Method and system for determining a minimum thickness of an aggregate layer of unpaved roads

Abstract

Disclosed herein are various methods and systems for determining a minimum thickness of the aggregate layer of unpaved roads. A device may request by a server with a design module engine, design parameters and geosynthetic parameters. A device may obtain the design parameters and the geosynthetic parameters on the server with the design module engine for a project for unpaved roads, wherein the design parameters comprise at least traffic parameters, aggregate layer parameters, and subgrade parameters. A device may determine minimum thickness of the aggregate layer corresponding to the design parameters and the geosynthetic parameters of the unpaved road by calculating aggregate layer deformation accumulation and subgrade deformation accumulation.

Description

Patent Cooperation Treaty Attorney Docket No.055697.00395 METHOD AND SYSTEM FOR DETERMINING A MINIMUM THICKNESS OF AN AGGREGATE LAYER OF UNPAVED ROADS CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] The present application claims the benefit and priority to U.S. Provisional Patent Application No.63 / 664,898, filed on June 27, 2024; the contents of which are incorporated herein by reference. FIELD

[0002] The present disclosure relates to the field of geotechnical engineering of unpaved roads, and more particularly to a method, system, application, storage medium, and electronic device for determining a minimum thickness of the aggregate layer for safe vehicular operation on unpaved roads. BACKGROUND

[0003] An unpaved road is defined as an unbonded aggregate layer that is placed directly on top of the existing surface or subgrade. The term unpaved road is further defined by a lack of a permanent surface layer, such as concrete or asphalt. Thus, because there is no permanent surface layer, such as asphalt (flexible pavement) or cement concrete (rigid pavement), and thus the wheels of vehicles are supported directly on the aggregate layer.

[0004] The thickness of the aggregate layer is used to determine proper loading and trafficking of unpaved road surface for various vehicle types. The calculation of such aggregate layer depends on many factors to achieve the desired performance of the unpaved roads, e.g. the unpaved roads that do not deform excessively after multiple passes of certain types of vehicles. Previously these calculations had to be performed without the ability to supplement or change variables, without taking into accountPatent Cooperation Treaty Attorney Docket No.055697.00395 computational modeling, and further lacking the ability to derive components based on changing parameters / variables. Furthermore, there was difficulty in visualizing and understanding value and material savings based on application of geotechnical supports (geogrid, geofabrics, etc.). Thus, there is a long-sought need to develop improved methods and systems of calculating a minimum thickness of an aggregate layer to support loading, estimating material usage, and determining bearing capacity across a variety of applications to determine the most efficient use of aggregate and supporting structure for unpaved roads. SUMMARY

[0005] Aspects of a computational method and system for determining a minimum thickness of the aggregate layer of unpaved roads is disclosed. In some aspects, the techniques described herein relate to a method for determining a minimum thickness of an aggregate layer of an unpaved roads project, including: requesting by a server with a design module engine, design parameters and geosynthetic parameters; obtaining the design parameters and the geosynthetic parameters on the server with the design module engine for a project for unpaved roads, wherein the design parameters include at least traffic parameters, aggregate layer parameters, and subgrade parameters; and determining minimum thickness of the aggregate layer corresponding to the design parameters and the geosynthetic parameters of the unpaved road by calculating aggregate layer deformation accumulation and subgrade deformation accumulation.

[0006] In some aspects, the techniques described herein relate to a method, wherein the traffic parameters further includes construction traffic parameters, wherein the construction traffic parameters include at least one of: area of the project, vehicle type used in the project, traffic spectrum of the project, or axle passes of the project, and wherein the axle passes of the project are calculated based on standard wheel load and passes, or specific wheel load, tire width, tire radius, tire pressure, wheel configuration, wander, and passes.Patent Cooperation Treaty Attorney Docket No.055697.00395

[0007] In some aspects, the techniques described herein relate to a method, wherein the traffic parameters further include: construction in-service traffic parameters, wherein the in-service traffic parameters include at least one of: traffic spectrum of the project, or axle passes of the project, wherein the traffic spectrum of the project are calculated based on kinds of vehicles used in the project and number of visits.

[0008] In some aspects, the techniques described herein relate to a method, wherein the aggregate layer parameters include at least a unit weight, a surface rut depth, a maximum aggregate particle size D100, or average aggregate particle size D50.

[0009] In some aspects, the techniques described herein relate to a method, wherein the subgrade parameters include at least a soil type, plasticity, subgrade strength, separation geosynthetic, subgrade protection level or design of standing water.

[0010] In some aspects, the techniques described herein relate to a method, further including providing default design parameters and default geosynthetic parameters to a server for the determining of the minimum thickness of the aggregate layer.

[0011] In some aspects, the techniques described herein relate to a method, wherein the geosynthetic parameters are obtained by: responding to a request for identification information from the design module engine on the server by determining the geosynthetic parameters from a dataset corresponding to the identification information, the dataset including the correspondence between the identification information and the geosynthetic parameters.

[0012] In some aspects, the techniques described herein relate to a method, further including determining the minimum thickness of the aggregate layer of the unpaved roads by looking up tables, simulations, or modeling in at least one way that corresponds to the design parameters, or the design parameters and the geosynthetic parameters of the unpaved roads.

[0013] In some aspects, the techniques described herein relate to a method,Patent Cooperation Treaty Attorney Docket No.055697.00395 wherein the unpaved roads include a subgrade and the aggregate layer with specified strength, with the aggregate layer of specified thickness H located on a side of the subgrade away from Earth's core.

[0014] In some aspects, the techniques described herein relate to a method, further including determining the minimum thickness of the aggregate layer by: determining aggregate layer permanent deformation δg for the aggregate layer and a subgrade permanent settlement δT for the subgrade after the unpaved road passes through N wheel loads P, N is an integer greater than zero; determining surface permanent settlement δP for the unpaved road based on the aggregate layer permanent deformation δg and the subgrade permanent settlement δT; determining surface rut depth r of the unpaved roads based on the surface settlement δP; and adjusting the thickness of aggregate layer H, if the surface rut depth r does not meet the subgrade protection level and / or maximum allowable rut depth, repeat until the surface rut depth r meets subgrade protection level and / or the maximum allowable rut depth to determine the minimum thickness of the aggregate layer of the unpaved roads, wherein, the subgrade protection level includes at least three protection levels, each of which corresponds to a different maximum allowable rut depth.

[0015] In some aspects, the techniques described herein relate to a method, wherein the surface permanent settlement δP includes, surface settlement on first loading δP,N=1 and surface settlement accumulation, the surface settlement accumulation is related to an accumulative coefficient and the surface settlement on first loading δP,N=1.

[0016] In some aspects, the techniques described herein relate to a method, wherein the permanent surface settlement δP includes the surface settlement on first loading δP,N=1, subgrade settlement on first loading δT,N=1, and aggregate layer deformation on first loading δg,N=1.

[0017] In some aspects, the techniques described herein relate to a method, wherein the permanent surface settlement δP and the surface settlement on first loadingPatent Cooperation Treaty Attorney Docket No.055697.00395 δP,N=1 is: δP \ δP,N=1 = (1+α) \ (1+αe-βln N), wherein, α relates to maximum permanent strain that a surface is likely to experience during the first loading, β relates to a number of load repeats.

[0018] In some aspects, the techniques described herein relate to a method, wherein the determining the surface rut depth r of the unpaved roads based on the surface settlement δP, further includes: if the permanent surface settlement δP is less than or equal to depth threshold, the permanent surface settlement δP is equal to the rut depth r of the unpaved roads; and if the permanent surface settlement δP is greater than the depth threshold, the surface rut depth r of the unpaved roads is linearly related to the surface settlement δP. In some aspects, the following equation is used to determine accumulation of deformation in each layer δp δp,n=1 = 1 + α 1 + αeB 0.2lnn.

[0019] In some aspects, the techniques described herein relate to a method, further including: determining an equivalent channelized wheel passes ECWP N' for the unpaved roads; and using the equivalent channelized wheel passes ECWP N' instead of number of wheel passes N for the unpaved roads.

[0020] In some aspects, the techniques described herein relate to a method, further including: determining first costs of the unpaved roads without geosynthetic; determining second costs of the unpaved roads with geosynthetic; determining save costs, the save costs being a difference between the first costs and the second costs; and outputting the geosynthetic parameters, and at least one of the second costs or the save costs; wherein the cost of the unpaved roads varies with a change in the minimum thickness of a base layer.

[0021] In some aspects, the techniques described herein relate to a method, further including: obtaining visualization data by visualizing at least one of the design parameters, the geosynthetic parameters, the first costs, the second costs, the save costs, the minimum thickness of the aggregate layer of the unpaved roads; outputting the visualization data.

[0022] In some aspects, the techniques described herein relate to a method,Patent Cooperation Treaty Attorney Docket No.055697.00395 wherein the geosynthetic parameters are based on a geogrid.

[0023] In some aspects, the techniques described herein relate to a system for determining a minimum thickness of an aggregate layer of an unpaved roads project, including: an application on a server, wherein the application obtains design parameters and geosynthetic parameters for a project for unpaved roads, wherein the design parameters include at least traffic parameters, aggregate layer parameters, and subgrade parameters; and a design module engine stored on a processor on the server, wherein the design module engine determines minimum thickness of the aggregate layer corresponding to the design parameters and the geosynthetic parameters of the unpaved road by calculating aggregate layer deformation accumulation and subgrade deformation accumulation.

[0024] In some aspects, the techniques described herein relate to a system, wherein the traffic parameters include construction traffic parameters, wherein the construction traffic parameters include at least one of: area of the project, vehicle type used in the project, traffic spectrum of the project, or axle passes of the project, and wherein the axle passes of the project are calculated based on standard wheel load and passes, or specific wheel load, tire width, tire radius, tire pressure, wheel configuration, wander, and passes. DRAWINGS

[0025] The purposes, features and advantages of the embodiments of the present application will become readily understood by reading the detailed description of the embodiments of the present application with reference to the accompanying drawings. Wherein the drawings comprise:

[0026] FIGURE 1 is an illustration of an example graphical user interface of an application scenario of the method and system for determining a minimum thickness of the aggregate layer of unpaved roads in embodiment of the present application;

[0027] FIGURE 2 is a system schematic diagram of the method and system for determining a minimum thickness of the aggregate layer of unpaved roads inPatent Cooperation Treaty Attorney Docket No.055697.00395 embodiment of the present application;

[0028] FIGURE 3 is a flow diagram of an example of method for determining a minimum thickness of the aggregate layer of unpaved roads in embodiment of the present application;

[0029] FIGURE 4 is a schematic diagram for determining minimum thickness of the aggregate layer based on design parameters;

[0030] FIGURE 5 is a flow diagram of a method for determining a tire contact area of an embodiment of the present application;

[0031] FIGURE 6a is a schematic diagram of the measured contact area between aggregate layer of unpaved roads and tire;

[0032] FIGURE 6b is a schematic diagram of the measured contact stress between aggregate layer of unpaved roads and tire;

[0033] FIGURE 7 is a flow diagram of a method for determining a bearing capacity of an embodiment of the present application;

[0034] FIGURE 8a is a schematic diagram of the contact area of a single wheel;

[0035] FIGURE 8b is a schematic diagram of the contact area of a dual wheel;

[0036] FIGURE 9 is a flow diagram of one method for determining surface rutting in unpaved roads of an embodiment of the present application;

[0037] FIGURE 10 is a schematic diagram of the composition of a surface permanent settlement;

[0038] FIGURE 11 is a schematic diagram of hyperbolic relationship between mobilized bearing capacity of aggregate layer and aggregate layer permanent deformation;

[0039] FIGURE 12 is a schematic diagram of T-value method for determining subgrade bearing capacity;

[0040] FIGURE 13 is B and L conventions of dual wheels in tire contact area and MT calculations;

[0041] FIGURE 14 is a schematic diagram of hyperbolic relationship between mobilized bearing capacity and permanent settlement in cohesive subgrade;Patent Cooperation Treaty Attorney Docket No.055697.00395

[0042] FIGURE 14 is a schematic diagram comparing simple permanent deformation accumulation models;

[0043] FIGURE 15 is a schematic comparison of permanent deformation accumulation models;

[0044] FIGURE 16 is a schematic diagram of an accumulation model of permanent deformation for multiple soil types;

[0045] FIGURE 17 is a schematic diagram of unpaved road performance in high MT cases;

[0046] FIGURE 18 is a flow diagram of one method for determining the effect of wheel wander on unpaved roads of an embodiment of the present application;

[0047] FIGURE 19 is a schematic diagram of definition of wander;

[0048] FIGURE 20 is a schematic diagram of wheel path settlement and subgrade settlement;

[0049] FIGURE 21 is a schematic diagram of rut depth;

[0050] FIGURE 22 is a schematic diagram of the correspondence between measured surface settlement and rut depth from full-scale trafficking trials;

[0051] FIGURE 23 is a schematic diagram of the correspondence between subgrade stiffness E and subgrade CBR;

[0052] FIGURE 24a is a schematic diagram of one structure of geogrid;

[0053] FIGURE 24b is a schematic diagram of another structure of the geogrid;

[0054] FIGURE 24c is a schematic diagram of another structure of the geogrid;

[0055] FIGURE 25 is verification of the effect of unpaved roads paved with geogrid NX750 on surface rutting by means of a foot-scale test;

[0056] FIGURE 26 is a flow diagram of another example of method for determining a minimum thickness of the aggregate layer of unpaved roads of an embodiment of the present application;

[0057] FIGURE 27 is a block diagram of an apparatus for determining the minimum thickness of the aggregate layer of unpaved roads of an embodiment of the present application;Patent Cooperation Treaty Attorney Docket No.055697.00395

[0058] FIGURE 28 is a block diagram of an apparatus for determining a tire contact area of an embodiment of the present application;

[0059] FIGURE 29 is a block diagram of an apparatus for determining bearing capacities of an embodiment of the present application;

[0060] FIGURE 30 is a block diagram of an apparatus for determining surface rutting of unpaved roads of an embodiment of the present application;

[0061] FIGURE 31 is a block diagram of an apparatus for determining the effect of wheel wander on unpaved roads of an embodiment of the present application;

[0062] FIGURE 32 is a block diagram of an apparatus for determining the minimum thickness of the aggregate layer of unpaved roads of an embodiment of the present application;

[0063] FIGURE 33 is a schematic diagram of one structure of an electronic device of an embodiment of the present application;

[0064] FIGURE 34 is a schematic diagram of a structure of a smartphone of an embodiment of the present application; and

[0065] FIGURE 35 is a schematic diagram of one structure of a server of an embodiment of the present application. DETAILED DESCRIPTION

[0066] Unpaved roads are those constructed of an unbonded aggregate layer or layers, and without a hard surface such as asphalt, concrete, or Portland cement concrete. Typical unpaved roads and can be made of soil, gravel, or crushed stone. Unpaved roads have the advantage of being inexpensive to construct, but the disadvantage of being uneven and susceptible to environmental factors such as weather events, which is exacerbated by vehicular traffic. Unpaved roads require consideration of factors such as soil stability and drainage. By adding gravel and compacting the soil to form an aggregate layer, the stability and application of unpaved roads can be improved.

[0067] Performance of an unpaved road is usually expressed as a rut depth and if it becomes too large, the passage of vehicles may be hindered and repairs needed. Excessive deformation also leads to a more rapid deterioration of the roadPatent Cooperation Treaty Attorney Docket No.055697.00395 because it can lead to poor drainage from fines migration from the subgrade into the aggregate.

[0068] Influenced by the following aspects: a variety of different types of materials can be used as aggregate layer materials, such as crushed stone, clay, etc.; a variety of application scenarios may require different reliability levels of aggregate layer; different traffic volumes may require different thicknesses of the aggregate layer, etc., and other reasons, how to determine the accurate thickness of the aggregate layer becomes a problem to be solved.

[0069] Notation B Width or diameter of loaded area B Tir width t r d rf f r r te e er or il erPatent Cooperation Treaty Attorney Docket No.055697.00395 deformation calculation PT Wheel load used in subgrade n te er or il er e n te dPatent Cooperation Treaty Attorney Docket No.055697.00395 repetitions R Tire radius n ar n, r er th

[0070] The technical solution provided in this application can better solve problems such as: given a wheel load P passing N times along a proposed road,Patent Cooperation Treaty Attorney Docket No.055697.00395 and a subgrade soil of a certain strength, what thickness H aggregate layer is needed to prevent excessive deformation of the road. Wherein subgrade strength can be expressed as a California bearing ratio (CBR). Additionally, a technical solution is provided for a given wheel load P passing n times along a proposed road, and a subgrade soil of a certain strength (CBR), what aggregate thickness H is needed to keep the surface rut depth below a level of 40 mm to 75 mm.

[0071] Referring now to FIGURE 1, an illustration of an example graphical user interface of an application scenario of the method and system for determining a minimum thickness of the aggregate layer of unpaved roads in embodiment of the present application.

[0072] Referring to FIGURE 1, a user accesses the server side on the terminal device through a webpage or application (APP) display interface, or opens the application on the host computer. The system, through a user, or generated based on user inputs may input parameters such as traffic parameters (e.g., estimated number of vehicles on the road, axle loads, tire pressure, tire size, etc.), aggregate layer parameters (e.g., aggregate material description, grading, density, etc.), subgrade parameters (e.g., soil description, grain size, plasticity, strength), or geosynthetic parameters (e.g., geogrid product type, geosynthetic effect on aggregate layer and / or subgrade, resistance of aggregate layer and / or subgrade to repeated cycling, the degree of improvement in the strength of the aggregate layer and / or subgrade, the degree of improvement in the dynamic modulus of deformation of the aggregate layer and / or subgrade, the degree of improvement in the bearing capacity of the aggregate layer and / or subgrade, etc.) at least one of above. Furthermore, a user or client is capable of sending at least a partial list of the above-described design parameters to the server side, so that the server side can determine the thickness information of the aggregate layer corresponding to the preset parameters based on at least one of the pre-constructed model, real-time simulation calculations, and table lookup. The thickness information is the thickness of the aggregate layer after considering various elements of the actual application scenario (the application scenario can be better characterized by the above design parameters), which can better meet the requirements of the application scenario, and can minimize the consumption of subgrade materials and reduce the cost of paving unpaved roads.Patent Cooperation Treaty Attorney Docket No.055697.00395

[0073] One aspect of the application is to generate approximate layering and update visual inspections thereof in real-time based on input parameters and the algorithm to be used. Thus, an aggregate layer may increase per bearing capacity of a vehicle, and be visually represented to provide a user with insight into the design method. In one aspect a stabilized 100 and unstabilized 110 layer is shown for comparison, as parameters are incorporate the various layers, such as subgrade 150, large aggregate 140, and fines or small aggregate 130 are calculated in real-time, allowing for the computational method to render parameter customization and comparison for design choices.

[0074] In addition, after determining the minimum thickness of the aggregate layer, the server side can send the minimum thickness of the aggregate layer to the client or the industrial control equipment, etc., so that the user can know the information of the construction project or the industrial control equipment can carry out the construction according to the minimum thickness of the aggregate layer. In order to better assist the user in engineering design and cost budgeting, the server side can also calculate the paving cost of unpaved roads based on the design parameters input by the user and the predicted thickness of the aggregate layer; the server side can also calculate the paving cost of unpaved roads and save costs based on different types of geosynthetic. Of course, the server side can further recommend geosynthetic according to the amount of save costs.

[0075] All of the above information can be graphically displayed in the client so that the user can visualize the thickness, laying unit price, time cost and other information of the aggregate layer required for adopting or not adopting geosynthetic. Or so that users can visualize the use of different geosynthetic required aggregate layer thickness, laying unit price, time cost and other information. This facilitates the user to make decisions from the point of view of engineering construction and cost.

[0076] Referring now to FIGURE 2, an example system schematic diagram of the method, electronic device, and medium for determining a minimum thickness of the aggregate layer of unpaved roads in embodiment of the present application. It should be noted that FIGURE 2 shows only an example of a system architecture to which the embodiments of the present application can be appliedPatent Cooperation Treaty Attorney Docket No.055697.00395 to help a person skilled in the art understand the technical contents of the present application. In one aspect, the method for determining a minimum thickness of the aggregate layer of unpaved roads can be applied to a single host without the need for information transfer between the server side and the client.

[0077] As shown in FIGURE 2, the system architecture 200 according to this embodiment may include terminal devices 201, 202, 203, a network 204, and a server 205. The network 204 is a medium for providing a communication link between the terminal devices 201, 202, 203 and the server 205. The network 204 may include various connection types, such as wired, wireless communication links or fiber optic cables.

[0078] User may use the terminal devices 201, 202, 203 to interact with other terminal devices and the server 205 via the network 204 to receive or send information, etc., such as sending design parameters, etc., to the server 205, e.g., to receive the thickness of the aggregate layer from the server 205, default design parameters, cost information, graphical display information and so on. The terminal devices 201, 202, 203 may be installed with various communication client applications, such as, a project management application, a simulation and emulation application, a database application, a mapping application, a web browser application, an instant messaging tool, a mailbox client, a social platform software, and other applications. User may use the terminal devices 201, 202, 203 to view the above information from the server side.

[0079] The terminal devices 201, 202, 203 including but not limited to desktop computers, tablet computers, laptop portable computers, smartphones, and other electronic devices that can support functions such as accessing the Internet, displaying information and so on.

[0080] The server 205 may receive the request and the design parameters from the terminal device, and obtain at least one of: the thickness of the aggregate layer, the cost information, or the graphical display information, by performing a method for determining the minimum thickness of the aggregate layer of unpaved roads on a design module engine, and return from the design module engine at least one of the above information to the terminal device 201, 202, 203. For example, the server 205 with the design module engine may be a host server, a server cluster,Patent Cooperation Treaty Attorney Docket No.055697.00395 a backend management server, a cloud server, and the like.

[0081] Referring now to FIGURE 3, an example flow diagram of a method for determining a minimum thickness of the aggregate layer of unpaved roads in embodiment of the present application. In the example, the method includes operation 310 to operation 320. In operation 310, the design module engine obtains design parameters, or obtains design parameters and geosynthetic parameters. The design parameters may include: traffic parameters, aggregate layer parameters, and subgrade parameters. In this embodiment, design parameters and / or geosynthetic parameters may obtained from a client device or entered by the user on the host computer, or generated by the system based on input such as project site location, project weather, soil type, lifecycle requirements, vehicular traffic, or other parameters without limitation herein.

[0082] The traffic parameters are used to characterize the amount of traffic expected on unpaved roads. For example, if the vehicle is a vehicle, the number of vehicles, the number of axles passed, the number of tires passed, etc. on unpaved roads during a certain period of time. In addition, the weight of a vehicle is also a type of traffic parameter, which is used to characterize, for example, the dead weight and load of vehicles passing through unpaved roads. In addition, the tire parameters of the vehicle also affect the thickness of the aggregate layer of unpaved roads, such as the contact area and contact length between the narrow or wide tires and the aggregate layer are different under the same load, which in turn produces different stresses on the aggregate layer. The required thickness of the aggregate layer is different in order to overcome the effects caused by different stresses on the aggregate layer.

[0083] For example, the traffic parameters include construction traffic parameters. Construction traffic parameters include at least one of the following: area of a project and kind of vehicles used in a project, traffic spectrum of a project, or axle passes of a project.

[0084] As another example, the traffic parameters include construction traffic parameters and in-service traffic parameters. Construction trafficPatent Cooperation Treaty Attorney Docket No.055697.00395 parameters may refer to the previous embodiment. The traffic spectrum of a project and / or in-service traffic parameters are calculated based on the kinds of vehicles used in a project and the number of visits. The axle passes of a project or in-service traffic parameters are calculated based on the following factors: standard wheel load and passes, or, specific wheel load, tire width, tire radius, tire pressure, wheel configuration, wander and number of wheel passes.

[0085] The aggregate layer parameters are used to characterize the aggregate layer properties, such as the aggregate layer material type, the number of layers at the aggregate layer, etc. Wherein, aggregate layer material types include clay, silt, organic clay, organic silt, peat, fine sand, coarse sand, gravel, etc., and different materials have different stiffness, viscosity, unit weight, and density. For granular aggregates such as coarse sand, and gravel, the aggregate parameters can be further refined, such as maximum aggregate particle size D100, average aggregate particle size D50, or aggregate particle size range. The aggregate layer can be laid in one or more layers, with or without the same type of material and laying process (e.g., whether or not it is compacted). In addition, geosynthetic layers can be placed between or within the aggregate layers to enhance the performance of the aggregate layer.

[0086] For example, the aggregate layer parameters include at least one of unit weight, a surface rut depth, a maximum aggregate particle size D100, or an average aggregate particle size D50.

[0087] The subgrade parameters are used to characterize subgrade properties such as subgrade material type and subgrade process. The subgrade material types include clay, silt, organic clay, organic silt, peat, fine sand, coarse sand, and gravel etc. Different materials have different stiffnesses, viscosities, unit weights and densities. In order to simplify the model to reduce the computational effort in determining the thickness of the aggregate layer and to improve the response speed, the subgrade parameters can be characterized by includingPatent Cooperation Treaty Attorney Docket No.055697.00395 equivalent parameters such as the CBR.

[0088] For example, the subgrade parameters include at least one of soil type, plasticity, strength of the subgrade, separation geosynthetic, subgrade protection level, or waterlogging design. Wherein, soil type includes, but is not limited to: high plasticity clay, low plasticity clay, high plasticity chalk, road aggregate layer, sand, low plasticity chalk, and ballast etc.

[0089] The geosynthetic parameters are used to characterize the effect of geosynthetic on the aggregate layer and / or subgrade. Geosynthetic includes geogrid. The geogrid's grid material, grid shape, grid thickness, grid stacking method, etc. will have different effects on the aggregate layer and / or subgrade. For example, geogrid materials may include plastic geogrid, steel-plastic geogrid, fiberglass geogrid, and high-strength polyester geogrid. In addition, through a large number of studies, it is found that the shape of the grating and the thickness of the grating have a significant effect on the reinforcement properties of the aggregate layer. For example, the shape of the grating includes the shape and arrangement of the grating holes, such as the grating holes include square, rectangular, hexagonal, trapezoidal and triangular shapes. Geogrid stacking methods include single-layer geogrid, double-layer geogrid, triple-layer geogrid, and more-layer geogrid, among others. For example, the geogrid includes multiple layers of polymer, such as an upper outer surface and / or a lower outer surface having a foam configuration. The upper and / or lower outer surfaces are modified to reduce the amount of polymer required and to enhance the embedding effect of the geogrid on the aggregate. Specifically, this can be done by converting the polymer in those layers from a solid, i.e., continuous, structure to a porous structure, i.e., a structure in which they are dispersed a plurality of voids, cavities, orifices, cracks, bubbles, holes, or other types of openings (i.e., porous openings).

[0090] Each of these various parameters may be input into the design module engine, or may be obtained by the design module engine via database lookup,Patent Cooperation Treaty Attorney Docket No.055697.00395 or data table insertion.

[0091] It should be noted that when geosynthetic is added to the aggregate layer, it changes the aggregate layer parameters. For example, it will increase the material stiffness, viscosity, etc. of the aggregate layer. The exact amount of change can be determined by experimental calibration, simulation or modeling. For example, the effect of geosynthetic on the aggregate layer can be characterized by the percentage increase in material stiffness of the aggregate layer, the percentage increase in viscosity, and so on. For example, mechanical calculations can be performed to determine the effect of the geogrid on the mechanical properties of the aggregate layer. For example, the effect of geogrid on the mechanical properties of the aggregate layer can be determined by means of calibration.

[0092] In addition, in order to enhance the user's ease of inputting design parameters, before the obtaining design parameters from client, the method also include the following operation: sending the default design parameters and default geosynthetic parameters to client so that the client can display the default design parameters for selection. Specifically, user may select a desired product model from a plurality of existing products in order to determine geosynthetic parameters from a database based on the product model. For example, product types include: biaxial geogrid, triaxial geogrid, Multi-axial geogrid or integral geogrid made from a coextruded multilayered polymer starting material.

[0093] In some embodiments, in order to further enhance the ease of inputting design parameters by the user, or, alternatively, to enable the user to more appropriately input design parameters that are not sufficiently familiar to the user, the input of a product type may also be adopted to input a product model number, which in turn enables the input of the design parameters. Specifically, geosynthetic parameters can be obtained in the following way. First, obtaining identification information from client, the identification information is used toPatent Cooperation Treaty Attorney Docket No.055697.00395 identify geosynthetic; responding to the identification information, determining geosynthetic parameters from the dataset corresponding to the identification information, the dataset comprising the correspondence between the identification information and the geosynthetic parameters. Wherein, the product models can be expressed using specific characters.

[0094] It should be noted that the user can input some or all of the above traffic parameters, aggregate layer parameters, subgrade parameters, and geosynthetic parameters according to the needs of the application scenario. In some embodiments, the plurality of parameters described above are required parameters, and if the user does not enter some of the parameters, the client may display a prompt information to help the user enter the complete design parameters. In some embodiments, some of the above plurality of parameters are necessary parameters, such as traffic parameters and aggregate layer parameters. Some of the above mentioned parameters are non-essential, such as geosynthetic parameters are non-essential (to compute unpaved geogrid scenarios). In some embodiments, recommended or averaged parameters may be used for automatic supplementation of parameters that are required for the modeling process but not provided by the user.

[0095] At operation 320, determining minimum thickness of the aggregate layer corresponding to the design parameters, or the design parameters and the geosynthetic parameters of unpaved roads.

[0096] Deformation is usually manifested as rut depth, and if the deformation is too large, vehicular traffic may be impeded. Excessive deformation can also lead to poor drainage, which can accelerate pavement deterioration. Related design methods can be based on a narrow set of observations or require significant assumptions to be made to determine the minimum thickness of the aggregate layer, thus limiting their application.

[0097] FIGURE 4 is a schematic diagram for determining the aggregatePatent Cooperation Treaty Attorney Docket No.055697.00395 layer minimum thickness based on design parameters. Referring to FIGURE 4, the minimum thickness of the aggregate layer 420 of unpaved roads corresponding to the design parameters or the design parameters and geosynthetic parameters can be determined by means of mechanical calculations. For example, mechanical calculations are performed to determine the minimum value of the thickness of the aggregate layer 420 H required to prevent excessive deformation of unpaved roads, such as surface rut depth less than the preset rut depth, or to satisfy the subgrade protection level, for a total of N passes of wheel load 410 P along the proposed road (with a specific CBR for the subgrade strength 430).

[0098] For example, as disclosed herein the Lees Approach to Applied Mechanical Stabilization (LAAMS) design method has overcome these shortcomings by characterizing the problem in terms of its true mechanics, based on extensive laboratory and small-scale and full-scale field testing. This has led to the development of new approaches to the calculation of tire contact area, bearing capacity, surface rutting and elastic deformation as well as incorporating the effect of wheel wander, as set out in the present application.

[0099] In some embodiments, to improve responsiveness and reduce computational resource consumption, determining the minimum thickness of the aggregate layer of unpaved roads by looking up tables, simulations, or modeling in at least one way that corresponds to the design parameters, or the design parameters and the geosynthetic parameters of unpaved roads. [000100] For example, the correspondence between the respective feature design parameters and the thickness of the aggregate layer for multiple application scenarios can be determined through extensive calibration work, that is from previously acquired field data applied to design parameters. For the respective feature design parameters in multiple application scenarios, the thickness of the aggregate layer corresponding to the feature design parameters can be determined directly by looking up the table. For design parameters other than the featurePatent Cooperation Treaty Attorney Docket No.055697.00395 design parameters, the thickness of the aggregate layer corresponding to the design parameters other than the feature design parameters can be determined by interpolation. In addition, the correspondence between the respective feature design parameters and the intermediate operation results under multiple application scenarios can be determined through extensive calibration work, and then the correspondence between the intermediate operation results and the thickness of the aggregate layer can be determined based on the constructed model. Among them, table lookup, simulation, interpolation, or modeling can be interspersed in various ways, which are not limited here. [000101] For example, the above mechanical calculation process involves many intermediate results, such as aggregate layer permanent deformation, subgrade permanent settlement, subgrade settlement on first loading, aggregate layer settlement on first loading, subgrade settlement accumulation, aggregate layer deformation accumulation, aggregate layer bearing capacity, load transfer efficiency of the granular layer, mobilized bearing capacity, rut depth, and equivalent channelized wheel passes. These intermediate results, if all of them were determined mechanistically, would consume huge computational resources and be very costly in terms of time. In order to reduce the consumption of computational resources and improve the response speed, at least some of the intermediate results and the final results of the plurality of intermediate results described above may be determined or verified by means of simulation. [000102] For example, at least part of the mechanical computing system can be abstracted into a mathematical model or a computer model by means of modeling, which can effectively reduce the consumption of computational resources and improve the response speed, and the object of modeling can refer to the intermediate results involved in the simulation, etc., which will not be enumerated here. [000103] In some embodiments, the unpaved roads include a subgrade and anPatent Cooperation Treaty Attorney Docket No.055697.00395 aggregate layer with specified strength, with the aggregate layer 420 of specified thickness H located on the side of the subgrade away from the Earth's core. Accordingly, determining the minimum thickness of the aggregate layer of unpaved roads, comprising the following operations. First, determining the aggregate layer permanent deformation Sgfor the aggregate layer and the subgrade permanent settlement ST for the subgrade after the unpaved pavement passes through N wheel loads P, N is an integer greater than zero. Wherein, the correspondence between passing N times, thickness of the aggregate layer H, wheel load P, aggregate layer permanent deformation Sg, and subgrade permanent settlement ST can be determined in a variety of ways, such as mechanical calculations, calibration, simulation, or modeling. [000104] Then, determining surface permanent settlement SP for the unpaved roads based on the aggregate layer permanent deformation Sg and the Subgrade permanent settlement ST. For example, the surface permanent settlement SP of unpaved roads is the result of the addition of the aggregate layer permanent deformation Sg and the subgrade permanent settlement ST. [000105] Next, determining the surface rut depth r of the unpaved roads based on the surface settlement SP. Wherein, the relationship between surface permanent settlement SP and surface rut depth r can be determined in a variety of ways, including mechanical calculations, calibration, simulation, or modeling. For example, the relationship between surface permanent settlement SP and surface rut depth r is linear or a segmented function. [000106] Adjusting the thickness of the aggregate layer H if the surface rut depth r does not meet subgrade protection level and / or maximum allowable rut depth, repeat until the surface rut depth r meets subgrade protection level and / or the maximum allowable rut depth to determine the minimum thickness of the aggregate layer of the unpaved roads, wherein, the subgrade protection level comprises at least three protection levels, each of which corresponds to a different maximum allowable rutPatent Cooperation Treaty Attorney Docket No.055697.00395 depth. [000107] In some embodiment, further comprising following operation, outputting the minimum thickness of the aggregate layer of unpaved roads. [000108] In this embodiment, after determining the minimum thickness of the aggregate layer of unpaved roads, information related to the minimum thickness of the aggregate layer may be displayed on a display coupled to the host computer. Or, after determining the minimum thickness of the aggregate layer of unpaved roads, the minimum thickness of that aggregate layer is sent to the client for presentation. It is also possible to send the minimum thickness of the aggregate layer to an industrial control device, such as a control device for controlling the laying equipment for laying the aggregate layer, in order to automate the control of the laying equipment for laying the aggregate layer of a particular thickness. [000109] The present application’s embodiments can determine the minimum thickness of the aggregate layer of unpaved roads based on design parameters or design parameters and geosynthetic parameters. Design parameters and geosynthetic parameters characterize user needs by utilizing a processing engine such as a design module engine configured to an application that receives inputs, and calculates / derives inputs and parameters based on selected variables to determine the cost and scale of a minimum thickness of aggregate for the unpaved road. [000110] Another aspect of the present application also provides a method for determining tire contact area through the design module engine, which can be applied to server side or host. Specifically, the tire contact area can be calculated based on at least one of specific wheel load, tire width, tire pressure, and wheel configuration. In addition, it is possible to calculate the contact length based on the tire contact area and tire width. For example, the contact length is the result of dividing the tire contact area and the tire width BT. [000111] FIGURE 5 is a flow diagram of a method for determining a tirePatent Cooperation Treaty Attorney Docket No.055697.00395 contact area of an embodiment of the present application. Referring to FIGURE 5, the method for determining a tire contact area include operation 510 to operation 530. At operation 510, obtaining aggregate layer parameters, wheel load P, tire width B from client. [000112] In this embodiment, the aggregate layer parameters include aggregate layer material type, number of aggregate layer layers, etc. Wherein, aggregate layer material types include clay, silt, organic clay, organic silt, peat, fine sand, coarse sand, gravel, etc., and different materials have different stiffness, viscosity, unit weight, and density. In addition, the aggregate layer parameters may include maximum aggregate particle size D100, or an average aggregate particle size D50, or r aggregate particle size range, etc. The aggregate layer can be laid in one or more layers, and the type of material and the laying process (e.g., whether it is compacted or not) can be the same or different for each layer. In addition, geosynthetic can be laid between different aggregate layers or within layers to enhance the performance of the aggregate layer. For example, the aggregate layer parameters include at least one of unit weight, surface rut depth, maximum aggregate particle size D100, or an average aggregate particle size D50. [000113] Tire load characterizes the pressure of the tire on the aggregate layer. Tire load can be determined by the weight of the vehicle, the number of tires, etc. Therefore, the client can send the whole vehicle weight and the number of tires to the server side, or it can send the tire load to the server side, without qualification, and allow the design module engine to insert default parameters. The tire width can be entered directly or determined by the vehicle type through a data table lookup. [000114] At operation 520, determining shape factor Sγ corresponding to the aggregate layer parameters, the wheel load P, the tire width B. In related technologies, the wheel load is assumed distributed to the road surface as a uniformly distributed vertical stress equal to the tire inflation pressure and thePatent Cooperation Treaty Attorney Docket No.055697.00395 contact area is assumed to be circular. This approach works reasonably well to determine the average contact stress on paved surfaces but, on unpaved roads, tire inflation pressures typically exceed the yield stress of unbound aggregates - more so, recently, as truck tire inflation pressures have increased due to improvements in tire technology. [000115] Researchers originally considered standard axle loads, so the 4thpower rule was used to estimate the effect of non-standard axle loads. However, there was no consideration to the effect of vehicle tires at distributing axle loads to the road surface. Improvements were first made by estimating the tire contact and the tire inflation pressure. The assumption was the contact stress would be equal to the tire inflation pressure, which was assumed to be applied over a circular contact area of the corresponding radius needed to support the wheel load in equilibrium. The assumption of tire contact stress being equal to that of tire pressure works reasonably well on hard surfaces, but significantly overestimates on deformable surfaces such as unbound aggregate. [000116] Thus, the applicant discovered through much research that the contact width is dependent on the tire tread width, and the contact length was increased with tire load, but not significantly affected by tire inflation pressure. Thus, Hertzian frictionless elastic contact theory was deployed. The contact length thus depends on the tire radius, tire load, tire stiffness properties, and the roadsurface. ^ = ^^^^^ ^^^^^^ with^ ^^^^^^^ ^^=^^^+^^^^ ^^ = 7.4^ + 16^^.the shortcoming of measuring pressure and attempts to set forth the true mechanics of the problem, to be more widely applicable to a range of subgrade soil types, aggregate types, axle loads, tire size, and rut depth. [000118] Vardanega and Bolton developed a mobilized bearing capacity approach to the prediction of the undrained settlement of circular footings on clay. ^ It took the form of^^ !.^ = "^.#$ %^.^& where δ is the settlement which wasPatent Cooperation Treaty Attorney Docket No.055697.00395 normalized by the footing diameter B to become dimensionless. δ / B was related to the mobilization of bearing capacity M expressed as a ratio where 1 denotes full mobilization and 0 denotes zero mobilization. The term γM₌₀.₅ is the reference shear strain at 50 % shear strength mobilization in an undrained triaxial compression test and the 1.35 denominator provided a means of relating the average strain in the mobilized mechanism to the ratio of undrained settlement δ to footing diameter B. It was found to give reasonably accurate settlement predictions across typical mobilization levels of about 0.2 < M < 0.8. A similar mobilized bearing capacity approach is proposed to predict the permanent road surface settlement under the first wheel loading, but it needs to be applicable at lower mobilization levels of about 0 < M < 0.5 and for a two-layer supporting system comprising an unbound aggregate and the underlying subgrade. This approach is particularly suited to the prediction of permanent (plastic) deformation which depends primarily on soil strength mobilization. Lees and Kelly applied this approach successfully to the prediction of subgrade deformation accumulation in their performance-based railway formation design method. They derived a hyperbolic relationship between mobilized subgrade shear strength and permanent strain and between mobilized bearing capacity and permanent deformation, both on the loading, derived from an extensive finite element analysis metric study. [000119] In one example, tire contact areas on unbound aggregate were investigated recently at the Engineer Research and Development Center in Vicksburg, Mississippi. A dual-wheel with all combinations of either 10.3 or 6.6 kips (45.8 or 29.3 kN) wheel load (P) and tire inflation pressure (p) of either 100 or 120 psi (689 or 827 kPa) was driven onto and parked on a compacted, typical, road base aggregate. Contact areas were determined by spraying paint around the base of the tire and subsequently measuring the unpainted area beneath the tire. [000120] The measured contact areas and corresponding calculated average contact stress are shown in FIGURE 6a and FIGURE 6b. Wherein line 610 andPatent Cooperation Treaty Attorney Docket No.055697.00395 630 represents the predicted Hertzian contact theory and line 620 identifies the predicted traditional method of tire inflation. Hertzian contact mechanics provides equations for the linear elastic deformation of solids in frictionless contact. The Hertzian stress equation for parallel cylinders is given in the following equation:' ≈ ^ ^^^^^^^^^)^*^+ with ^^ = ^^^+^^^where P = contact force, L = cylinder length, d = indentation depth,modulus of cylinders and v = Poisson’s ratioof cylinders – Equation 1. + – Equation 2. .=√(16-') / ( / ^0^) – Equation 3. The method thus uses the Hertzian contact stress equation for the frictionless contact of linear elastic, parallel cylinders. [000121] Continuing, in some embodiments, the above method may further comprise the following operations. First, obtaining design parameters or design parameters and geosynthetic parameters from client, design parameters include at least one of traffic parameters, subgrade parameters, geosynthetic parameters. Then, responding to obtaining design parameters or design parameters and geosynthetic parameters, determining the minimum thickness of the aggregate layer of unpaved roads corresponding to the tire contact area, design parameters, or, tire contact area, design parameters, and geosynthetic parameters. Among them, the tire contact area is an intermediate result used in the process of calculating the minimum thickness of the aggregate layer, and the rest of the intermediate results and the calculation of the minimum thickness of the aggregate layer can be referred to in the relevant parts of the present application and will not be described in detail herein. Next, output at least the minimum thickness of the aggregate layer of unpaved roads. [000122] For example, after determining the minimum thickness of the aggregate layer of unpaved roads, the minimum thickness of aggregate layer can be determined by the design module engine with input parameters from a client or generated based on unpaved road conditions. It is also possible to send the minimum thickness of the aggregate layer to an industrial control device, such asPatent Cooperation Treaty Attorney Docket No.055697.00395 a control device for controlling the laying equipment for laying the aggregate layer, in order to automate the control of the laying equipment for laying the aggregate layer of a particular thickness. [000123] The embodiment of the present application obtains the tire contact area applicable to unpaved roads by utilizing the Hertzian contact stress equation for the frictionless contact of linear elastic, parallel cylinders. The input parameters are the tire width, and radius, wheel load, and tire and road surface stiffness properties. The use of the Hertzian contact stress equation further improves the accuracy of the calculation results of the tire contact area. Based on the above improvements, it helps to enhance the minimum thickness of the aggregate layer determined based on the base area of this tire. [000124] Another aspect of the present application also provides a method for determining bearing capacity. The static bearing capacity may be calculated by a two-layer approach. [000125] Referring now to FIGURE 7, a flow diagram of a method for determining a bearing capacity of an embodiment of the present application. The finite thickness of the aggregate layer must be considered since Equations 5 and 6 assume an infinite depth. There is a derived correction factor for Nγ and sy for a thin sand layer on a rough, rigid base based on the solution for a rough, rigid strip footing derived. Nγ increases markedly as H / B decreases due to squeezing of the failure mechanism while sy tends to decrease. The Nγ and sy correction factors (Fγ and Fs respectively). When Fγ is 1, the bearing capacity is not influenced by the aggregate layer thickness and this occurs at H / B values in excess of about 1 for φ′ values typical of a road base material. Similarly, Fs stays at 1 once H / B exceeds about 1. [000126] Referring to FIGURE 7, the method of determining bearing capacity includes operation 710 to operation 730. At operation 710，obtainingPatent Cooperation Treaty Attorney Docket No.055697.00395 aggregate layer parameters, tire load and tire width from client. This first requires the calculation of the ultimate bearing capacity Qg of the aggregate for the tire contact area geometry and aggregate shear strength. The embedment bearing factor Nq is not required because the tire load is applied at the surface. Also, the cohesion component is omitted since unbound aggregate does not possess true cohesion and its shear strength is defined here in terms of a secant friction angle. [000127] The equations for the bearing capacity factor for self-weight density Nγ and the corresponding shape factor sy commonly used in geotechnical design tend to become inaccurate at the high φ′ values typical of road base aggregates. Equations 5 and 6 are adopted to overcome these issues.[000128] 12 = 3^456789<^^=.^# >?789@^ >?789 D^^567: 8:::9 ; − 1B tan(1.34 C )rectangular contact area dimensions followed the convention of B≤L, such as FIGURE 8a, wheel path deformations are constrained into a plane strain pattern perpendicular to the direction of wheel travel. As a result, the B dimension equals the tire width 820 even when this is larger than the tire contact length 810, as illustrated by dimensionality in FIGURE 8b, wherein the tire width 810 is shown and tire contact length 830 for dual wheel is disclosed. The B dimension is given the g subscript thus, Bg, to distinguish it from the B value adopted in subgrade deformation calculations which will differ in dual wheel cases. [000131] Another aspect of the present application also provides a method for determining surface rutting in unpaved roads. [000132] Referring now to FIGURE 9, a flow diagram of one method for determining surface rutting in unpaved roads of an embodiment of the present application. Referring to FIGURE 9, the method for determining surface rutting inPatent Cooperation Treaty Attorney Docket No.055697.00395 unpaved roads includes operation S910 to operation S940. At operation 910, obtaining design parameters, or obtaining design parameters and geosynthetic parameters, the design parameters include: traffic parameters, aggregate layer parameters and subgrade parameters. Among them, traffic parameters, aggregate layer parameters, subgrade parameters, and geosynthetic parameters can be found in the relevant content sections of other embodiments. [000133] At operation 920, determining an aggregate layer permanent deformation Sg and a subgrade permanent settlement ST corresponding to design parameters, or design parameters and geosynthetic parameters. Specifically, determining the aggregate layer permanent deformation Sg and the subgrade permanent settlement ST corresponding to design parameters, or design parameters and geosynthetic parameters by mechanical calculations, calibration, simulation, or modeling. At operation 930, determining surface permanent settlement SP based on aggregate layer permanent deformation Sg and subgrade permanent settlement ST. [000134] Design methods deployed on the design module engine by related techniques either implicitly or explicitly consider subgrade settlement only or assume that surface settlements match subgrade settlements with no contribution from the aggregate layer. This approach works reasonably well for soft subgrade cases where subgrade settlement accounts for the majority of surface settlement. However, as subgrades become stronger, deformations within the aggregate layer contribute to a greater proportion of surface settlement. [000135] At operation 940, determining surface rut depth r of the unpaved roads corresponding to the surface permanent settlement Sp. The surface rut depth r can be determined based on the correspondence between surface permanent settlement SP and surface rut depth r. [000136] Referring to FIGURE 10, with the LAAMS method, contributions to surface settlement from both subgrade permanent settlement 1030 ST andPatent Cooperation Treaty Attorney Docket No.055697.00395 aggregate layer permanent deformation 1020 Sg are calculated separately and summed to obtain the surface settlement 1010. As such, the method can be applied to a wider set of conditions, including those with a relatively high strength subgrade where aggregate layer deformations become important. Furthermore, since permanent deformations accumulate at different rates under trafficking in the two layers due to their different characteristics, treating the deformations separately increases the accuracy of surface settlement predictions under repeated traffic loads. [000137] Specifically, the above examples can be expressed by a mathematical model. Through a large number of experimental verifications, the mathematical model of segmented function is adopted in this embodiment. For example, determining surface rut depth r of unpaved roads based on surface permanent settlement SP include: if surface permanent settlement SP is less than or equal to depth threshold, surface permanent settlement SP is equal to surface rut depth r of unpaved roads. If surface permanent settlement SP is greater than depth threshold, surface rut depth r of unpaved roads is linearly related to surface permanent settlement SP. [000138] The following is an exemplary description of the process of calculating the surface permanent settlement SP. [000139] In some embodiments, in order to minimize the amount of calculation, one can first calculate surface settlement on first loading, then, calculate surface settlement accumulation by modeling. For example, calculating settlement accumulation based on surface settlement on first loading and cumulative coefficient. Specifically, surface permanent settlement δP includes surface settlement on first loading δP,N=1 and surface settlement accumulation. Wherein, surface settlement accumulation is correlated with cumulative coefficient and surface settlement on first loading ( δP / δP,N=1 ) = (1 + α / 1 +αe -0.21Nn). It should be noted that the relationship between surface settlement on firstPatent Cooperation Treaty Attorney Docket No.055697.00395 loading δP,N=1 and surface settlement accumulation can also be determined by mechanical calculations or calibrations without qualification. [000140] In some embodiments, subgrade settlement and aggregate layer deformation may be calculated separately in order to improve the accuracy of surface settlement. [000141] Specifically, surface settlement on first loading δP,N=1 includes: subgrade settlement on first loading δT,N=1 and aggregate layer deformation on first loading δg,N=1. Surface settlement accumulation includes: subgrade settlement accumulation and aggregate layer deformation accumulation. [000142] For example, subgrade settlement accumulation is determined based on α and subgrade settlement on first loading δT,N=1 corresponding to subgrade. Wherein, α relates to the maximum permanent strain that the surface is likely to experience. [000143] The aggregate layer deformation accumulation is determined based on α and aggregate layer deformation on first loading δg,N=1 corresponding to the aggregate layer. [000144] In addition, other calculation methods can be used for the surface permanent settlement δP described above. For example, surface permanent settlement δP is calculated based on the relationship between surface permanent settlement δP and surface settlement on first loading δP,N=1. [000145] Specifically, the relationship between surface permanent settlement δP and surface settlement on first loading δP,N=1 is shown in equation (7). [000146] δP / δP,N=1 = (1+α) / (1+αe-0.2n N) Equation (7) [000147] Wherein, α relates to the maximum permanent strain that the surface is likely to experience. [000148] In some embodiments, the aggregate layer deformation on first loading δg,N=1 and the subgrade settlement on first loading ST,N=1 can be calculated by calibration, lookup tables, and interpolation. This helps to reduce thePatent Cooperation Treaty Attorney Docket No.055697.00395 consumption of computing resources and increase the speed of computation. [000149] For example, for aggregate layer deformation on first loading δg,N=1 can be obtained as follows. The method further comprising：Obtaining the first value by finding the first correspondence using mobilized bearing capacity of aggregate layer Mg. The first value is a ratio of the aggregate layer deformation on first loading δg,N=1 and the thickness H, to determine the aggregate layer deformation on first loading δg,N=1 based on the first value and the tire width Bg. The mobilized bearing capacity of aggregate layer Mg is determined by wheel load P, tire contact area, aggregate layer bearing capacity qg, and aggregate layer bearing capacity qg is related to aggregate layer parameters. [000150] Another example, for subgrade settlement on first loading δT,N=1can be obtained as follows. The method further comprising： Use subgrademobilized bearing capacity MT to find the second correspondence to get the second value, the second value is the ratio of the subgrade settlement on first loading δT,N=1 and tire width BT, to determine the subgrade settlement on first loading δT,N=1 based on the second value and thickness H. The subgrade mobilized bearing capacity MT was obtained by inverse analysis of cyclic plate load tests and full- scale trafficking trials, or subgrade mobilized bearing capacity MT was obtained by simulation. [000151] Wherein, the subgrade mobilized bearing capacity MT is determined by wheel load P, tire contact area, subgrade bearing capacity qT, the subgrade bearing capacity qT is determined based on the aggregate layer bearing capacity qg, the load transfer efficiency T of the aggregate layer, the thickness H and the tire width BT, the load transfer efficiency T of aggregate layer is correlated with the intensity ratio between aggregate layer and subgrade. [000152] In a specific embodiment, subgrade permanent settlement is also a useful output from the calculation since it provides an indication of the likelihoodPatent Cooperation Treaty Attorney Docket No.055697.00395 of water ponding, (standing water) on the subgrade surface. Ponding of water or standing water leads to subgrade deterioration, increased deformation and, overall, shortens the design life of the road. Moreover, it is harder to detect and repair subgrade settlement than surface settlement. This feature has allowed the introduction of different subgrade protection levels so that designers can choose to create an enhanced design to help extend design life and reduce maintenance. For example, the subgrade protection level includes at least three protection levels, each corresponding to a different maximum allowable rut depth. [000153] The calculation of permanent settlement in each layer is undertaken in two stages. The permanent settlement on the first loading is calculated followed by its accumulation due to repetitions of the same loading. [000154] Permanent settlement on first loading [000155] This method employs a settlement calculation approach used in geotechnical foundation design based on mobilized bearing capacity. This is a ratio between the mobilized to the total bearing capacity of the aggregate or the subgrade. It is particularly suited to the prediction of permanent (plastic) settlement which depends primarily on soil strength mobilization. Mobilization of the aggregate layer and subgrade (punching shear) bearing capacities are expressed as a ratio (M and MT respectively) where zero means no load is applied and a value of 1 means full mobilization of bearing capacity (i.e., a mechanism with infinite permanent settlement). [000156] To calculate the mobilized bearing capacity of aggregate layer Mg, it is first necessary to calculate the aggregate layer bearing capacity qg for the geometrical shape of the tire contact area. Refer to the relevant part of Equation (4) for the calculation. [000157] FIGURE 11 illustrates an example of the hyperbolic relationship corresponding to Equation (8), which allows the estimation of the component of the aggregate layer deformation 1110 Sg,N=1 that contributes to permanentPatent Cooperation Treaty Attorney Docket No.055697.00395 settlement of the surface. It has been derived from the back-analysis of cyclic plate load tests and full-scale trafficking tests. The value 1.05 instead of 1.0 appears in the denominator in recognition of the fact that even when the bearing capacity of the aggregate is fully mobilized 1120 (Mg=1), a mechanism does not form because as a wheel sinks into the aggregate its contact area increases and hence the contact stress reduces. MQ.T"[000158]N,P QS^R= ^ Equation (8) #U<^.=$^S @!.V"[000159] schematic diagram of T-value method fordetermining 1222. Referring to FIGURE 12, bearing capacity failure 1224 in the subgrade occurs by punching shear 1214 through the aggregate layer 1210 and a classical bearing capacity 1200 shear mechanism 1222 in the underlying subgrade 1220, as illustrated in FIGURE 12. Equation (5) and Equation (6) are used to determine the ratio qT / qs based on H / BT 1212 and a load transfer efficiency T of the granular layer that depends on the strength ratio between the upper and lower layers. It was validated using the results of a literature review of centrifuge model testing and numerical analyses. It has also been adapted to include the benefits of mechanical stabilization in the upper granular layer. [000160] Referring to FIGURE 13, the strip (B / L=0) and square (BT / L=1) bearing capacities are calculated using Equation (5) and Equation (6) respectively and then the bearing capacity for any intermediate value of BT / L obtained by linear interpolation. The loaded width 1310 BT equals the tire width 1320 in single wheel cases but the full dual tire width in dual wheel cases since the effects of the two tires merge into one once the load is distributed down through the aggregate layer. The subgrade permanent deformations are constrained into a plane strain pattern perpendicular to the direction of wheel travel. As a result, the BT dimension equals the single or dual tire width even when this is larger than the tire contact length, as illustrated in FIGURE 13.Patent Cooperation Treaty Attorney Docket No.055697.00395 [000161] FIGURE 14 illustrates the hyperbolic relationship of equation (9). The hyperbolic relationship shown in FIGURE 14 allows the effect of the subgrade permanent settlement component ST,N=1on surface permanent settlement to be estimated 1410. It has been derived from the back-analysis of cyclic plate load tests and full-scale trafficking tests. The deformation accumulation model described below assumes a continuous decay in the rate of accumulation which occurs provided that the subgrade mobilization 1420 stays below a threshold level of M=0.5. MQ."[000162]W,P QSX^X=UY(^.=$^SX)^Equation (9) [000163] accumulation [000164]15, related techniques have proposed to characterize the accumulation of permanent deformation in various soil types. Perhaps the two simplest are Equation (10) and Equation (11) which tend to be used for granular and cohesive soils respectively. [000165] εp = A + B ln N Equation (10) [000166] Equation (11) [000167]permanent strain 1510 and N is a whole positive number of identical load repetitions 1520. Hence, both A and C equal the plastic strain following the first cycle of loading when N=1. The subsequent accumulation of permanent deformation with load repetitions is defined logarithmically with a B parameter in Equation (10) and according to a power law expression with parameter d in Equation (11). These tend to be derived from and validated against repeated load triaxial (RLT) tests undertaken up to around 10,000 cycles. Tests taken to a much higher number of load cycles show a slowing accumulation rate with respect to logN at high N values which could lead to an overprediction of permanent deformations using Equation (10) and Equation (11). [000168] As shown in FIGURE 16 and Equation (12), a new, unifying expression for all soil types to predict the accumulation of permanent surface settlement under a repetitive load was derived. It is expressed as a ratio of the permanent settlement on first loading hence begins at 1 when N=1(LnN=0). ItPatent Cooperation Treaty Attorney Docket No.055697.00395 increases with load repetitions towards an eventual maximum value (1+a) where α is the maximum permanent strain that can occur following the first load cycle. The maximum rate of growth with respect to LnN occurs when half of α has accumulated and the number of load repetitions required to reach that point is defined by the β parameter. It can be applied to most soil types once the alpha and beta values have been determined from cyclic triaxial testing to a high number of cycles (at least 10k for granular soils and 500k for cohesive soils). [000169] ɛP / ɛP,N=1 = (1+α) / (1+αe-βln N) Equation (12) [000170] The permanent deformation accumulation models 1610 described in FIGURE 16 are considered valid for cases with subgrade bearing capacity mobilization factor MT below a threshold of 0.5, so as to prevent ratcheting deformation towards failure. However, observations show that unpaved roads may still withstand a relatively low number of axle passes before reaching unacceptable levels of deformation, even when MT exceeds the threshold value. [000171] These observations from a number of full-scale trafficking trials are presented in FIGURE 17 as the number of axle passes needed to reach a failure criterion of permanent subgrade settlement 1710 sT normalized by tire width BT of 0.25 (equivalent to 75 mm settlement under a 0.3m wide load) plotted against MT 1720. It is apparent that full bearing capacity mobilization (MT=1) results in the failure criterion being reached on just one pass, as would be expected, while the number of passes needed to reach sT / BT of 0.25 increases exponentially as MT decreases towards the threshold value of 0.5, as approximated by the line and equation shown. Note that the threshold value may be increased in cases of mechanical stabilized aggregate. [000172] In design, the equation shown in FIGURE 17 is used to predict the number of axle passes Nf to reach the specified failure criterion (surface permanent settlement is assumed equal to subgrade permanent settlement in these high MT cases). When the design number of axle passes N is greater than Nf, the aggregatePatent Cooperation Treaty Attorney Docket No.055697.00395 thickness needs to be increased. When N<Nf, the thickness can be reduced or the accumulated permanent settlement is interpolated assuming a linear accumulation. [000173] The surface permanent settlement SP in this embodiment is determined based on surface settlement on first loading and surface settlement accumulation, the surface settlement on first loading is calculated mechanically and the surface settlement accumulation is modeled based on the surface settlement on first loading. Wherein, surface settlement on first loading is an accurate value for different application scenarios based on mechanical calculations, e.g., for different material types, which helps to improve the accuracy of the minimum thickness of the aggregated layer determined based on the surface permanent settlement SP. Combined with modeling to obtain surface settlement accumulation, it effectively reduces the consumption of computational resources and improves the response speed. To summarize, this embodiment can better balance the prediction accuracy and response speed. [000174] Another aspect of the present application also provides a method for determining an effect of wheels wander on unpaved roads. Both laboratory trafficking trials and existing design methods normally adopt or assume channelized traffic, i.e. each wheel pass follows the same path as the previous one. This leads to rutting along a distinct, narrow path. In practice, successive vehicles do not follow precisely the same wheel path. This will result in different wheel paths affecting roads (e.g., unpaved roads) differently, such that if there is a wheel path, instead of deepening a surface rut depth, it may repair a surface rut depth. This embodiment, based on the above analysis, corrects the above mentioned problem in terms of correcting tire wheel passes. [000175] FIGURE 18 is a flow diagram of one method for determining the effect of wheel wander on unpaved roads of an embodiment of the present application. Referring to FIGURE 18, the method for determining the effect of wheel wander on unpaved roads includes operation S1810 to operation S1830.Patent Cooperation Treaty Attorney Docket No.055697.00395 [000176] At operation 1810, determining an equivalent channelized wheel passes ECWP N' for the unpaved roads. This embodiment corrects the flaw in the related art of treating different wheel paths as having the same effect on roads by determining the equivalent channelized wheel passes ECWP N' for unpaved roads. For example, if the wheel path deepens the rut depth, then equivalent channelized wheel passes ECWP N' increases, and if the wheel path decreases the rut depth (e.g., if the wheel path covers the edge of the rut), then the equivalent channelized wheel passes ECWP N' decreases. It is also possible to ignore wheel passes that do not impact deeper ruts. [000177] At operation 1820, replacing wheel passes for unpaved roads N with equal channelized wheel passes ECWP N'. Replacing road wheel passes N with ECWP N' effectively corrects the effect of wheel passes N on the rut depth of the road. [000178] At operation 1830, determining surface permanent settlement based on equivalent channelized wheel passes ECWP N' and design parameters or design parameters and geosynthetic parameters. [000179] Specifically, determining the surface permanent settlement based on ECWP N' and design parameters or design parameters and geosynthetic parameters may be referred to in the relevant portions of the above embodiments and will not be described in detail herein. [000180] The following is an exemplary illustration of the process of calculating the equivalent channelized wheel passes ECWP N'. [000181] FIGURE 19 is a schematic diagram of an example definition of wander. Referring to FIGURE 19, there is a lateral variation or wander 1950 of the path on both sides 1940 of the mean wheel path 1920. The rutting calculations presented in this embodiment also assume canalized traffic, but as shown below, a method is introduced that corrects for the effect of wheel path deviation (1910, 1930) from the mean path by correcting the number of deviating axle passes to thePatent Cooperation Treaty Attorney Docket No.055697.00395 equivalent canalized wheel passes N'. [000182] In some embodiments, the equivalent channelized wheel passes ECWP N' can be determined by means of modeling. Determining the equivalent channelized wheel passes ECWP N' of unpaved roads can include the following operation. [000183] First, determining the equivalent coefficients FN for the wheel passes N of unpaved roads, where the equivalent coefficients can be empirical values or coefficients obtained through simulation. [000184] Then, the result of the multiplication operation of the wheel passes N of unpaved roads and the equivalent coefficients FN is used as the equivalent channelized wheel passes ECWP N' of unpaved roads. [000185] The above approach is to determine the wheel passes N correction factor for unpaved roads by calibration or statistics. The advantage of this approach is that it consumes less computational resources and has a faster response time. [000186] In some embodiments, the equivalent channelized wheel passes ECWP N' may also be determined by means of simulation. Determining the equivalent channelized wheel passes ECWP N' for unpaved roads may include the following operations. [000187] First, determining the average wheel track position (MWP) at which maximum wheel track settlement will occur for unpaved roads. [000188] Then, repeat the following operation N times to get the equivalent channelized wheel passes ECWP N' for unpaved roads: If the current wheel position deviates from the MWP by a distance between 0 and 0.5 times the tire width B on both sides of the MWP, then N'=N'+1 is performed. If the current wheel position deviation from the MWP is between 0.5 times and 1.5 times the tire width B on both sides of the MWP, then N'=N'-1 is performed. If the current wheel position deviates from the MWP by more than 1.5 times the TIRE WIDTHB onPatent Cooperation Treaty Attorney Docket No.055697.00395 both sides of the MWP, then N'=N' is performed. [000189] The above method is based on the wheel path of each wheel pass to simulate the effect of different wheel paths on the rut depth, and then get the equivalent channelized wheel passes ECWP N'. The advantage of this approach is that the prediction results are more accurate. [000190] In a specific embodiment, the distribution of wheel paths about a mean would be expected to follow a normal distribution in most cases with the mean path having a wander of zero. There would be an equal chance of the wander occurring on each side of the mean and the largest wander to one side would, for practical purposes, represent 3 times the standard deviation σ of the distribution. Consequently, the wander w is equivalent to 6σ. [000191] The maximum wheel path settlement along any unpaved road with a normally distributed wander would occur at the location of the mean wheel path (MWP). Therefore, the wheel path settlement prediction is made at this location with increments of settlement added for each ECWP. Whenever the wheel's offset from the MWP is within half the tire width B either side of the MWP, one full ECWP is added. [000192] When the offset is between 0.5 and 1.5 times the tire width, the wheel pass causes heave or a partial reversal of the MWP settlement. This is equivalent to a reduction in the number of wheel passes, so half ECWP is subtracted. When the offset exceeds 1.5 times the tire width on either side, the wheel is so far from the MWP it is assumed that the wheel pass contributes no vertical displacement at all at the MWP. [000193] The ECWP is summed for the specified number of wheel passes assuming they follow a normal distribution of wander about the MWP. Calculations of permanent settlement are then undertaken using the ECWP as the N value. The effect of wander on design outputs is often minor because settlement accumulates at a faster rate in the earlier passes than the later passes. Therefore,Patent Cooperation Treaty Attorney Docket No.055697.00395 even when the ECWP is significantly less than the true number of wheel passes, a significant proportion of the uncorrected settlement still occurs during those equivalent channelized wheel passes. The larger the wander and the narrower the tire, the greater the difference on design outputs. [000194] This embodiment fully considers the effect of wheel passes deviating from the average wheel path on surface rutting by correcting the number of wheel passes N to guarantee that a surface rut depth determined based on the ECWP N' is Accuracy. [000195] In some embodiments, after the applicant's research and analysis, there are still discrepancies between the surface permanent settlement SP obtained in the above embodiments and the actual surface ruts that affect vehicle traffic. The present embodiment aims to determine the effect of this difference on road performance, such that it helps to improve the precision of the thickness of the aggregate layer H determined in the above embodiment. [000196] Some embodiments, while providing the calculations described so far provide outputs of surface permanent settlement, but rut depth is a more common and more useful performance criterion because this affects the traffic ability of a road and the distinction between the two is illustrated in FIGURE 20 and FIGURE 21. Rut depth also makes a more suitable performance criterion for the subgrade because this directly corresponds with the water ponding depth that may occur. However, direct estimation of rut depth is more difficult because it depends on both the settlement under the wheel path and the heave that occurs to the sides of the wheel path due to shear deformation. [000197] Measurements of wheel path settlement (2030, 2040) and rut depth (2130, 2140) from several full-scale trafficking trials on unpaved roads were analyzed to understand the relationship between rut and surface permanent settlement SP. About 100 data points from post-test surveys of wheel path settlement and rut depth are plotted in FIGURE 22. Clear relationships werePatent Cooperation Treaty Attorney Docket No.055697.00395 identified as shown in FIGURE 22 by the fitted line which is used to convert the calculation output of permanent settlement into rut depth r. [000198] The maximum permitted surface rut depth is set as an input parameter into the design module engine for unpaved roads. The application, through the design module engine then determines the minimum required aggregate layer thickness to reach the specified rut depth under the specified traffic loading. On some occasions, the aggregate layer thickness may need to be increased to achieve adequate factor of safety against bearing capacity failure which will be indicated in the output and consequently the predicted surface rut depth may be less than the specified value. [000199] Additionally, users may select from three subgrade protection levels appropriate for different applications as shown in Table 1. These are met by ensuring the predicted subgrade rut depth satisfies the allowable values indicated. Higher subgrade protection levels may require the aggregate layer thickness to be increased over and above that required to satisfy the specified surface rut criterion. Table 1: Subgrade protection levels Protection Allowable Recommended applications Risk of waterPatent Cooperation Treaty Attorney Docket No.055697.00395 （Good）non-critical applications[000200] The allowable subgrade rut depth values are those considered critical to the occurrence of water ponding on the subgrade surface and hence accelerated subgrade degradation. Values up to 6mm (1 / 4 in.) are considered within the tolerances of what can be achieved when preparing a subgrade surface during construction. Small, temporary ponding may occur but capillary rise within the aggregate layer would be expected to dry these. Subgrade rut depths in excess of 12mm (1 / 2 in.) would be expected to form significant ponding that cannot be dried by capillary rise in the aggregate, which may linger for long periods. [000201] It is noted that certain embodiments of the present application also perform an elastic settlement analysis. [000202] Elastic settlement concerns the entirely recoverable surface displacements that occur when wheels travel along an unpaved road surface and can be predicted relatively accurately under the assumption of linear elasticity. A parametric study using a linear elastic axisymmetric finite element analysis (FEA) model was undertaken with the loaded radius, aggregate thickness and stiffness properties of both layers all varied. A typical Poisson's ratio ni for the aggregate layer of 0.2 was adopted in all cases. Additional analyses were performed with vi varied between 0.1 and 0.35 and the effect on predicted settlement was less than ±5%. Given the uncertainty and difficulty of measuring vt, it is considered unnecessary to have it as an input parameter for the aggregate layer given its insignificant effect on outputs. Again, outputs were not sensitive to small changes but the change from undrained (0.5) to drained (0.2) caused on average about an 8% change in settlement predictions. [000203] This approach may be used to predict elastic settlements caused by traffic occurring on construction (during a proof roll, for example) or for long-Patent Cooperation Treaty Attorney Docket No.055697.00395 term resilient settlements by using as-constructed and resilient moduli respectively. [000204] The stiffness of aggregate layers as constructed can either be measured or estimated. It depends to a large extent on their relative density and hence compaction efficiency. This, in turn, depends on the strength and stiffness of the underlying subgrade. Accordingly, based on the improved bearing capacity predicted by the T-value method and field experience, a relationship for estimating the as-constructed stiffness of high-quality road base aggregates compacted by typical methods on different CBR subgrades were derived as shown in FIGURE 23. The subgrade stiffness E1 2310 can be based either on measurement or estimated from appropriate correlations in the literature. [000205] Embodiments of the present application utilize aggregate layer parameters, subgrade parameters, geosynthetic parameters, and traffic parameters to allow estimation of the desired thickness of the aggregate layer H to achieve the specified elastic settlement. Note that the effect of H on elastic settlement is non- linear because, as H increases, the subgrade stiffness E2 has less influence on surface settlement. Hence, large changes in H may be needed to effect significant change in elastic settlement. The aforementioned aggregate layer parameters, subgrade parameters, and geosynthetic parameters include, but are not limited to, at least one of maximum rut depth, subgrade protection level, ultimate bearing capacity, overburden stress, bearing capacity coefficient, shape factor, tire width, contact length, load or conduction efficiency T. [000206] In order to facilitate a better understanding of the technical solutions of the present application, geosynthetic is exemplarily described below. [000207] Geosynthetic is a product made from synthetic or natural polymer materials used in soil reinforcement, protection and strengthening works. They are usually made of materials such as polymers (e.g. polypropylene, polyester) or glass fibers, and have properties such as high strength, corrosion and abrasion resistance, and resistance to stretching.Patent Cooperation Treaty Attorney Docket No.055697.00395 [000208] Geosynthetic has a wide range of applications in civil engineering, including soil reinforcement, soil filtration, soil isolation, slope protection, retaining walls, and groundwater protection. They provide soil stability and strength, reduce soil erosion and settlement, and increase soil permeability and filtration properties. [000209] An illustrative example of geosynthetic is geogrid. FIGURE 24a to FIGURE 24c illustrate the structure of the geogrid. [000210] Regarding the structure of geogrid, the ribs 2430 of a geogrid are defined as either longitudinal or transverse. The direction which is parallel to the direction that geogrid is fabricated on the mechanical loom is known as roll length direction, Machine Direction (MD), or longitudinal direction. On the other hand, the direction which is perpendicular to the mechanical loom and MD in the plane of geogrid, is known as Transverse Direction (TD) or cross machine direction. In other words, the longitudinal ribs are parallel to the manufactured direction (a.k.a. the machine direction); the transverse ribs are perpendicular to the machine direction. Some mechanical properties of geogrid such as tensile modulus and tensile strength are dependent on the direction which geogrid is tested. In a geogrid, the intersection of a longitudinal rib and a transverse rib is known as a junction. Junctions can be created in several ways including weaving or knitting. [000211] Regarding the production of geogrid, geogrid are produced by either welding, extruding, and or weaving material together. Extruded geogrid is produced from a polymer plate which is punched and drawn in either one or more ways. Various aperture types 2410 are shaped based on the way the polymer sheet is drawn. Drawing in one, two or three or more directions results in production of uniaxial, biaxial, triaxial, and various other multiaxial geogrid. Further, high aspect ratio nodes 2420 may be formed at junctions of the ribs 2430. Polypropylene (PP) or polyester (PET) fibers are generally used to produce woven geogrid. In most cases, these fibers are coated to increase the abrasion resistancePatent Cooperation Treaty Attorney Docket No.055697.00395 of produced geogrid. Manufacturing process of welded geogrid is by welding the joints of extruded polymer woven pieces. Geogrid are also categorized in two main groups based on their rigidity. Geogrid made from polyethylene (PE) or polypropylene (PP) fibers are usually hard and stiff and they have a flexural strength more than 1,000 g-cm. Flexible geogrid, are often made from polyester (PET) fibers by using a textile weaving process. They usually have a flexural strength less than 1,000 g-cm. [000212] Geogrid is mainly used for reinforcement and / or stabilization applications. Geogrid can also provide confinement and partial separation. The confinement is developed through the interlocking mechanism between base course aggregate particles and geogrid openings. The interlocking efficiency depends on base course aggregate particle distribution and the geogrid opening size and aperture. In order to achieve the best interlocking interaction, the ratio of minimum aperture size over D50 should be greater than three. The effectiveness of interlocking depends on the in-plane stiffness of the geogrid and the stability of the geogrid ribs and junctions. The reinforcement mechanisms in geogrid base reinforced infrastructure sections include lateral restraint (confinement), increased bearing capacity and tension membrane effect. Aggregate base layer lateral restraint is the fundamental mechanism for geogrid reinforced infrastructure. For example, a vertical load applied on the surface of the infrastructure would cause lateral spreading motion of the aggregate base materials. As the loading is applied on the surface of the infrastructure, tensile lateral strains are generated in the base layer causing the aggregates to move out away from the loading. Geogrid reinforcement of infrastructure sections restrains these lateral movements, which is known as lateral restraint. In doing so geogrid reinforcement changes the “failure location” from the weaker subgrade soil to the stronger aggregate layer. [000213] For example, the above geosynthetic parameters are geogrid parameters. For example, a geogrid includes hexagons and trapezoidal andPatent Cooperation Treaty Attorney Docket No.055697.00395 triangular shapes surrounding the hexagons. For example, the geogrid includes at least one layer of polymer. For example, the geogrid is a multi-axial integral geogrid. [000214] The geogrid comprises: a first set of strands oriented approximately in a straight line which extend at an acute angle with respect to the first direction MD. A second set of substantially straight oriented strands which extend at an acute angle with respect to the first direction MD, considered from the second direction TD which is at right angles to the first direction MD, the two sets of strands which are alternately angled form an angle with the first direction MD at substantially equal and opposite angles. Additional substantially straight oriented stranded wires which extend in the second direction. Each union connects four angularly oriented stranded wires and two additional oriented stranded wires, and substantially at each union, the bifurcation between each pair of neighboring stranded wires is oriented in the direction of surfacing the bifurcation, whereby there is a continuous orientation from the end of one stranded wire, the surfacing bifurcation, to the end of the neighboring stranded wire. [000215] For example, the geogrid is made by stretching and uniaxially orienting a plastics sheet starting material provided with an array of holes, the geogrid having a length and a width comprising transverse bars extending across the width of the geogrid interconnected by substantially flat oriented stranded wires, at least some of the stranded wires extending at an angle of from 3° to 7.5° from one bar to the next, alternating these angled strands across the width of the geogrid and these angled strands forming an angle with equal and opposite angles with respect to the square of the bar at right angles with respect to the bar, the angled strands oriented so as to extend into said bar. [000216] See FIGURE 24b, illustrates a coextruded multilayer sheet 2430 used as a starting material for an integral geogrid according to one embodiment of the present invention, before the sheet has been through-punched or depressionsPatent Cooperation Treaty Attorney Docket No.055697.00395 formed therein. For example, the geogrid can include the use of a foaming agent to provide a foamed or expanded second or middle layer. The second or middle layer of the coextruded multilayer sheet forms an expanded or "foamed" structure. That is, according to this embodiment of the invention, a chemical foaming agent is mixed with the polymer that is extruded to form the second layer. The heat that is generated to melt the polymer decomposes the chemical foaming agent, which results in the liberation of a gas. The gas is then dispersed in the polymer melt and expands upon exiting the die. FIGURE 24b illustrates a side view cross-section of a portion of the face of a second layer expanded or foamed into an integral triaxial geogrid. The side view shows the ribs 2410 and the nodes 2420 with the nodes having a higher aspect ratio for locking in aggregate. [000217] For example, the materials of construction of the first layer and the materials of construction of the third layer may be the same as each other or may be different from each other, preferably the same materials. For example, the construction material of the second layer is different from the construction material of the first layer and the construction material of the third layer. Advantages of foaming embodiments of the finished integral geogrid include not only reduced raw material costs and reduced geogrid weight, and may also include desired physical and chemical properties of the foamed layer itself. [000218] Referring to FIGURE 24c, employs a repeating pattern of interconnected oriented strands and partially oriented junctions forming a repeating pattern of outer hexagons, each of which supports and surrounds an inner smaller hexagon to define three different shaped openings of a monolayer multi- axial integral geogrid. In addition, to provide additional strength and stability, the geometry of the outer hexagons form or define a plurality of linear strands, or strong axis strands or ribs, that extend continuously throughout the entirety of the multi-axial integral geogrid without crossing into the interior of other outer hexagons, thus making the geogrid suitable for stabilizing aggregate. It will bePatent Cooperation Treaty Attorney Docket No.055697.00395 understood that the continuous linear strands consist of the oriented strands and partially oriented junctions 2420 that define the outer hexagons and align in the same line or strand direction. The continuous linear strands of the outer hexagons also form triangular openings between adjacent outer hexagons which are repeating throughout the entirety of the geogrid and are unobstructed by additional strands or ribs therein. [000219] As so formed, the inner hexagon is comprised of six oriented strands (2410, 2430) which define a hexagonal opening unobstructed by additional strands or ribs. The inner hexagon is supported by six oriented (2410, 2430) connecting strands which extend from the partially oriented junctions of the outer hexagon to a respective corner of the inner hexagon to form oriented tri-nodes. The tri-nodes have a much higher level of orientation, also known as aspect ratio, than the partially oriented junctions. The six oriented strands which comprise the inner hexagon and the six supporting oriented connecting strands, together with the adjacent oriented strands of the outer hexagon, form six trapezoid apertures 2440. [000220] The configuration as described in the previous paragraph also creates a structure in which the inner hexagon is suspended, i.e., floating, relative to the outer hexagon structure. This structure allows the inner hexagon to shift up or down so as to “float” or flex, i.e. deform, relative to the primary plane of the geogrid and relative to the continuous linear strands that consist of the oriented strands and partially oriented junctions that define the outer hexagons Thus, during placement and compaction of the aggregate, the floating inner hexagon enhances the geogrid’s ability to engage with, confine and stabilize the aggregate. The foregoing geogrid structure is often hereinafter referred to as a “repeating floating hexagon within a hexagon pattern” or more simply a “floating hexagon within a hexagon pattern.” [000221] The above geostructures have ribs of differing width and depthPatent Cooperation Treaty Attorney Docket No.055697.00395 while preferably retaining high aspect ratios. Different aperture shapes and sizes to better accommodate varying granular materials. In addition, a repeating geometry that increases the number of oriented ribs per unit area to better confine granular material. Additionally, a repeating geometry that increases the number of angles formed between oriented ribs per unit area to better confine granular material. Multiaxial stabilization of geogrid requires more novel approaches to characterization. The effectiveness of the lateral constraints depends on the interaction of the soil with the geogrid, so the shape and stiffness of the mesh of the geogrid are much more important than its strength. [000222] FIGURE 25 is verification of the effect of unpaved roads paved with geogrid NX750 (refer to Figures 24a and 24b) and NX-DEV (some type of NX grille) on surface rutting by means of a foot-scale test. It can be seen that the similarity between the predicted and experimental values is high, which proves that the method of this application to determine the minimum thickness of the aggregate layer of unpaved roads is accurate enough to guide the construction of the project. [000223] In some embodiments, cost-related information may also be provided to the user based on the predicted minimum thickness of the aggregate layer in order to facilitate decision making by the user. [000224] Specifically, the above method may also include the following operation. First, determining first costs of the unpaved roads, wherein, costs of the aggregate layer of the unpaved roads change as the design parameters change, and no geosynthetic on unpaved roads. Then, outputting the first costs of the unpaved roads. [000225] In addition, the above method further comprises the following operation. Determining second costs of the unpaved roads if the design parameters include the geosynthetic parameters, wherein, costs of the aggregate layer of the unpaved roads change as the design parameters change; outputting the secondPatent Cooperation Treaty Attorney Docket No.055697.00395 costs of unpaved roads. [000226] For example, the unit price of material and the cost of time for the aggregate layer can be determined based on the minimum thickness of the aggregate layer, and the cost of geosynthetic needs to be determined based on the area of the geosynthetic if it is laid. And then calculate to get the construction cost. [000227] In certain embodiments, the method described above may further include the following operations. Determining second costs of the unpaved roads if the design parameters include the geosynthetic parameters, wherein, costs of the aggregate layer of the unpaved roads change as the design parameters change; determining save costs, the save costs is the difference between the first costs and the second costs; outputting at least one of the geosynthetic parameters, the second costs, or the save costs. Wherein, the save costs comprising at least one of the construction capital cost, construction time cost, and environmental cost. [000228] In some embodiments, it is also possible to, by visualizing at least some of the above information on design parameters, intermediate results, costs, and the like to enhance intuition. [000229] For example, the above method may also include the following operation: first, obtaining visualization data by visualizing at least one of the minimum thickness of the aggregate layer of the unpaved roads, the design parameters, the first costs, the second costs and save costs; and then outputting the visualization data. [000230] Another aspect of this application provides another method for determining a minimum thickness of the aggregate layer of unpaved roads. FIGURE 26 is a flow diagram of another example of method for determining a minimum thickness of the aggregate layer of unpaved roads of an embodiment of the present application. [000231] Referring to FIGURE 26, this method applies to the client, including operation 2610 to operation 2630. At operation 2610, obtaining designPatent Cooperation Treaty Attorney Docket No.055697.00395 parameters, or obtaining design parameters and geosynthetic parameters, the design parameters include: traffic parameters, aggregate layer parameters and subgrade parameters. For example, the user may input design parameters to the client via an input device. In addition, the client may input design parameters by inputting a configuration file into the client. For details of the design parameters, reference is made to the contents related to the above embodiments. [000232] At operation 2620, sending a thickness request to the server side design module engine, which includes design parameters, or design parameters and geosynthetic parameters. The thickness request may include information such as the server address in addition to the design parameters described above. [000233] At operation 2630, receiving the minimum thickness of the aggregate layer of unpaved roads from the server side. e.g., the server side responds to the thickness request by sending the thickness of the aggregate layer corresponding to the design parameters to the client. Layer corresponding to the design parameters to the client. [000234] In some embodiments, considering that the design parameters corresponding to the application scenario may include multiple parameters, it is time-consuming for the user to input the parameters, and in addition, the user may not be familiar enough with the value ranges and the like of some of the design parameters. In order to improve the user experience, the server side can send the default design parameters and preset geosynthetic parameters to the client (or the client can store the default design parameters locally), so that the client can show at least some of the default design parameters and preset geosynthetic parameters to the user, which is easy for the user to select and improve the operation convenience. [000235] Specifically, the above method further includes the following operation before obtaining the design parameters. First, obtaining the default design parameters. Then, displaying at least some of the default design parameters.Patent Cooperation Treaty Attorney Docket No.055697.00395 Next, in response to user operation, applying the obtained design parameters using at least some of the default design parameters as the configured design parameters. [000236] For example, the subgrade parameters in default design parameters can include material types, and the client can display options such as: Clay, Silt, Organic Clay, Organic Silt, Peat, Fine Sand, Coarse Sand, Gravel, and so on. [000237] In certain embodiments, fields on the design module engine can input product model number of geogrids and pull aspects from a data table to improve the convenience and accuracy of inputting geosynthetic parameters. [000238] Specifically, the design parameters include geosynthetic parameters. Accordingly, obtaining the default design parameters can include the following operations. First, at least one identification information is displayed. Then, in response to the selection operation, a target identification is selected from the at least one identification information in order to send the target identification to the server side such that the server side determining the target identification corresponding to the geosynthetic parameters from the dataset. Dataset includes correspondence between identification information and geosynthetic parameters. [000239] In addition to the convenience of inputting geosynthetic parameters, it also allows suppliers to targeted approach geosynthetic parameters rather than wasting resources calculating, simulating, or modeling unreasonable parameters entered by the user (e.g., characterizing a product that the manufacturer won't produce), and improves the accuracy of the output results. [000240] In some embodiments, after receiving the minimum thickness of the aggregate layer of unpaved roads from the server side, the above method can also include the following operation: displaying the minimum thickness of the aggregate layer of unpaved roads. This facilitates the user to make a decision based on the minimum thickness of the aggregate layer of unpaved roads, such as whether or not to use geogrid. [000241] In some embodiments, with reference to the above with respect toPatent Cooperation Treaty Attorney Docket No.055697.00395 costs, the above method further includes: receiving at least one of first costs, second costs, or save costs of the unpaved roads. Wherein the save costs comprise: construction cost, construction time cost, and environmental cost. [000242] In some embodiments, the above design parameters, intermediate results, and cost information, etc. may be visualized by the client to assist the user in decision making. Specifically, the above method can further include, first, by visualizing at least one of the design parameters, the minimum thickness of the aggregate layer of unpaved roads, the first costs, the second costs, or the save costs of the unpaved roads, to obtain a visualization graph. Then, the visualization graphs are displayed, see FIGURE 1 for an example of an interface that can include aggregate layer graphs, geogrid graphs, and subgrade graphs. When one or some design parameters are changed, the above graphs will be changed. In addition, cost information, save costs, etc. can also be displayed in the aggregate layer graphic or adjacent position. The above by visualizing effectively improves human- computer interaction and enhances user experience. Input parameters and calculations by the design module engine Example 1 number parameters elementsPatent Cooperation Treaty Attorney Docket No.055697.00395 8D50 （mm）30Example 2 number parameters elementsPatent Cooperation Treaty Attorney Docket No.055697.00395 11 Separation geosynthetic YesExample 3 number parameters elementsPatent Cooperation Treaty Attorney Docket No.055697.00395 thickness of the aggregate layer（mm）215Example 4 number parameters elementsPatent Cooperation Treaty Attorney Docket No.055697.00395 Example 5 number parameters elementsExample 6 number parameters elementsPatent Cooperation Treaty Attorney Docket No.055697.00395 1 Geosynthetic NX750Example 7 number parameters elementsPatent Cooperation Treaty Attorney Docket No.055697.00395 1 Geosynthetic / Example 8 number parameters elementsPatent Cooperation Treaty Attorney Docket No.055697.00395 1 Geosynthetic NX750[000243] Another aspect of the present application also provides a device for determining the minimum thickness of the aggregate layer of unpaved roads, provided on the server side or the host computer. FIGURE 27 is a block diagram of an apparatus for determining the minimum thickness of the aggregate layer ofPatent Cooperation Treaty Attorney Docket No.055697.00395 unpaved roads of an embodiment of the present application. [000244] As shown in FIGURE 27, the apparatus 2700 includes: first obtaination module 2710, thickness determination module 2720. [000245] First module 2710 for obtaining design parameters, or obtaining design parameters and geosynthetic parameters, the design parameters include: traffic parameters, aggregate layer parameters and subgrade parameters. [000246] Thickness determination module 2720 for determining minimum thickness of the aggregate layer corresponding to the design parameters, or the design parameters and the geosynthetic parameters of unpaved roads. [000247] Additionally, the apparatus 2700 can further include first outputting module 2730 for outputting at least the minimum thickness of the aggregate layer of unpaved roads. [000248] Another aspect of the present application also provides a device for determining a tire contact area, provided on the server side or a host computer. FIGURE 28 is a block diagram of an apparatus for determining a tire contact area of an embodiment of the present application. [000249] As shown in FIGURE 28, the apparatus 2800 includes: second acquisition module 2810, coefficient determination module 2820, and area determination module 2830. [000250] Second acquisition module 2810 for obtaining aggregate layer parameters, wheel load P and tire width. [000251] Coefficient determination module 2820 for determining shape factor Sγ corresponding to the aggregate layer parameters, the wheel load P, the tire width B. [000252] Area determination module 2830 for determining a tire contact area based on at least the shape factor Sγ and the tire width B. [000253] Another aspect of the present application also provides an apparatus for determining the carrying capacity, provided on the server side or the host.Patent Cooperation Treaty Attorney Docket No.055697.00395 FIGURE 29 is a block diagram of an apparatus for determining bearing capacities of an embodiment of the present application. [000254] As shown in FIGURE 29, the apparatus 2900 includes: third acquisition module 2910, shape determination module 2920, and load capacity determination module 2930. [000255] Third acquisition module 2910 for obtaining aggregate layer parameters, wheel load P, tire width B. [000256] Shape determination module 2920 for determining a contact length L corresponding to the aggregate layer parameters, the wheel load P and the tire width B. [000257] Load capacity determination module 2930 for determining an aggregate layer bearing capacity qg of unpaved road based on aggregate layer parameters, the tire width B and the contact length L. [000258] Another aspect of the present application also provides an apparatus for determining surface rutting of unpaved roads, provided on the server side or a host computer. FIGURE 30 is a block diagram of an apparatus for determining surface rutting of unpaved roads of an embodiment of the present application. [000259] As shown in FIGURE 30, the apparatus 3000 includes: fourth obtaination module 3010, first settlement determination module 3020, second settlement determination module 3030, and depth determination module 3040. [000260] Fourth obtaination module 3010 for obtaining design parameters from client, the design parameters include: traffic parameters, aggregate layer parameters, subgrade parameters and geosynthetic parameters at least one. [000261] First settlement determination module 3020 for determining an aggregate layer permanent deformation Sg and subgrade permanent settlement ST corresponding to at least one of the traffic parameters, the aggregate layer parameters, the Subgrade parameters and the geosynthetic parameters. [000262] Second settlement determination module 3030 for determining aPatent Cooperation Treaty Attorney Docket No.055697.00395 permanent surface settlement Sp corresponding to the aggregate layer permanent deformation Sg and the subgrade permanent settlement ST. [000263] Depth determination module 3040 for determining a surface rut depth r of the unpaved roads corresponding to the permanent surface settlement Sp. [000264] Another aspect of the present application also provides an apparatus for determining the effect of wheel drift on unpaved roads. FIGURE 31 is a block diagram of an apparatus for determining the effect of wheel wander on unpaved roads of an embodiment of the present application. [000265] As shown in FIGURE 31, the apparatus 3100 includes: ECWP determining module 3110, wheel passes determining module 3120, and settling determining module 3130. [000266] ECWP determination module 3110 for determining an equivalent channelized wheel passes ECWP N' for the unpaved road. [000267] Wheel passes determining module 3120 for using equivalent channelized wheel passes ECWP N' as the number of wheel passes N of unpaved roads. [000268] Settling determining module 3130 for determining surface permanent settlement based on equivalent channelized wheel passes ECWP N' and design parameters. [000269] Another aspect of the present application also provides an apparatus for determining the minimum thickness of the aggregate layer of unpaved roads, provided in client. FIGURE 32 is a block diagram of an apparatus for determining the minimum thickness of the aggregate layer of unpaved roads of an embodiment of the present application. [000270] As shown in FIGURE 32, the apparatus 3200 includes: fifth module 3210, request sending module 3220, and thickness receiving module 3230. [000271] Fifth module 3210 for obtaining design parameters or designPatent Cooperation Treaty Attorney Docket No.055697.00395 parameters and geosynthetic parameters, design parameters include: traffic parameters, aggregate layer parameters or subgrade parameters. [000272] Request sending module 3220 for sending a thickness request to the server side that includes design parameters, or design parameters and geosynthetic parameters. [000273] Thickness receiving module 3230 for receiving the minimum thickness of the aggregate layer of unpaved roads from the server side. [000274] It should be noted that, with respect to the apparatus in the above embodiment, the specific manner in which each module performs operation has been described in detail in the embodiment of the method and will not be described in detail here. [000275] The present application also provides an electronic device. FIGURE 33 is a schematic diagram of one structure of an electronic device of an embodiment of the present application. [000276] The processor 3310 in FIGURE 33 is capable of realizing the same or similar functions of the modules provided by the preceding device embodiments of the corresponding device, and the memory 3320 in FIGURE 33 stores the computer program, such as an application, including a processing engine and a design module engine to be invoked by the processor 3310 to perform the above access method. The bus 3340 is an information lane to a transceiver 3320 which delivers the data from the processor 3310 and memory 3320. [000277] The embodiments of the present application also provide a terminal device that includes a memory as described above, as shown in FIGURE 34, and for the sake of illustration, a portion related to the embodiments of the present application is shown with the memory of a cellular phone as an example, and for specific technical details that are not disclosed, please refer to the method portion of the embodiments of the present application. The terminal device may be any terminal device including a cellular phone, a tablet computer, a Personal Digital Assistant (PDA), an in-vehicle computer, etc., taking the terminal device as a cellular phone as an example.Patent Cooperation Treaty Attorney Docket No.055697.00395 [000278] FIGURE 34 illustrates a block diagram of a portion of a structure of a cellular phone associated with a terminal device provided by embodiments of the present application. Referring to FIGURE 34, the cellular phone includes: radio frequency (RF) circuitry 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, and other components. It will be appreciated by skilled persons that the structure of the cellular phone illustrated in FIGURE 34 does not constitute a limitation of the cellular phone, and may include more or fewer components than illustrated, or a combination of certain components, or a different arrangement of components. [000279] RF circuitry 3410 may be used for receiving and transmitting signals during sending and receiving messages or calls, in particular, to receive downlink information from the base station and give it to the processor 3480 for processing; in addition, to send data designed for up linking to the base station. Typically, RF circuitry 3410 includes, but is not limited to, an antenna, at least one amplifier, a transceiver, a coupler, a low noise amplifier (LNA), a duplexer, and the like. In addition, the RF circuitry 3410 may communicate with networks and other devices via wireless communication. The above wireless communication can use any communication standards or protocols, including but not limited to Global System of Mobile communication (GSM), General Packet Radio Service (GPRS), Code Division Multiple Access (CDMA), Wideband Code Division Multiple Access (WCDMA), Long Term Evolution (LTE), e-mail, short message service (SMS), and so on. [000280] The memory 3420 may be used to store software programs as well as modules and engines, and the processor 3480 executes various functional applications as well as data processing of the cell phone by running the software programs as well as modules stored in the memory 3420. The memory 3420 may primarily include a storage program area and a storage data area, wherein the storage program area may store an operating system, applications required for at least one function (e.g., a sound playback function, an image playback function, etc.), etc., and the storage data area mayPatent Cooperation Treaty Attorney Docket No.055697.00395 store data created based on the use of the cell phone (e.g., audio data, a phone book, etc.), etc. In addition, the memory 3420 may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one disk memory device, a flash memory device, or other volatile solid state memory device. [000281] Input unit 3430 may be used to receive incoming numeric or character information, as well as to generate key signal inputs related to user settings as well as feature control of the cell phone. Specifically, the input unit 3430 may include a touch panel 3431 as well as other input devices 3432. The touch panel 3431, also referred to as a touch screen, may collect touch operations by a user on or near it (e.g., operations by a user using a finger, a stylus, or any other suitable object or accessory on or in the vicinity of the touch panel 3431), and actuate, according to a predetermined program, the corresponding connecting device. Optionally, the touch panel 3431 may include both a touch detection device and a touch controller. Wherein, the touch detection device detects the touch orientation of the user and detects the signal brought about by the touch operation, and transmits the signal to the touch controller; the touch controller receives the touch information from the touch detection device and converts it into the contact coordinates, and then sends it to the processor 3480, and is capable of receiving commands sent by the processor 3480 and executing them. In addition, the touch panel 3431 can be realized using various types such as resistive, capacitive, infrared, and surface acoustic wave, etc. In addition to the touch panel 3431, the input unit 3430 can include other input devices 3432. Specifically, the other input devices 3432 may include but are not limited to one or more of a physical keyboard, function keys (e.g., volume control buttons, on / off buttons, etc.), a pathfinder ball, a mouse, a joystick, and the like. [000282] The display unit 3440 may be used to display information entered by or provided to the user and various menus of the cell phone. The display unit 3440 may include a display panel 3441, and optionally, the display panel 3441 may be configured in the form of a liquid crystal display (LCD), an organic light-emitting diode (OLED), or the like. Further, the touch panel 3431 may cover the display panel 3441, and whenPatent Cooperation Treaty Attorney Docket No.055697.00395 the touch panel 3431 detects a touch operation on or near it, it transmits to the processor 3480 to determine the type of touch event, and the processor 3480 subsequently provides a corresponding visual output on the display panel 3441 based on the type of touch event. Although in FIG.34, the touch panel 3431 and the display panel 3441 are used as two separate components to implement the input and input functions of the cell phone, in some embodiments, the touch panel 3431 and the display panel 3441 can be integrated to implement the input and output functions of the cell phone. [000283] The cell 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, wherein the ambient light sensor adjusts the brightness of the display panel 3441 based on the brightness of the ambient light, and the proximity sensor turns off the display panel 3441 and / or the backlighting when the cell phone is moved to the ear. As a kind of motion sensor, the accelerometer sensor can detect the size of acceleration in all directions (generally three-axis), and the size and direction of gravity can be detected at rest, which can be used to identify the application of the phone's posture (such as the horizontal and vertical screen switching, related games, magnetometer posture calibration), and vibration recognition-related functions (such as pedometer, tapping), etc.; as for the cell phone can be configured with other sensors, such as gyroscope, barometer, hygrometer, thermometer, infrared sensor, and so on, this will not go into details here. [000284] The audio circuit 3460, the speaker 3461, and the microphone 3462 may provide an audio interface between the user and the cell phone. The audio circuit 3460 may transmit the received audio data converted into an electrical signal to the speaker 3461, which is converted into a sound signal output by the speaker 3461; on the other hand, the microphone 3462 converts the collected sound signals into electrical signals, which are received by the audio circuit 3460 and converted into audio data, which is then processed by the audio data output processor 3480, via the RF circuit 3410 in order to be sent to, for example, another cellular phone, or the audio data is output to thePatent Cooperation Treaty Attorney Docket No.055697.00395 memory 3420 for further processing. [000285] Wi-Fi is a short-range wireless transmission technology, and the cell phone can help users send and receive emails, browse the web, and access streaming media, etc., through the Wi-Fi module 3470, which provides users with wireless broadband Internet access. Although FIG.34 illustrates the Wi-Fi module 3470, it is to be understood that it is not a mandatory constituent of the cell phone and may be omitted entirely as needed to the extent that it does not change the nature of the disclosure. [000286] The processor 3480 is the control center of the cell phone, utilizing various interfaces and lines to connect various parts of the entire cell phone, and performs various functions of the cell phone and processes data by running or executing software programs and / or modules stored in the memory 3420, and by calling up data stored in the memory 3420, so as to monitor the cell phone as a whole. [000287] 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 primarily handles operating systems, user interfaces, applications, etc., and the modem processor primarily handles wireless communications. It will be appreciated that the modem processor described above may also not be integrated into the processor 3480. [000288] The cell phone also includes a power supply 3490 (e.g., a battery) that powers the various components, and optionally, the power supply may be logically connected to the processor 3480 through a power management system, thereby enabling management of charging, discharging, and power consumption management through the power management system. [000289] Although not shown, the cell phone may also include a camera, a Bluetooth module, and so on, which will not be described herein. [000290] In embodiments of the present application, the processor 3480 included in the cell phone is also capable of implementing a process for controlling the execution of the method for determining the thickness of the aggregate layer of the unpaved roadsPatent Cooperation Treaty Attorney Docket No.055697.00395 described above. [000291] Embodiments of the present application also provide a server, FIGURE 35 is a schematic diagram of one structure of a server of an embodiment of the present application. The server 3500 may vary relatively widely depending on configuration or performance and may include one or more central processing units (CPU) 3522 (e.g., one or more processors) and memory 3531, one or more storage media 3530 (e.g., one or more mass storage devices) storing applications 3542 or data 3544. Wherein, the memory 3531 and the storage medium 3530 may be transient storage or persistent storage. The program stored in the storage medium 3530 may include one or more modules (not shown in the figures), each of which may include a series of instructions to operate in the server. Further, the central processor 3522 may be set up to communicate with the storage medium 3530 to perform the series of instruction operations in the storage medium 3530 on the server 3500. [000292] The 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, and so on. [000293] The steps performed by the server in the above embodiment may be based on the structure of the server 3500 shown in this FIGURE 35. For example, the central processor 3522 performs the operations shown above by calling instructions in the memory 3531. [000294] The modules illustrated as separated components may or may not be physically separated, and the components shown as modules may or may not be physical modules, i.e., they may be located in one place, or they may be distributed to a plurality of network modules. Some or all of these modules may be selected to fulfill the purpose of this embodiment scheme according to actual needs. [000295] In addition, the various functional modules in the various embodiments of the embodiments of the present application may be integrated in a single processingPatent Cooperation Treaty Attorney Docket No.055697.00395 module, or the individual modules may physically exist separately, or two or more modules may be integrated in a single module. The integrated modules described above may be implemented either in the form of hardware or in the form of software function modules. The integrated modules may be stored in a computer-readable storage medium if implemented as software function modules and sold or used as stand-alone products. [000296] The methods and systems herein include one or more computers and computer instructions. Loading and executing a computer program on a computer produces, in whole or in part, a process or function in accordance with embodiments of the present application. The computer may be a general purpose computer, a specialized 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 computer-readable storage medium, e.g., the computer instructions may be transmitted by wired (e.g., coaxial cable, fiber- optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means from one website site, computer, server, or data center to another website site, computer, server, or data center. A computer-readable storage medium may be any usable medium that a computer can store or a data storage device such as a server, data center, etc. that contains one or more usable media integrated. The usable medium may be a magnetic medium, (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., Solid State Disk, SSD), and so on.

Claims

Patent Cooperation Treaty Attorney Docket No.055697.00395 CLAIMS 1. A method for determining a minimum thickness of an aggregate layer of an unpaved roads project, comprising: requesting by a server with a design module engine, design parameters and geosynthetic parameters; obtaining the design parameters and the geosynthetic parameters on the server with the design module engine for a project for unpaved roads, wherein the design parameters comprise at least traffic parameters, aggregate layer parameters, and subgrade parameters; and determining minimum thickness of the aggregate layer corresponding to the design parameters and the geosynthetic parameters of the unpaved road by calculating aggregate layer deformation accumulation and subgrade deformation accumulation.

2. The method of claim 1, wherein the traffic parameters further comprises construction traffic parameters, wherein the construction traffic parameters include at least one of: area of the project, vehicle type used in the project, traffic spectrum of the project, or axle passes of the project, and wherein the axle passes of the project are calculated based on standard wheel load and passes, or specific wheel load, tire width, tire radius, tire pressure, wheel configuration, wander, and passes.

3. The method of claim 1, wherein the traffic parameters further comprises: construction in-service traffic parameters, wherein the in-service traffic parameters include at least one of: traffic spectrum of the project, or axle passes of the project, wherein the traffic spectrum of the project is calculated based on kinds of vehicles used in the project and number of visits.Patent Cooperation Treaty Attorney Docket No.055697.00395 4. The method of claim 1, wherein the aggregate layer parameters comprise at least a unit weight, a surface rut depth, a maximum aggregate particle size D100, or average aggregate particle size D50.

5. The method of claim 1, wherein the subgrade parameters comprise at least a soil type, plasticity, subgrade strength, separation geosynthetic, subgrade protection level or design of standing water.

6. The method of claim 1, further comprising providing default design parameters and default geosynthetic parameters to a server for the determining of the minimum thickness of the aggregate layer.

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

8. The method of claim 1, further comprising determining the minimum thickness of the aggregate layer of the unpaved roads by looking up tables, simulations, or modeling in at least one way that corresponds to the design parameters, or the design parameters and the geosynthetic parameters of the unpaved roads.

9. The method of claim 5, wherein the unpaved roads include a subgrade and the aggregate layer with specified strength, with the aggregate layer of specified thickness H located on a side of the subgrade away from Earth’s core.

10. The method of claim 1, further comprising determining the minimum thickness of the aggregate layer by:Patent Cooperation Treaty Attorney Docket No.055697.00395 determining aggregate layer permanent deformation δg for the aggregate layer and a subgrade permanent settlement δT for the subgrade after the unpaved road passes through N wheel loads P, N is an integer greater than zero;determining surface permanent settlement δP for the unpaved road based on the aggregate layer permanent deformation δg and the subgrade permanent settlement δT; determining surface rut depth r of the unpaved roads based on the surface settlement δP; and adjusting the thickness of aggregate layer H, if the surface rut depth r does not meet the subgrade protection level and / or maximum allowable rut depth, repeat until the surface rut depth r meets subgrade protection level and / or the maximum allowable rut depth to determine the minimum thickness of the aggregate layer of the unpaved roads, wherein, the subgrade protection level comprises at least three protection levels, each of which corresponds to a different maximum allowable rut depth.

11. The method of claim 10, wherein the surface permanent settlement δP comprises, surface settlement on first loading δP,N=1 and surface settlement accumulation, the surface settlement accumulation is related to an accumulative coefficient and the surface settlement on first loading δP,N=1.

12. The method of claim 10, wherein the permanent surface settlement δP comprises the surface settlement on first loading δP,N=1, subgrade settlement on first loading δT,N=1, and aggregate layer deformation on first loading δg,N=1.

13. The method of claim 12, wherein the permanent surface settlement δP and the surface settlement on first loading δP,N=1 is:Patent Cooperation Treaty Attorney Docket No.055697.00395 δP / δP,N=1= (1+α) / (1+αe-0.2n N), wherein, α relates to maximum permanent strain that a surface is likely to experience during the first loading, β relates to a number of load repeats.

14. The method of claim 10, wherein the determining the surface rut depth r of the unpaved roads based on the surface settlement δP, further comprises: if the permanent surface settlement δP is less than or equal to depth threshold, the permanent surface settlement δP is equal to the rut depth r of the unpaved roads; and if the permanent surface settlement δP is greater than the depth threshold, the surface rut depth r of the unpaved roads is linearly related to the surface settlement δP.

15. The method of claim 10, further comprising: determining an equivalent channelized wheel passes ECWP N' for the unpaved roads; and using the equivalent channelized wheel passes ECWP N' instead of number of wheel passes N for the unpaved roads.

16. The method of claim 1, further comprising: determining first costs of the unpaved roads without geosynthetic; determining second costs of the unpaved roads with geosynthetic; determining save costs, the save costs being a difference between the first costs and the second costs; and outputting the geosynthetic parameters, and at least one of the second costs or the save costs; wherein the cost of the unpaved roads varies with a change inPatent Cooperation Treaty Attorney Docket No.055697.00395 the minimum thickness of a base layer.

17. The method of claim 16, further comprising: obtaining visualization data by visualizing at least one of the design parameters, the geosynthetic parameters, the first costs, the second costs, the save costs, the minimum thickness of the aggregate layer of the unpaved roads; outputting the visualization data.

18. The method of claim 1, wherein the geosynthetic parameters are based on a geogrid.

19. A system for determining a minimum thickness of an aggregate layer of an unpaved roads project, comprising: an application on a server, wherein the application obtains design parameters and geosynthetic parameters for a project for unpaved roads, wherein the design parameters comprise at least traffic parameters, aggregate layer parameters, and subgrade parameters; and a design module engine stored on a processor on the server, wherein the design module engine determines minimum thickness of the aggregate layer corresponding to the design parameters and the geosynthetic parameters of the unpaved road by calculating aggregate layer deformation accumulation and subgrade deformation accumulation.

20. The system of claim 19, wherein the traffic parameters comprise construction traffic parameters, wherein the construction traffic parameters include at least one of: area of the project, vehicle type used in the project, traffic spectrum of the project, or axle passes of the project, and wherein the axle passes of the project are calculated based on standard wheel load and passes, or specific wheel load, tire width, tire radius, tire pressure, wheel configuration, wander, and passes.

Images