

[0228] The request sending module 3220 is used to send a thickness request to the server. The thickness request includes design parameters, or design parameters and geosynthetic material parameters.

[0229] The thickness receiving module 3230 is used to receive the minimum thickness of the base layer of the uncovered road from the server.

[0230] It should be noted that the specific manner in which each module performs its operation in the apparatus described in the above embodiments has been described in detail in the embodiments of the method, and will not be elaborated further here.

[0231] This application also provides an electronic device. Figure 33 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application.

[0232] Figure 33 The processor 3310 in the middle can perform the same or similar functions as the modules provided in the aforementioned corresponding device embodiments. Figure 33 The memory 3320 stores a computer program, which includes a processing engine and a design module engine that are invoked by the processor 3310 to execute the access methods described above. The bus 3340 is an information channel to the transceiver 3320 for transmitting data from the processor 3310 and the memory 3320.

[0233] This application embodiment also provides a terminal device, which includes a memory as described above, such as... Figure 34 As shown, for ease of explanation, the memory of a mobile phone is used as an example to illustrate the part related to the embodiments of this application. For specific technical details not disclosed, please refer to the method section of the embodiments of this application. The terminal device can be any terminal device including mobile phones, tablet computers, personal digital assistants (PDAs), in-vehicle computers, etc. Taking a mobile phone as an example: Figure 34 This diagram illustrates a partial structural representation of a mobile phone related to the terminal device provided in this embodiment. (Reference) Figure 34 The mobile phone includes components such as: a radio frequency (RF) circuit 3410, a memory 3420, an input unit 3430, a display unit 3440, a sensor 3450, an audio circuit 3460, a wireless fidelity (WiFi) module 3470, a processor 3480, and a power supply 3490. Those skilled in the art will understand that... Figure 34 The mobile phone structure shown does not constitute a limitation on the mobile phone and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0234] RF circuit 3410 can be used for receiving and transmitting signals during information transmission or calls. Specifically, it receives downlink information from the base station and processes it with processor 3480; additionally, it transmits uplink data to the base station. Typically, RF circuit 3410 includes, but is not limited to, an antenna, at least one amplifier, a transceiver, a coupler, a low-noise amplifier (LNA), and a duplexer. Furthermore, RF circuit 3410 can also communicate wirelessly with networks and other devices. The aforementioned wireless communication can use any communication standard or protocol, including but not limited to Global System for Mobile Communications (GSM), General Packet Radio Service (GPRS), Code Division Multiple Access (CDMA), Wideband Code Division Multiple Access (WCDMA), Long Term Evolution (LTE), email, and Short Messaging Service (SMS).

[0235] The memory 3420 can be used to store software programs, modules, and engines. The processor 3480 executes various mobile phone functions and data processing by running the software programs and modules stored in the memory 3420. The memory 3420 may mainly include a program storage area and a data storage area. The program storage area may store the operating system, applications required for at least one function (such as sound playback, image playback, etc.), etc.; the data storage area may store data created according to the use of the mobile phone (such as audio data, phonebook, etc.). In addition, the memory 3420 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0236] The input unit 3430 can be used to receive input numerical or character information, and to generate key signal inputs related to user settings and function control of the mobile phone. Specifically, the input unit 3430 may include a touch panel 3431 and other input devices 3432. The touch panel 3431, also known as a touch screen, can collect touch operations performed by the user on or near it (such as operations performed by the user using a finger, stylus, or any suitable object or accessory on or near the touch panel 3431), and drive the corresponding connected devices according to a pre-set program. Optionally, the touch panel 3431 may include two parts: a touch detection device and a touch controller. The touch detection device detects the user's touch position and the signal generated by the touch operation, and transmits the signal to the touch controller; the touch controller receives touch information from the touch detection device, converts it into touch point coordinates, and sends it to the processor 3480, and can also receive and execute commands sent by the processor 3480. In addition, the touch panel 3431 can be implemented using various types such as resistive, capacitive, infrared, and surface acoustic wave. In addition to the touch panel 3431, the input unit 3430 may also include other input devices 3432. Specifically, other input devices 3432 may include, but are not limited to, one or more of the following: physical keyboard, function keys (such as volume control buttons, power buttons, etc.), trackball, mouse, joystick, etc.

[0237] Display unit 3440 can be used to display information input by the user or information provided to the user, as well as various menus of the mobile phone. Display unit 3440 may include display panel 3441, optionally configured as a Liquid Crystal Display (LCD), Organic Light-Emitting Diode (OLED), or similar display panel 3441. Further, touch panel 3431 may cover display panel 3441. When touch panel 3431 detects a touch operation on or near it, it transmits the information to processor 3480 to determine the type of touch event. Subsequently, processor 3480 provides corresponding visual output on display panel 3441 based on the type of touch event. Although in Figure 34 In this embodiment, the touch panel 3431 and the display panel 3441 are two separate components to realize the input and output functions of the mobile phone. However, in some embodiments, the touch panel 3431 and the display panel 3441 can be integrated to realize the input and output functions of the mobile phone.

[0238] The mobile phone may also include at least one sensor 3450, such as a light sensor, a motion sensor, and other sensors. Specifically, the light sensor may include an ambient light sensor and a proximity sensor. The ambient light sensor can adjust the brightness of the display panel 3441 according to the ambient light level, and the proximity sensor can turn off the display panel 3441 and / or the backlight when the phone is moved to the ear. As a type of motion sensor, an accelerometer sensor can detect the magnitude of acceleration in various directions (generally three axes). When stationary, it can detect the magnitude and direction of gravity and can be used for applications that recognize the phone's posture (such as landscape / portrait switching, related games, magnetometer posture calibration), vibration recognition-related functions (such as pedometer, taps), etc. Other sensors that may be configured in the mobile phone, such as gyroscopes, barometers, hygrometers, thermometers, and infrared sensors, will not be described in detail here.

[0239] Audio circuit 3460, speaker 3461, and microphone 3462 provide an audio interface between the user and the mobile phone. Audio circuit 3460 converts received audio data into electrical signals and transmits them to speaker 3461, where speaker 3461 converts them into sound signals for output. On the other hand, microphone 3462 converts collected sound signals into electrical signals, which are received by audio circuit 3460, converted into audio data, and then processed by processor 3480 before being transmitted via RF circuit 3410 to, for example, another mobile phone, or the audio data can be output to memory 3420 for further processing.

[0240] Wi-Fi is a short-range wireless transmission technology. Through the Wi-Fi module 3470, mobile phones can help users send and receive emails, browse web pages, and access streaming media, providing users with wireless broadband internet access. Although Figure 34 The Wi-Fi module 3470 is shown, but it is understood that it is not an essential component of the mobile phone and can be omitted as needed without changing the nature of the disclosure.

[0241] The processor 3480 is the control center of the mobile phone, connecting various parts of the phone through various interfaces and lines. It executes software programs and / or modules stored in the memory 3420, and calls data stored in the memory 3420 to perform various functions and process data, thereby providing overall monitoring of the phone. Optionally, the processor 3480 may include one or more processing units; optionally, the processor 3480 may integrate an application processor and a modem processor, wherein the application processor mainly handles the operating system, user interface, and applications, while the modem processor mainly handles wireless communication. It is understood that the aforementioned modem processor may not be integrated into the processor 3480.

[0242] The phone also includes a power supply 3490 (such as a battery) that supplies power to various components. Optionally, the power supply can be logically connected to the processor 3480 through a power management system, thereby enabling functions such as charging, discharging, and power consumption management through the power management system.

[0243] Although not shown, mobile phones may also include a camera, Bluetooth module, etc., which will not be described in detail here.

[0244] In this embodiment of the application, the processor 3480 included in the mobile phone is also capable of controlling the execution of the above-described method flow for determining the thickness of the base layer of an uncovered road.

[0245] This application also provides a server; please refer to [link / reference]. Figure 35 , Figure 35 This is a schematic diagram of a server structure provided in an embodiment of this application. The server 3500 can vary significantly due to different configurations or performance. It may include one or more central processing units (CPUs) 3522 (e.g., one or more processors) and memory 3531, and one or more storage media 3530 (e.g., one or more mass storage devices) for storing application programs 3542 or data 3544. The memory 3531 and storage media 3530 can be temporary or persistent storage. The program stored in the storage media 3530 may include one or more modules (not shown in the figure), each module may include a series of instruction operations on the server. Furthermore, the CPU 3522 may be configured to communicate with the storage media 3530 and execute the series of instruction operations in the storage media 3530 on the server 3500.

[0246] Server 3500 may also include one or more power supplies 3526, one or more wired or wireless network interfaces 3550, one or more input / output interfaces 3558, and / or one or more operating systems 3541, such as Windows Server, Mac OS X, Unix, Linux, FreeBSD, etc.

[0247] The steps performed by the server in the above embodiments can be based on this Figure 35 The structure of server 3500 is shown. For example, central processing unit 3522 executes the operations shown above by calling instructions from memory 3531. The modules described as separate components may or may not be physically separate. Similarly, the components shown as modules may or may not be physical modules; they may be located in one place or distributed across multiple network modules. Some or all of the modules can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0248] Furthermore, the functional modules in the various embodiments of this application can be integrated into one processing module, or each module can exist physically separately, or two or more modules can be integrated into one module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can be stored in a computer-readable storage medium.

[0249] The methods and systems described herein include one or more computer instructions. When a computer program is loaded and executed on a computer, it produces, in whole or in part, the processes or functions according to embodiments of this application. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, computer instructions may be transmitted from one website, computer, server, or data center to another via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a server or data center that integrates one or more available media. The available medium may be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., a solid-state drive, SSD), etc.

Claims

1. A method for determining the minimum thickness of the base course in an uncovered road project, comprising: The server with the design module engine requests design parameters and geosynthetic material parameters; The design parameters and geosynthetic parameters of the uncovered road project are obtained on a server with a design module engine, wherein the design parameters include at least traffic parameters, base course parameters and subgrade parameters; as well as By calculating the cumulative deformation of the base course and the cumulative deformation of the subgrade, the minimum thickness of the base course corresponding to the design parameters and geosynthetic material parameters of the uncovered road is determined.

2. The method according to claim 1, wherein the traffic parameters further include construction traffic parameters, wherein the construction traffic parameters include at least one of the following: the area of ​​the project, the type of vehicles used in the project, the traffic volume range of the project, or the axle throughput of the project, and wherein the axle throughput of the project is calculated based on standard wheel load and number of passes, or specific wheel load, tire width, tire radius, tire pressure, wheel configuration, offset, and number of passes.

3. The method according to claim 1, wherein the traffic parameters further include: Construction and in-service traffic parameters, wherein the in-service traffic parameters include at least one of the following: the traffic volume range of the project or the axle throughput of the project, wherein the traffic volume range of the project is calculated based on the types of vehicles used in the project and the number of visits.

4. The method according to claim 1, wherein the base layer parameters include at least one of unit weight, surface rutting depth, maximum aggregate size D100, or average aggregate size D50.

5. The method according to claim 1, wherein the subgrade parameters include at least one of soil type, plasticity, subgrade strength, separation of geosynthetic materials, subgrade protection level, or water accumulation design.

6. The method according to claim 1 further includes providing the server with preset design parameters and preset geosynthetic material parameters to determine the minimum thickness of the base layer.

7. The method according to claim 1, wherein the geosynthetic parameters are obtained by: The request for identification information from the design module engine on the server is responded to by determining geosynthetic parameters from a dataset corresponding to the identification information, wherein the dataset includes the correspondence between the identification information and the geosynthetic parameters.

8. The method according to claim 1, further comprising determining the minimum thickness of the base course of the uncovered road by at least one of the following methods: lookup table, simulation, or modeling, corresponding to the design parameters of the uncovered road or the design parameters and geosynthetic material parameters.

9. The method of claim 5, wherein the uncovered road comprises a roadbed and a base course having a specific strength, the base course having a specific thickness H being located on the side of the roadbed furthest from the earth's center.

10. The method of claim 1, further comprising determining the minimum thickness of the base layer by: The permanent deformation of the base layer of the uncovered road after passing through N wheel loads P is determined. and the permanent settlement of the roadbed N is an integer greater than zero; Based on the permanent deformation of the base layer and the permanent settlement of the roadbed Determine the permanent surface settlement of the uncovered road. ; Based on the aforementioned permanent surface subsidence Determine the surface rut depth r of the uncovered road; and If the surface rutting depth r does not meet the subgrade protection level and / or the maximum permissible rutting depth, then adjust the thickness H of the base course, and repeat the above operation until the surface rutting depth r meets the subgrade protection level and / or the maximum permissible rutting depth, to determine the minimum thickness of the base course of the unsurfaced road, wherein, The roadbed protection level includes at least three protection levels, each corresponding to a different maximum permissible rut depth.

11. The method of claim 10, wherein the permanent surface subsidence Including the first surface subsidence and cumulative surface subsidence, the cumulative surface subsidence and the cumulative coefficient and the initial surface subsidence Related.

12. The method of claim 10, wherein the permanent surface subsidence Including the first surface subsidence First settlement of the roadbed and first deformation of the base course .

13. The method of claim 12, wherein the permanent surface subsidence and the first surface subsidence The relationship is: ， in, α is related to the maximum permanent strain that may occur on the surface during the initial loading, and β is related to the number of load repetitions.

14. The method of claim 10, wherein the method is based on the permanent surface subsidence. Determining the surface rut depth r of the uncovered road also includes: If the surface permanently subsides If the depth is less than or equal to the depth threshold, then the permanent surface subsidence... The surface rut depth r of the uncovered road is equal to that of the road surface. as well as If the surface permanently subsides If the depth is greater than the depth threshold, then the surface rut depth r of the uncovered road is related to the surface subsidence. Linear correlation.

15. The method of claim 10, further comprising: Determine the equivalent channelized wheel passage number N' of the uncovered road via the ECWP; and The number of times the equivalent channelized wheels pass through the ECWP, N', is replaced by the number of times the wheels pass through the uncovered road, N.

16. The method according to claim 1, further comprising: Determine the first cost of the uncovered road without the use of geosynthetic materials; Determine the second cost of the uncovered road when geosynthetic materials are used; Determine the cost savings, wherein the cost savings are the difference between the first cost and the second cost; as well as Output the geosynthetic material parameters and at least one of the second cost or the cost savings; wherein the cost of the uncovered road changes with the minimum thickness of the base course.

17. The method of claim 16, further comprising: Visualize at least one of the design parameters, geosynthetic material parameters, the first cost, the second cost, the cost savings, and the minimum thickness of the base course of the uncovered road to obtain visualization data; output the visualization data.

18. The method according to claim 1, wherein, The geosynthetic parameters are based on geogrids.

19. A system for determining the minimum thickness of a base course in an unsurfaced road construction project, comprising: An application on a server, wherein the application obtains design parameters and geosynthetic material parameters for unsurfaced road engineering, wherein the design parameters include at least traffic parameters, base course parameters, and subgrade parameters; as well as A design module engine stored on a server processor, wherein the design module engine determines the minimum thickness of the base course corresponding to the design parameters and geosynthetic parameters of the uncovered road by calculating the cumulative deformation of the base course and the cumulative deformation of the subgrade.

20. The system of claim 19, wherein the traffic parameters include construction traffic parameters, wherein the construction traffic parameters include at least one of the following: the area of ​​the project, the type of vehicles used in the project, the traffic volume range of the project, or the axle throughput of the project, and wherein the axle throughput of the project is calculated based on standard wheel load and number of passes, or specific wheel load, tire width, tire radius, tire pressure, wheel configuration, offset, and number of passes.

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