Site verification field test kit for geogrid stabilized roadways and other infrastructure

Abstract

A system for testing a constructed roadway is provided. An example system may include a first test sensing device. The first test sensing device includes at least one sensor and a surface plate. The surface plate is positioned adjacent a top surface of a constructed roadway and the at least one sensor captures at least one sensor reading during application of a load on the surface plate. The example system may also include at least one processing device configured to determine a displacement of the constructed roadway based on the at least one sensor reading and compare the displacement of the constructed roadway to an expected displacement based on a composition of the roadway. The expected displacement corresponds to a desired permanent displacement of the constructed roadway.

Description

PATENT APPLICATIONDocket No.: 055697.00408SITE VERIFICATION FIELD TEST KIT FOR GEOGRID STABILIZED ROADWAYS AND OTHER INFRASTRUCTUREFIELD

[0001] The present disclosure relates generally to structural health monitoring and more particularly to a site verification field test kit used to monitor performance of a newly constructed roadway.BACKGROUND

[0002] The performance for a newly constructed roadway is difficult to predict and conditions between laboratory testing and real-world application create obstacles to testing and implementing geogrids within constructed roadways. Current testing methods, such as Automated Plate Load Test (APLT). Falling Weight Deflectometer (FWD), and / or the like are expensive, require specialized equipment and knowledge to interpret the results, and can be difficult to implement without affecting the construction schedule. As such, there exists a need for a way to test newly constructed roadways without causing delay or unnecessary' expense.SUMMARY

[0003] Aspects of sensor enabled systems and methods for monitoring the structural health, integrity, and condition of infrastructure are disclosed. Infrastructure is referred to herein as different embodiments, such as pavement infrastructure, rail infrastructure, building infrastructure, working platforms, and other civil and geotechnical engineering-related infrastructure in which a geogrid, geofabric, or other geosynthetics are used.

[0004] In some aspects, the techniques described herein relate to a system for testing a roadway, the system including: a first test sensing device, wherein the first test sensing device includes at least one sensor and a surface plate, wherein the surface plate is positioned adjacent a top surface of a constructed roadway, wherein the at least one sensor captures at least one sensor reading during application of a load on the surface plate; and at least one processing device, wherein the at least one processing device is configured to: determine a displacement of the constructed roadway based on the at least one sensor reading; and compare the displacement of the constructed roadway to an expected displacement based on a composition of the roadway, wherein the expected displacement corresponds to a desired permanent displacement of the constructed roadway.204715289 V1 1PATENT APPLICATIONDocket No.: 055697.00408

[0005] In some aspects, the techniques described herein relate to a system, wherein the surface plate is from 0.25 inches to 1 inch thick.

[0006] In some aspects, the techniques described herein relate to a system, wherein the at least one sensor is connected to a bottom surface of the surface plate.

[0007] In some aspects, the techniques described herein relate to a system, wherein the at least one processing device is configured to filter the at least one sensor reading via a low-pass filter.

[0008] In some aspects, the techniques described herein relate to a system, wherein the expected displacement is based on an expected degradation curve, wherein the expected degradation curve predicts an amount of degradation over time.

[0009] In some aspects, the techniques described herein relate to a system, wherein the expected degradation curve is based on at least one roadway condition.

[0010] In some aspects, the techniques described herein relate to a system, wherein the at least one sensor is an accelerometer.

[0011] In some aspects, the techniques described herein relate to a system, wherein the at least one processing device performs a double integration to determine the displacement.

[0012] In some aspects, the techniques described herein relate to a system, wherein the at least one sensor is a geophone.

[0013] In some aspects, the techniques described herein relate to a system, wherein the constructed roadway is an unpaved roadway.

[0014] In some aspects, the techniques described herein relate to a system, wherein the constructed roadway is paved after testing, wherein the first test sensing device is removable after testing and before paving.

[0015] In some aspects, the techniques described herein relate to a system, wherein the at least one sensor reading includes a plurality of sensor readings during load instances across the surface plate, wherein the load instances are a vehicle driving over the surface plate.

[0016] In some aspects, the techniques described herein relate to a system, further including a second test sensing device, wherein the second test sensing device is positioned below the top surface of the constructed roadway, wherein each of the first test sensing device and the second test sensing device captures at least one sensor reading in an instance in which a load is applied to the constructed roadway.

[0017] In some aspects, the techniques described herein relate to a system, wherein each of the first test sensing device and the second test sensing device measures deformation in an instance in which a load is applied to the constructed roadway.204715289 V1 2PATENT APPLICATIONDocket No.: 055697.00408

[0018] In some aspects, the techniques described herein relate to a method for testing a roadway, the method including: determining a displacement of a constructed roadway based on at least one sensor reading, wherein the at least one sensor reading is obtained from a first test sensing device, wherein the first test sensing device includes at least one sensor and a surface plate, wherein the surface plate is positioned adjacent a top surface of the constructed roadway, wherein the at least one sensor captures the at least one sensor reading during application of a load on the surface plate; and comparing the displacement of the constructed roadway to an expected displacement based on a composition of the roadway, wherein the expected displacement corresponds to a desired permanent displacement of the constructed roadway.

[0019] In some aspects, the techniques described herein relate to a method, wherein the surface plate is from 0.25 inches to 1 inch thick.

[0020] In some aspects, the techniques described herein relate to a method, wherein the at least one sensor is connected to a bottom surface of the surface plate.

[0021] In some aspects, the techniques described herein relate to a method, further including filtering the at least one sensor reading via a low-pass filter.

[0022] In some aspects, the techniques described herein relate to a method, wherein the expected displacement is based on an expected degradation curve, wherein the expected degradation curve predicts an amount of degradation over time.

[0023] In some aspects, the techniques described herein relate to a method, wherein the expected degradation curve is based on at least one roadway condition.

[0024] In some aspects, the techniques described herein relate to a method, wherein the at least one sensor is an accelerometer.

[0025] In some aspects, the techniques described herein relate to a method, further including performing a double integration to determine the displacement.

[0026] In some aspects, the techniques described herein relate to a method, wherein the at least one sensor is a geophone.

[0027] In some aspects, the techniques described herein relate to a method, wherein the constructed roadway is an unpaved roadway.

[0028] In some aspects, the techniques described herein relate to a method, wherein the constructed roadway is paved after testing, wherein the first test sensing device is removable after testing and before paving.204715289 V1 3PATENT APPLICATIONDocket No.: 055697.00408

[0029] In some aspects, the techniques described herein relate to a method, wherein the at least one sensor reading includes a plurality of sensor readings during load instances across the surface plate, wherein the load instances are a vehicle driving over the surface plate.

[0030] In some aspects, the techniques described herein relate to a method of conducting a test on a constructed roadway, the method including: positioning a first test sensing device within a constructed roadway, wherein the first test sensing device includes at least one sensor and a surface plate, wherein the surface plate is positioned adjacent a top surface of the constructed roadway; applying a load to the surface plate, wherein the load is a known load; recording at least one sensor reading from the at least one sensor during application of the load to the surface plate; based on the at least one sensor reading, determining a displacement of the constructed roadway; and comparing the displacement of the constructed roadway to an expected displacement based on a composition of the constructed roadway, wherein the expected displacement corresponds to a desired permanent displacement of the constructed roadway.

[0031] In some aspects, the techniques described herein relate to a method, wherein the surface plate is from 0.25 inches to 1 inch thick.

[0032] In some aspects, the techniques described herein relate to a method, wherein the at least one sensor is connected to a bottom surface of the surface plate.

[0033] In some aspects, the techniques described herein relate to a method, further including filtering the at least one sensor reading via a low-pass filter.

[0034] In some aspects, the techniques described herein relate to a method, wherein the expected displacement is based on an expected degradation curve, wherein the expected degradation curve predicts an amount of degradation over time.

[0035] In some aspects, the techniques described herein relate to a method, wherein the expected degradation curve is based on at least one roadw ay condition.

[0036] In some aspects, the techniques described herein relate to a method, wherein the at least one sensor is an accelerometer.

[0037] In some aspects, the techniques described herein relate to a method, further including performing a double integration to determine the displacement.

[0038] In some aspects, the techniques described herein relate to a method, wherein the at least one sensor is a geophone.

[0039] In some aspects, the techniques described herein relate to a method, wherein the constructed roadway is an unpaved roadway.204715289 V1 4PATENT APPLICATIONDocket No.: 055697.00408

[0040] In some aspects, the techniques described herein relate to a method, wherein the constructed roadway is paved after testing, wherein the first test sensing device is removable after testing and before paving.

[0041] In some aspects, the techniques described herein relate to a method, wherein the at least one sensor reading includes a plurality7of sensor readings during load instances across the surface plate, wherein the load instances are a vehicle driving over the surface plate.

[0042] The aforementioned embodiments are but a few examples of configurations of the systems, apparatuses, and methods disclosed herein. Further understanding and a detailed coverage of example embodiments follows.BRIEF DESCRIPTION OF DRAWINGS

[0043] Many aspects of the present disclosure will be better understood with reference to the following drawings. The components in the drawings are not necessarily to scale, with emphasis instead being placed upon clearly illustrating the principles of the disclosure. Moreover, in the drawings, like reference numerals designate corresponding parts throughout the several views. It should be recognized that these implementations and embodiments are merely illustrative of the principles of the present disclosure. Therefore, in the drawings:

[0044] FIG. l is a block diagram of an example network that includes a test sensing device, in accordance with various embodiments;

[0045] FIG. 2A illustrates a flow diagram using a test sensing device, in accordance with various embodiments;

[0046] FIG. 2B illustrates a graphical analysis used to determine the permanent deformation over time for a constructed roadway, in accordance with various embodiments;

[0047] FIG. 3 A illustrates an example configuration for a test sensing device, in accordance with various embodiments;

[0048] FIG. 3B illustrates another view of the configuration for the test sensing device of FIG. 3A, in accordance with various embodiments;

[0049] FIG. 4 illustrates a load being applied to the test sensing device of FIGs. 3 A and 3B, in accordance with various embodiments;

[0050] FIG. 5 illustrates an example placement of a test sensing device within a constructed roadway, in accordance with various embodiments;

[0051] FIG. 6 illustrates an example test sensing device with an accelerometer array, in accordance with various embodiments;204715289 V1 5PATENT APPLICATION Docket No.: 055697.00408

[0052] FIGs. 7A and 7B illustrate the usage of the test sensing device shown in FIG. 6, in accordance with various embodiments;

[0053] FIG. 8 illustrates an example test sensing device with a strain sensor array, in accordance with various embodiments; and

[0054] FIGs. 9A and 9B illustrate the usage of the test sensing device shown in FIG. 6, in accordance with various embodiments.DETAILED DESCRIPTION

[0055] The presently disclosed subject matter now will be described more fully hereinafter with reference to the accompanying drawings, in which some, but not all embodiments of the presently disclosed subject matter are shown. Like numbers refer to like elements throughout. The presently disclosed subject matter may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will satisfy applicable legal requirements. Indeed, many modifications and other embodiments of the presently disclosed subject matter set forth herein will come to mind to one skilled in the art to which the presently disclosed subject matter pertains having the benefit of the teachings presented in the foregoing descriptions and the associated drawings. Therefore, it is to be understood that the presently disclosed subj ect matter is not to be limited to the specific embodiments disclosed and that modifications and other embodiments are intended to be included within the scope of the appended claims.

[0056] An equation that may be used to determine deformation as discussed herein is the definition of strain utilizing a strain gauge. Strain can be positive (tensile strain), or negative (compressive strain). Strain is dimensionless, unless configured in a manner to detect dimension, in practice the magnitude of strain is low and often measured in microstrains (pE). Therefore, strain is the amount of deformation of a body due to applied force. More specifically, strain (6) is defined as the fractional change in length with the following equation: £ = Another aspect of strain gauges is to clearly define and understand the parameter or sensitivity to strain. This sensitivity is often expressed quantitatively as the gauge factor or GF. We canAR— AR determine the gauge factor using the following equation: GF = — or ( — ) / G. Wherein theL R gauge factor GF is defined by the ratio of the fractional change in electrical resistance to the fractional change in the length (strain).204715289 V1 6PATENT APPLICATIONDocket No.: 055697.00408

[0057] Geogrids are geosynthetics formed with open apertures and grid-like configurations of orthogonal or non-orthogonal ribs. Geogrids are often defined as a geosynthetic material consisting of connected parallel sets of tensile ribs with apertures of sufficient size to allow for strike-through of surrounding soil, stone, or other geotechnical material. Several methods exist for producing geogrids. For example, extruding and drawing sheets of Polyethylene (PE) or Polypropylene (PP) plastic in one or two or even three or more directions, or weaving and knitting Polyester (PET) ribs. Geogrids are designed mainly to satisfy the reinforcement function for a variety of infrastructure, including roads, rail, buildings, ground erosion, and more, however, ancillary benefits such as material cost savings and more are applicable.

[0058] Regarding the structure of geogrids, the ribs 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 know n 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, or through stamping or pressing. Junctions are often of a different aspect ratio (height), and may be more pronounced than ribs.

[0059] Regarding the production of geogrids, geogrids 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 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 geogrids. Polypropylene (PP) or polyester (PET) fibers are generally used to produce woven geogrids. In most cases, these fibers are coated to increase the abrasion resistance of produced geogrid. Manufacturing process of welded geogrid is by welding the joints of extruded polymer woven pieces. Geogrids are also categorized in two main groups based on their rigidity. Geogrids 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 geogrids, 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.204715289 V1 7PATENT APPLICATIONDocket No.: 055697.00408

[0060] While geotextiles can be used for separation, drainage and filtration, or reinforcement, geogrids are mainly used for reinforcement and / or stabilization applications. Geogrids 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.

[0061] In other aspects, a system is disclosed, wherein the interconnection and network between edge devices and remote computing in an loT network aides in providing the performance of a constructed roadway.

[0062] In some aspects, typical microcontrollers can be utilized, or in other cases, general purpose or special purpose computing devices. In one aspect a microcontroller is configured with a processing unit, cache memory. RAM, volatile or non-volatile storage system, and is equipped with a network adapter, and I / O interface. In other embodiments a microcontroller may have built in sensors and / or an array of features such as a timer, accelerometer, and more. Microcontrollers possess several distinct advantages: first, they typically have a low power requirement. Second, they are easy to use, rugged, and come with universal applications. Third, the overall cost and composition is low. Fourth, the interoperability is high — a standard feature set of data RAM, non-volatile ROM, and I / O ports allow for access to a plurality of input devices. Additional benefits of microcontrollers and adaptation of those controllers to the disclosure herein will be known to those of skill in the art.

[0063] In one aspect, the test sensing device(s) is configured to communicate with a gateway via a network. A gateway, in the previous aspect is a general purpose computer or204715289 V1 8PATENT APPLICATIONDocket No.: 055697.00408 microcontroller (e.g., computing device(s) 152) that is configured to receive data from the test sensing device(s), wherein the gateway is equipped to perform computational action on the data and / or to forward the collated or accumulated data through a communications network to a computing network. In the previous aspect a telecommunications network may be any communication pathway such as cellular and advanced communications standards, including but not limited to edge, 3G, 4G, 5G, LTE, satellite transmission, radio frequency (RF), microwave transmission, and millimeter wave transmission. Further, the telecommunications network may consist of wireless aspects of WiFi, Wide Area Networks, Bluetooth, Near Field Communication (NFC), and the various standards associated therewith such as WiFi 5, WiFi 6, WiFi 6e, Bluetooth 2.0, 3.0, 4.0, 5.0, and other such standards as will change or occur from advancements in the field. Further, network communications may also include wired connections such as twisted pair, coaxial, fiber optics, or other such network infrastructure and / or spectrum that will be provided for herein. In one aspect the gateway is equipped with Bluetooth and NFC as well as WiFi and cellular CDMA / GSM standards. The communications network, as common in other loT platforms, will often travel through a series of steps or interfaces before reaching a computing network that is equipped to process and / or provide an interface for interaction with the data.

[0064] In one aspect, the gateway transmits programmable instructions to the test sensing device(s). In another aspect the gateway receives programmable instructions from the computing network, through the telecommunication network, wherein the instructions provide updates and or configuration to the gateway. In one aspect the communication pathway from the test sensing device(s) to the gateway, and to the computer network, is bidirectional. In another aspect, the communication pathway is unidirectional from the test sensing device(s) to the computing network. In yet another aspect, only portions of the network are bidirectional, for instance, the gateway and the computer network may be in bidirectional communication while the gateway and the test sensing device(s) are in unidirectional configuration. Certain aspects of the test sensing device(s) may benefit a unidirectional and simplification of hardware. Whereas other aspects the gateway may be incorporated into the test sensing device(s), wherein the test sensing device(s) performs the role of the gateway and the test sensing device(s).

[0065] Typical microcontrollers can be utilized, or in other cases, general purpose or special purpose computing devices. In one aspect a microcontroller is configured with a processing unit, cache memory. RAM, volatile or non-volatile storage system, and is equipped with a network adapter, and I / O interface. In other embodiments a microcontroller may have built in204715289 V1 9PATENT APPLICATIONDocket No.: 055697.00408 sensors and / or an array of features such as a timer, accelerometer, and more. Microcontrollers possess several distinct advantages: first, they typically have alow power requirement. Second, they are easy to use, rugged, and come with universal applications. Third, the overall cost and composition is low. Fourth, the interoperability is high — a standard feature set of data RAM, non-volatile ROM, and I / O ports allow for access to a plurality' of input devices. Additional benefits of microcontrollers and adaptation of those controllers to the disclosure herein will be known to those of skill in the art.

[0066] Various embodiments of the present disclosure can be used during construction to evaluate the performance of roadways constructed using geogrid and predict future performance. To do this, the system includes test sensing device(s) 150 that are installed during construction of the roadway. For example, a first test sensing device 150A may be disposed above a geogrid (e.g., at or near the surface of the constructed roadway) and a second test sensing device 150B may be disposed below the geogrid (e.g., at or near the top of a subgrade layer). The test sensing devices measure the amount of deformation in the roadway. A load (e.g., a water truck, heavy machinery’, etc.) may be applied to the roadway and the test sensing devices may measure the deformation.

[0067] In an example use case, a truck drives over the section of the roadway that the system is installed (e.g., multiple passes), the sensors (e.g., the first test sensing device 150A and / or the second test sensing device 150B) measure and record the response of the roadway (e.g., deformation and other parameters). After the truck completes the passes, the response data (e.g., the sensor readings) is analyzed by a computer algorithm that compares the performance and conditions to previous research and / or previous tests. A report may then be generated that indicates the performance of the constructed roadway and / or the predicted lifespan of the constructed roadway.

[0068] Example parameters measured during the testing may include a) the weight of the onsite load (dump truck or similar) and other information about the load such as tire pressure, tire size, axle and tire configuration, etc., b) the deformation that occurs at the surface level of the roadway (above the base and / or aggregate layer), c) the deformation that occurs at the subgrade level, d) the moisture level of the aggregate and / or subgrade layers during testing, e) the Rutting profile, f) the weather at the time of the test, g) the type of subgrade, aggregate, and / or base, h) the depth of each of the layers, i) other construction data, j) the amount, type and supplier of aggregate, and / or the like.

[0069] Example sensing devices used in various embodiments may include a) accelerometers / inertial measurement units, b) piezoelectric sensors, c) strain gauges, d) LIDAR204715289 V1 10PATENT APPLICATIONDocket No.: 055697.00408 sensors, e) laser distance sensors, f) moisture sensors, g) fiber optic sensors, h) load cells, i) wheel load scales, j) video analysis, and / or the like.

[0070] As noted above, traditional methods (APLT, FWD, etc.) require expensive equipment as well as detailed knowledge to interpret results and are not easy to perform on an active construction site. The method detailed in the present disclosure addresses these challenges by providing simple test sensing device that can be easily installed by someone with minimal training. The results are analyzed and presented by an automated algorithm that uses data from previous laboratory and other tests. The analysis may use artificial intelligence (Al) and / or machine learning (ML) techniques.

[0071] Various embodiments, use a mathematical transformation that allows the performance of the constructed roadway 310 to be determined. Example mathematical transformations used herein are described in '‘A mobilised bearing capacity approach to the performance-based design of unpaved roads” by A.S. Lees and J. Han, which was published in Transportation Geotechnics 44 (2024) 101177, the contents of which are incorporated herein. Namely, the application of determining permanent deformation, as permanent deformation accumulates at a gradually decreasing rate, which allows for instantaneous deformation (or displacement) to be used to determine permanent deformation.

[0072] The shakedown deformation accumulation function (“permanent deformation accumulation function”) shown below may be used to determine permanent deformation based on instantaneous displacement. 8pis the permanent surface settlement, 8p n=1is the permanent surface settlement when n = 1, n is the number of axle passes or load repetitions, a is the normalized shakedow n deformation after first loading.8p1 + a8p n=1~ 1 +ae-0.21n (n)

[0073] With just one input parameter a, it was possible to characterize the permanent deformation accumulation following the first load cycle all the way to shakedown. As such, the sensor reading(s) from the at least one sensor in the sensing devices may be used to determine the permanent settlement of the constructed roadway. The equation along with other mathematical transformation may be used to determine the performance of the constructed roadway.

[0074] In general, displacement is mathematically related to acceleration. To determine displacement, the velocity' must be determined from the acceleration. Velocity may be determined from acceleration using formula v(t) = f u(t)dt + v(t0), in which a is to204715289 V1 11PATENT APPLICATIONDocket No.: 055697.00408 acceleration, v is velocity, t is the time at which the velocity' is being calculated, and to is a starting time. After the velocity is determined, the displacement may be determined from the velocitv using formula s(t) = [ v(t)dt + s(t0), in which s is displacement, v is velocity, t is the time the displacement is being calculated, and to is a starting time. As such, the displacement is generally determined based on the above formulas. However, as noted herein, the accelerometer data discussed herein may be modified before and / or during the calculations.

[0075] To generate the displacement value, the analog signal(s) from the given accelerometer (in an instance in which the sensor(s) are an accelerometer) must be scaled. For example, the accelerometer may produce a voltage output that is proportional to acceleration experienced by each axis of the accelerometer. As such, the voltage signal must be scaled appropriately to convert the voltage into a “g” value. For example, the accelerometer may have a full range value (e.g.. + / - 2g is the full range value for an example accelerometer), that corresponds to a voltage reading of 0.5 volts (-2g) to 4.5 volts (+2g) with 2.5 volts representing 0g. As such, the analog signal (e.g., the voltage output) is converted to a value in terms of gravity (e.g., between -2g and +2g for the example accelerometer).

[0076] In various embodiments, the “g” value may be further filtered. An example accelerometer may be a DC coupled device, such that the accelerometer may be used to capture stationary acceleration, such as gravity’. In such an embodiment, the presence of gravity in the signal is not desired and must be filtered out. As such, the system may filter out the effects of gravity by applying a high pass filter on the data, which effectively removes the gravity component of the acceleration signal.

[0077] In various embodiments, a low pass filter may be used on the analog signal(s) before any integration of the acceleration signal (e.g., before the formulas for determining velocity and / or acceleration are used) occurs to reduce the noise present in the signal. A low pass filter may remove (or filter out) certain high-frequency readings. As such, the analog signal(s) recorded by the accelerometer(s) may be filtered (or smoothed) via the low pass filter to remove any unwanted noise from the environment. Using a low-pass filter is especially important due to the environment in which rail tracks are located. Unwanted noise may cause inaccurate readings. In various embodiments, the frequencies filtered by the low pass filter may be adjusted based on various factors, such as expected noise in the environment, past analog signals (e.g., the same noise may be present across different uses and the system may adjust by using a low pass filter to remove the noise).

[0078] In various embodiments, a high pass filter may also be used to remove noise from204715289 V1 12PATENT APPLICATIONDocket No.: 055697.00408 the analog signal(s) (e.g., before any integration of the acceleration signal). The high pass filter may be used in a similar fashion to the low pass filter (e.g., to remove noise) by removing low- frequency readings. In various embodiments, a low pass filter and a high pass filter may be used to remove noise from the analog signal(s). For example, a low pass filter and a high pass filter may allow the system to monitor readings within a range of frequencies (e.g., high frequencies and low frequencies may be removed).

[0079] After the noise is removed (e.g., via the low pass filter and / or the high pass filter), an integration using the formula for velocity may be performed on the acceleration data to obtain velocity. A second integration operation may then be performed on the velocity to obtain the displacement using the formula for displacement discussed herein. In an instance in which the velocity is determined (e.g., via a geophone), only a single integration may be required to determine the displacement. The obtained displacement value may be used as discussed herein. Various test sensing devices (e.g., accelerometer(s), geophone(s), and / or LiDAR sensor(s)) may be used and filtered using low pass and / or high pass filters.

[0080] Referring now to FIG. 1, an example system environment ("system") is shown. As shown, a system environment may include one or more test sensing devices 150 (e.g., a first test sensing device 150A, a second test sensing device 150B, etc.) and / or at least one computing device 152 (e.g., desktop computer 107, mobile phone 112, laptop 126, and / or the like) connected via a network 100. The test sensing device(s) 150 may include a communication interface to communicate with the network 100. As discussed herein, the test sensing device(s) 150 may capture one or more sensor readings and transmit the sensor reading(s) vi a the netw ork 100. The transmitted data may be received by at least one computing device 152 that is capable of analyzing the sensor data as discussed herein to determine the performance and / or potential life span of a constructed roadway.

[0081] The computing device(s) 152 may include at least processing device, at least one memory device, and / or a communication interface to communicate with the network 100. The processing device(s) of the computing device(s) 152 may be capable of determining performance of a constructed roadway and / or expected life span of the constructed roadway based on a comparison of sensor readings with expected results and / or previous results. The computing device(s) 152 may generate a report based on the conducted testing indicating the performance of the constructed roadway. The report may also include any potential issues with the constructed roadway (e.g., the constructed roadway may be unstable in a specific area).

[0082] Referring now to FIG. 2A, a flow diagram using a test sensing device is provided. The on-site testing 250 may be conducted as discussed in reference to various embodiments204715289 V1 13PATENT APPLICATIONDocket No.: 055697.00408 herein. For example, the on-site testing 250 may use any of the sensing device configurations shown in and discussed in reference to FIGs. 3A-9B. The processing discussed herein may be cloud-based analysis (e.g., remote from the on-site testing 250) and / or local analysis (e.g., one or more local processing devices may carry out one or more operations discussed herein).

[0083] The test sensing devices (e.g., the first test sensing device 150A, the second test sensing device 150B, etc.) may measure various characteristics of the constructed roadway that are used to determine deformation of the constructed roadway 310. For example, a test sensing device 150 may measure the amount of strain (e.g., via strain gauge(s)), the acceleration of the constructed roadway (e.g., via accelerometer(s)), the velocity of the ground (e.g., via geophone sensor(s)), and / or the like. The test sensing device(s) used may be any of the various embodiments discussed herein. Discussed herein, accelerometer(s) may be used as one of the test sensing devices. In various embodiments, the accelerometer(s) may be standalone or part of a packaged sensing device, such as an inertial measurement unit. In various embodiments, a collection of sensors (e.g., an inertial measurement unit may include a combination of accelerometer(s), gyroscope(s), magnetometer(s), and / or the like) may be considered a single test sensing device. Alternatively, only certain sensors within a packaged sensing device may be considered the test sensing device.

[0084] During the on-site testing 250, the sensing device(s) 150 record at least one sensor reading during an instance in which a load is believing applied. The test sensing device(s) (and / or connected electronics) may transmit the measurements via the network 100. The test sensing device(s) 150 may transmit the raw sensor data (e.g., the strain in an instance in which the test sensing device includes a strain sensor) and / or the test sensing device(s) 150 may transmit the deformation of roadway (e.g., the test sensing device 150 may determine the deformation based on the sensor reading). As such, the on-site testing 250 may exclusively record and transmit the sensor reading(s) from the sensing device(s) or the on-site testing 250 may include at least a portion of the data processing discussed herein (e.g., determining displacement from sensor reading(s)).

[0085] Block 260 illustrates an example flow once the measurements (e.g., the sensor data) are transmitted via the network 100. The sensor data (e.g., the sensor reading(s)) from the test sensing device(s) is collected and transmitted to an analysis platform (e.g., a cloud-based analysis platform). The analysis platform may use AI / ML to analyze the sensor data and correlate the sensor data to previous tests. The analysis indicates the performance of the constructed roadway 310 compared to other tests (e.g., lab tests, previous tests, etc.) to determine performance of the constructed roadway. For example, the sensor data may be204715289 V1 14PATENT APPLICATIONDocket No.: 055697.00408 similar to a previous test associated with a well-constructed roadway and the constructed roadway may be deemed to be well constructed.

[0086] The system may use the permanent deformation accumulation function discussed herein to determine the permanent deformation with one or few load applications. In various embodiments, an expected permanent deformation may be determined based on the composition of the constructed roadway (e.g., the permanent deformation may be modeled and / or other predicted based on the composition of the constructed roadway, environmental conditions, and / or the like).

[0087] In various embodiments, the on-site testing 250 may include obtaining environmental conditions, such as temperature, humidity, position, altitude and / or the like. The environmental conditions may be monitored via one or more environmental sensors. The environmental sensor(s) may monitor ambient conditions (e.g., may be positioned near or at the testing she) and / or the environmental sensor(s) may be at least partially embedded in the constructed roadway 310 (e.g., monitoring the amount of moisture in the constructed roadway 310). The environmental conditions may also be determined other methods, such as analyzing the constructed roadway via coring (e.g., taking a segment of the constructed roadway 310) and performing tests on the core. The environmental conditions may be used to determine expected displacement (e.g., a dry constructed roadway may deform less than a wet constructed roadway).

[0088] The composition of the roadway affects the performance. As such, the environmental conditions need to be checked at the time of testing. The system may include the ability to simulate constructed roadway conditions based on the composition of the constructed roadway 310.

[0089] AI / ML may be used to compare the sensor reading(s) with expected results and / or previous results. For example, a ML model may be trained to identity similarities between sensor readings in like environments or through time series data analysis. Some ML techniques may include clustering, wherein the data is clustered to form consensus of normal parameters versus parameters out of specification. Further, models may be developed from the data to form a basis for determining the optimal characteristics of field sites soil conditions and reinforcements. The AI / ML may also use other parameters, such as test conditions, location, climate, and / or the like imported from third-party libraries or repositories.

[0090] An example graph 275 for a constructed roadway 310 is shown in FIG. 2B. The expected degradation curve 290 is generated based on the composition of the constructed roadway 310. As shown, an expected instantaneous displacement for one load application is204715289 V1 15PATENT APPLICATIONDocket No.: 055697.00408 shown as 7 millimeters and is used to confirm that the performance of the constructed roadway 310 matches the expected performance.

[0091] The expected degradation curve 290 may be used to predict permanent displacement over time. A desired permanent displacement may be an amount of displacement after a given number of loads. For example, as point 285, the expected displacement after 5,000 loads is approximately 33 millimeters. In various embodiments, the constructed roadway 310 may have a desired permanent displacement that indicates the amount of displacement after a predetermined number of loads (e.g., 5000 loads are merely an example number). As shown in FIG. 2B, the displacement grows slower as more loads are applied, such that each load applied has a decaying effect on displacement. As such, a permanent displacement may be the limit defined by the expected degradation curve 290.

[0092] In various embodiments, the system may determine a displacement of the constructed roadway 310 based on the at least one sensor reading. The displacement may be converting the at least one sensor readings into displacement (e.g., as discussed herein based on the type of sensor). The displacement (also known as an instantaneous displacement) is compared to an expected displacement for the constructed roadway 310. The expected displacement is showni on the expected degradation curve 290. The circled portion 280 illustrates an example expected displacement (e.g., approximately 7 millimeters). The displacement determined via the at least one sensor reading(s) is compared to the expected displacement to determine performance.

[0093] As such, the system (via at least one processing device) is configured to determine a displacement of the constructed roadway based on the at least one sensor reading and compare the displacement of the constructed roadway to an expected displacement based on a composition of the roadway. The expected displacement corresponds to a desired permanent displacement of the constructed roadway.

[0094] In an instance in which an accelerometer is used as the sensor(s), to generate the displacement value, the analog signal (s) from the given accelerometer must be scaled. For example, the accelerometer may produce a voltage output that is proportional to acceleration experienced by each axis of the accelerometer. As such, the voltage signal must be scaled appropriately to convert the voltage into a “g” value. For example, the accelerometer may have a full range value (e.g., + / - 2g is the full range value for an example accelerometer), that corresponds to a voltage reading of 0.5 volts (-2g) to 4.5 volts (+2g) with 2.5 volts representing 0g. As such, the analog signal (e.g., the voltage output) is converted to a value in terms of gravity (e.g., between -2g and +2g for the example accelerometer).204715289 V1 16PATENT APPLICATIONDocket No.: 055697.00408

[0095] In various embodiments, the “g’‘ value may be further filtered. An example accelerometer may be a DC coupled device, such that the accelerometer may be used to capture stationary acceleration, such as gravity. In such an embodiment, the presence of gravity in the signal is not desired and must be filtered out. As such, the system may filter out the effects of gravity by applying a high pass filter on the data, which effectively removes the gravity component of the acceleration signal.

[0096] In various embodiments, a low pass filter may be used on the analog signal(s) before any integration of the acceleration signal (e.g., before the formulas for determining velocity and / or acceleration are used) occurs to reduce the noise present in the signal. A low pass filter may remove (or filter out) certain high-frequency readings. As such, the analog signal(s) recorded by the test sensing device(s) (e.g., accelerometer(s)) may be filtered (or smoothed) via the low pass filter to remove any unwanted noise from the environment. Using a low-pass filter is especially important due to the environment in which rail tracks are located. Unwanted noise may cause inaccurate readings. In various embodiments, the frequencies filtered by the low pass filter may be adjusted based on various factors, such as expected noise in the environment, past analog signals (e.g., the same noise may be present across different uses and the system may adjust by using a low pass filter to remove the noise).

[0097] In various embodiments, a high pass filter may also be used to remove noise from the analog signal(s) (e.g., before any integration of the acceleration signal). The high pass filter may be used in a similar fashion to the low pass filter (e.g., to remove noise) by removing low- frequency readings. In various embodiments, a low pass filter and a high pass filter may be used to remove noise from the analog signal(s). For example, a low pass filter and a high pass filter may allow the system to monitor readings within a range of frequencies (e.g., high frequencies and low frequencies may be removed).

[0098] After the noise is removed (e.g., via the low pass filter and / or the high pass filter), an integration using the formula for velocity may be performed on the acceleration data to obtain velocity. A second integration operation may then be performed on the velocity to obtain the displacement using the formula for displacement discussed herein. In an instance in which the velocity is determined (e.g., via a geophone), only a single integration may be required to determine the displacement. The obtained displacement value may be used as discussed herein. In various embodiments, a LiDAR sensor or other distance sensor may be used to allow for direct displacement without requiring integration. In various embodiments, the various sensor types may be used together (e.g., to verify readings from other sensors).

[0099] While the removal of gravity and filtering via low-pass and / or high-pass filters is204715289 V1 17PATENT APPLICATIONDocket No.: 055697.00408 described in reference to using accelerometers, sensor readings from other sensors may also be manipulated using the same or similar filtering. As such, the displacement may be determined from the sensor reading(s) after filtering or other manipulation to remove noise from the sensor reading(s).

[0100] The system may also include signal amplification (e.g., via amplifiers) that boost or otherwise improve the analog signal(s) received from the test sensing device(s). As the test sensing device(s) may be positioned within the ground, amplification may be necessary to ensure proper reading. The amplification may be applied and also factored into the determinations (e.g., the system may incorporate the amount of amplification during analysis).

[0101] Referring now to FIGs. 3A and 3B, an example testing environment is shown in which the system discussed herein may be used. The sensing device 150 (e.g., a first test sensing device 150A, a second test sensing device 150B, etc.) is shown positioned on constructed roadway 310. The sensing devices may also be referred to as test sensing devices. The constructed roadway 310 shown in FIGs. 3A and 3B is an unpaved roadway that allows for the sensing device 150 to be positioned within an upper surface of the constructed roadway 310. The positioning of the sensing device 150 may be via digging a hole within the constructed roadway 310 (e g., via a shovel). As such, the sensing device 150 may be easily positioned for testing and removed after testing, if so desired (e.g., to allow' for testing of other constructed roadways).

[0102] While the sensing device 150 is shown on an unpaved roadway, the sensing device 150 may also be used with paved roadways by testing the unpaved surface before paving and / or securing the sensing device 150 to the paved layer of the constructed roadway (e.g., a sensing device 150 may be secured in a paved surface and removed with the hole in the paved layer being patched).

[0103] The sensing device 150 shown in FIGs. 3A and 3B may include a surface plate 300 that is positioned adjacent a top surface of the constructed roadway 310. The surface plate 300 is positioned to be flush or approximately flush w ith the top surface of the constructed roadw ay 310, such that a vehicle or other load may move over the surface plate 300 as discussed herein. At least one sensor may be attached to the surface plate 300. For example, an accelerometer, a geophone, and / or a LiDAR sensor may be used as a sensor. The sensor 510 may be positioned on the bottom of the surface plate 300, as shown in FIG. 5. The sensor 510 may be secure at various positioned on the surface plate 300, such that a displacement reading may be made upon engagement of a load with the surface plate 300.204715289 V1 18PATENT APPLICATIONDocket No.: 055697.00408

[0104] The at least one sensor may have one or more electronics 315 connected (either wired as shown or wireless) for monitoring and receiving readings by the at least one sensors> the electronics 315 may include a processing device, memory device, and / or communication device as detailed herein. In various embodiments, the electronics 315 may transmit the sensor readings from the at least one sensor to the network for processing as discussed in reference to FIG. 2A herein.

[0105] A travel pathway 305 may be defined on which a vehicle will travel to apply a load onto the surface plate 300. As shown, the travel pathway 305 may be generally perpendicular to the surface plate 300. The travel pathway 305 may be provided on the constructed roadway 310 as shown (e.g., via painted guidelines) or understood based on the positioning of the sensing device 150. In various embodiments, the location of the sensing device may be marked, such that the load can be directly applied to the sensing device.

[0106] Referring now to FIG. 4, a load 400 (a tire on a vehicle) is being applied to the surface plate 300 on the constructed roadway 310. As discussed herein, the at least one sensor attached to the surface plate 300 may record sensor reading(s) that may be turned into displacement, as discussed herein. The sensor reading(s) may be recorded instantaneously during application of a load and / or continuously (e g., an accelerometer may measure the acceleration of the constructed roadway before, during, and / or after the application of a load).

[0107] The load 400 may be a known load. For example, a truck that is used for applying the load may be weighed before and / or after testing. As such, the amount of displacement may be compared to an expected displacement for the same load (e.g., via the expected degradation curve, such as the one show n in FIG. 2B).

[0108] Referring now- to FIG. 5, a cross-sectional view' of a constructed roadway 310 is shown with a sensing device 150 positioned within, as shown in FIGs. 3A, 3B, and 4. The sensing device 150 may include at least one sensor 510 and a surface plate 300. The surface plate may be flush or generally flush with a top surface 505 of the constructed roadw ay 310. The surface plate 300 may be sufficient thickness to distribute the weight of the load properly. In various embodiments, the surface plate may be from approximately 0.25 inches to 1 inches thick. In various embodiments, the surface plate may be from approximately 0.5 inches to 1 inches thick. In various embodiments, the surface plate may have sufficient thickness to allow distribution of w eight on the surface plate.

[0109] The constructed roadway 310 shown in FIG. 5 has three layers (e.g., top layer 515, middle layer 520, and bottom layer 525). A constructed roadway 310 may have any number of layers, such as an aggregate layer, a subgrade layer, a geogrid positioned within or between204715289 V1 19PATENT APPLICATIONDocket No.: 055697.00408 other layers, and / or the like. The composition of the constructed roadway 310 may affect the performance of the constructed roadway 310.

[0110] As shown in FIG. 4, as the load 400 (e.g., a vehicle) applies a load onto the surface plate 300, the at least one sensor 510 measures at least one sensor reading. For example, in an instance in which the at least one sensor 510 is an accelerometer, the sensor reading(s) are an acceleration due to the application of the load. The displacement may be determined from the acceleration, as discussed herein (e.g., via a double integration). Some filtering of the sensor reading(s) may be completed. For example, a low-pass filtering and / or a high-pass filtering may be conducted to remove any noise from the sensor reading(s).

[0111] Referring now to FIGs. 6-7B, an example test sensing device 150 (e.g., a first test sensing device 150A, a second test sensing device 150B, etc.) is provided with an accelerometer array. FIG. 6 illustrates an example test sensing device with an accelerometer array. FIG. 7A illustrates the test sensing device 150 positioned within a constructed roadway without a load applied to the constructed roadway. FIG. 7B illustrates the test sensing device 150 of FIG. 6 positioned within a constructed roadway with a load applied.

[0112] The test sensing devices may be deposited within a constructed roadway. An example constructed roadway 310 includes a subgrade layer 710, a geogrid layer 705, and an aggregate layer 700. The geogrid layer 705 may be positioned within the aggregate layer 700. The aggregate layer 700 is deposited on the subgrade layer 710. A first test sensing device 150A may be positioned above the geogrid layer 705 (e.g., at or near the surface of the aggregate). A second test sensing device 150B may be positioned below' the geogrid (e g., at or near the interface between the subgrade layer 710 and the aggregate layer 700. Each test sensing device is capable of communicating via a network 100. As shown in the block referring to on-site test 250, a load 400 (e.g.. a truck or other heavy equipment) is applied to the constructed roadway 310.

[0113] The test sensing device 150 of FIG. 6 includes a sensor array (e.g., an accelerometer array 600). The accelerometer array 600 may include any number of accelerometers (e.g., the example test sensing device 150 of FIG. 6 includes six accelerometers 605). In various embodiments, one or more gyros may be used in place of the accelerometers. The accelerometer array 600 may be disposed within a protective sleeve 610. The protective sleeve 610 may define a length and the accelerometers may be disposed along the length of the protective sleeve 610. An example protective sleeve 610 may be 3 feet long. The length of the protective sleeve 610 may be based sufficient to determine deformation in the constructed204715289 V1 20PATENT APPLICATIONDocket No.: 055697.00408 roadway 310. The protective sleeve 610 may be made out of a flexible material to allow the accelerometer array 600 to deform.

[0114] The accelerometers 605 within the accelerometer array 600 may measure the acceleration of movement of the constructed roadway. The measured value may be used to determine the deformation of the constructed roadway 310 under a load. The differences between the sensor readings of the accelerometers across the accelerometer array 600 may also be used to determine the deformation. For example, differences in acceleration between accelerometers along the accelerometer array 600 may indicate different deformation at different areas of the constructed roadway 310.

[0115] The test sensing device 150 may include an electronic enclosure 615. The electronic enclosure 615 may include a communication interface for communicating with the network 100. The electronic enclosure 615 may include various additional components, such as processing device(s) and / or memory device(s). The electronic enclosure 615 may be connected to the protective sleeve 610. The electronic enclosure 615 may read and / or process the sensor data from the accelerometer array 600. In various embodiments, the electronic enclosure 615 may be disposed at one end of the protective sleeve 610. The electronic enclosure 615 may be electronically connected to the accelerometer array 600. As such, the electronic enclosure 615 may receive the sensor readings from the accelerometer array 600

[0116] Referring now to FIGs. 7A and 7B, the test sensing device 150 shown in FIG. 6 is shown installed within a constructed roadway 310. An example constructed roadway 310 may include a subgrade layer 710, a geogrid layer 705, and an aggregate layer 700. A first test sensing device 150A is positioned above the geogrid (e.g., proximate the surface of the constructed roadway 310). A second test sensing device 150B is positioned below the geogrid (e.g., installed on the subgrade layer 710). As such, the first test sensing device 150A and the second test sensing device 150B are positioned parallel to one another. FIG. 7A illustrates the constructed roadway 310 without a load 400 applied. Baseline measurements (e.g., sensor readings from the first test sensing device 150A and / or the second test sensing device 150B) may be taken before any load is applied (e.g., for calibration purposes).

[0117] As shown in FIG. 7B, a load 400 (e.g., a truck or other heavy machinery) may be applied to the constructed roadway 310. Information relating to the load 400 may be monitored (e.g., weight of load, tire pressure of load, etc.) during operation. The load 400 may be applied over multiple cycles (e.g., a truck may be driven across the constructed roadway multiple times). The first test sensing device 150A and the second test sensing device 150B may capture multiple sensor readings (e.g., deformation, as shown in FIG. 7B) while the load is applied and204715289 V1 21PATENT APPLICATIONDocket No.: 055697.00408 after the load is applied (e.g., to determine changes in the constructed roadway 310 after a load 400 is applied).

[0118] The measured data (e.g., sensor readings) may be transmitted via the network 100 and analyzed as discussed herein. For example, the sensor readings may be compared and / or correlated to expected test results and / or previous test results. In various embodiments, the expected test results and / or previous test results may indicate a performance of the constructed roadway 310 (e.g., acceptable, unacceptable, etc.). As such, the system may determine the performance of the constructed roadway 310 based on similar test results. In various embodiments, the testing may be repeated during usage of the constructed roadway (e.g., the sensor readings may be monitored periodically and / or continuously to determine changes in performance of the constructed roadway).

[0119] The test sensing devices used in FIGs. 3-4B may be interchanged with other test sensing devices in various embodiments. For example, a LIDAR scanner may be used for the first test sensing device 150A and / or a piezoelectric sensor may be used for the second test sensing device 150B. In various embodiments, any sensor that measures deformation of the constructed roadway 310 may be used. For example, the test sensing device 150 of FIG. 6 and the test sensing device 150 of FIG. 8 may both be used in the same embodiment (e.g., the test sensing device 150 of FIG. 6 may be the first test sensing device 150A and the test sensing device 150 of FIG. 8 may be the second test sensing device 150B).

[0120] Referring now to FIGs. 8-9B. another example test sensing device is provided. FIG. 8 illustrates an example test sensing device with a strain sensor array. FIG. 9A illustrates the test sensing device 150 of FIG. 8 positioned within a constructed roadway without a load applied to the constructed roadway. FIG. 9B illustrates the test sensing device 150 of FIG. 8 positioned within a constructed roadway with a load applied.

[0121] The test sensing device 150 of FIG. 8 includes a top strain sensor array 800 and a bottom strain sensor array 805. Each of the top strain sensor array 800 and the bottom strain sensor array 805 may include one or more strain sensors 810. The strain sensor(s) 810 may be any type of strain sensors, such as fiber optic, resistance, and / or the like. In various embodiments, the deformation of the constructed roadway is obtained by comparing the sensor readings for the top strain sensor array 800 to the sensor readings for the bottom strain sensor array 805.

[0122] A carrier 815 may be provided that holds the top strain sensor array 800 and the bottom strain sensor array 805 in place. The terms top strain sensor array 800 and bottom strain sensor array 805 may be based on the carrier 815. The carrier 815 may be made out of a flexible204715289 V1 22PATENT APPLICATIONDocket No.: 055697.00408 material to allow for deformation during testing. The carrier 815 may define a length and the strain sensors may be disposed along the length of the carrier 815. An example carrier 815 may be 3 feet long. The length of the carrier 815 may be based sufficient to determine deformation in the constructed roadway 310.

[0123] Similar to the test sensing device 150 of FIG. 6, the test sensing device 150 of FIG. 8 may include an electronic enclosure 820. The electronic enclosure 820 may include a communication interface for communicating with the network 100. The electronic enclosure 820 may include various additional components, such as processing device(s) and / or memory device(s). The electronic enclosure 820 may be connected to the carrier 815. The electronic enclosure 820 may read and / or process the sensor data from the top strain sensor array 800 and / or the bottom strain sensor array 805. In various embodiments, the electronic enclosure 820 may be disposed at one end of the carrier 815. The electronic enclosure 820 may be electronically connected to the top strain sensor array 800 and / or the bottom strain sensor array 805. As such, the electronic enclosure 820 may receive the sensor readings from the top strain sensor array 800 and / or the bottom strain sensor array 805.

[0124] Referring now to FIGs. 9A and 9B, the test sensing device 150 shown in FIG. 8 is shown installed within a constructed roadway 310. An example constructed roadway 310 may include a subgrade layer 710, a geogrid layer 705, and an aggregate layer 700. A first test sensing device 150A is positioned above the geogrid (e.g., proximate the surface of the constructed roadway 310). A second test sensing device 150B is positioned below the geogrid (e.g., installed on the subgrade layer 710). As such, the first test sensing device 150A and the second test sensing device 150B are positioned parallel to one another. FIG. 9A illustrates the constructed roadway 310 without a load 400 applied. Baseline measurements (e.g., sensor readings from the first test sensing device 150A and / or the second test sensing device 150B) may be taken before any load is applied (e.g., for calibration purposes).

[0125] As shown in FIG. 9B, a load 400 (e.g., a truck or other heavy machinery) may be applied to the constructed roadway 310. Information relating to the load 400 may be monitored (e.g., weight of load, tire pressure of load, etc.) during operation. The load 400 may be applied over multiple cycles (e.g., a truck may be driven across the constructed roadway multiple times). The first test sensing device 150A and the second test sensing device 150B may capture multiple sensor readings (e.g., deformation, as shown in FIG. 9B) while the load is applied and after the load is applied (e.g.. to determine changes in the constructed road ay 310 after a load 400 is applied). The deformation may be determined by comparing the sensor reading(s) from the top strain sensor array 800 to the sensor reading(s) from the bottom strain sensor array 805204715289 V1 23PATENT APPLICATIONDocket No.: 055697.00408 for each test sensing device (e.g., the sensor reading(s) of the top strain sensor array 800 of the first test sensing device 150A may be compared to the sensor reading(s) of the bottom strain sensor array 805 of the first test sensing device 150A and the sensor reading(s) of the top strain sensor array 800 of the second test sensing device 150B may be compared to the sensor reading(s) of the bottom strain sensor array 805 of the second test sensing device 150B.

[0126] The measured data (e g., sensor readings) may be transmitted via the network 100 and analyzed as discussed herein. For example, the sensor readings may be compared and / or correlated to expected test results and / or previous test results. In various embodiments, the expected test results and / or previous test results may indicate a performance of the constructed roadway 310 (e.g., acceptable, unacceptable, etc.). As such, the system may determine the performance of the constructed roadway 310 based on similar test results. In various embodiments, the testing may be repeated during usage of the constructed roadway (e.g., the sensor readings may be monitored periodically and / or continuously to determine changes in performance of the constructed roadw ay).

[0127] The test sensing devices used in FIGs. 8-9B may be interchanged with other test sensing devices in various embodiments. For example, a LIDAR scanner may be used for the first test sensing device 150A and / or a piezoelectric sensor may be used for the second test sensing device 150B. In various embodiments, any sensor that measures deformation of the constructed roadway 310 may be used. For example, the test sensing device 150 of FIG. 6 and the test sensing device 150 of FIG. 8 may both be used in the same embodiment (e.g., the test sensing device 150 of FIG. 6 may be the first test sensing device 150A and the test sensing device 150 of FIG. 8 may be the second test sensing device 150B).

[0128] Following long-standing patent law convention, the terms “a,” “an,” and “the” refer to “one or more” when used in this application, including the claims. Thus, for example, reference to "a subject” includes a plurality of subjects, unless the context clearly is to the contrary (e.g., a plurality of subjects), and so forth.

[0129] Throughout this specification and the claims, the terms “comprise,” “comprises,” and “comprising” are used in a non-exclusive sense, except where the context requires otherwise. Likewise, the term “include” and its grammatical variants are intended to be nonlimiting, such that recitation of items in a list is not to the exclusion of other like items that can be substituted or added to the listed items.

[0130] For the purposes of this specification and appended claims, unless otherwise indicated, all numbers expressing amounts, sizes, dimensions, proportions, shapes, formulations, parameters, percentages, quantities, characteristics, and other numerical values204715289 V1 24PATENT APPLICATIONDocket No.: 055697.00408 used in the specification and claims, are to be understood as being modified in all instances by the term “about” even though the term "‘about” may not expressly appear with the value, amount or range. Accordingly, unless indicated to the contrary, the numerical parameters set forth in the following specification and attached claims are not and need not be exact, but may be approximate and / or larger or smaller as desired, reflecting tolerances, conversion factors, rounding off. measurement error and the like, and other factors known to those of skill in the art depending on the desired properties sought to be obtained by the presently disclosed subject matter. For example, the term “about,” when referring to a value can be meant to encompass variations of, in some embodiments ± 100%, in some embodiments ± 50%, in some embodiments ± 20%, in some embodiments ± 10%, in some embodiments ± 5%, in some embodiments ± 1%, in some embodiments ± 0.5%, and in some embodiments ± 0.1% from the specified amount, as such variations are appropriate to perform the disclosed methods or employ the disclosed compositions.

[0131] Further, the term “about” when used in connection with one or more numbers or numerical ranges, should be understood to refer to all such numbers, including all numbers in a range and modifies that range by extending the boundaries above and below the numerical values set forth. The recitation of numerical ranges by endpoints includes all numbers, e.g., whole integers, including fractions thereof, subsumed within that range (for example, the recitation of 1 to 5 includes 1, 2, 3, 4, and 5, as well as fractions thereof, e.g., 1.5, 2.25, 3.75, 4.1, and the like) and any range within that range.

[0132] Although the foregoing subject matter has been described in some detail by way of illustration and example for purposes of clarity of understanding, it will be understood by those skilled in the art that certain changes and modifications can be practiced within the scope of the appended claims.Claim Clauses

[0133] Clause 1. A system for testing a roadway, the system comprising: a first test sensing device, wherein the first test sensing device comprises at least one sensor and a surface plate, wherein the surface plate is positioned adjacent a top surface of a constructed roadway, wherein the at least one sensor captures at least one sensor reading during application of a load on the surface plate; and at least one processing device, wherein the at least one processing device is configured to: determine a displacement of the constructed roadway based on the at least one sensor reading; and compare the displacement of the constructed roadway to an expected displacement based on a composition of the roadway, wherein the expected displacement corresponds to a desired permanent displacement of the constructed roadway.204715289 V1 25PATENT APPLICATIONDocket No.: 055697.00408

[0134] Clause 2. The system of Clause 1, wherein the surface plate is from 0.25 inches to 1 inch thick.

[0135] Clause 3. The system of Clause 1, wherein the at least one sensor is connected to a bottom surface of the surface plate.

[0136] Clause 4. The system of Clause 1, wherein the at least one processing device is configured to filter the at least one sensor reading via a low-pass filter.

[0137] Clause 5. The system of Clause 1, wherein the expected displacement is based on an expected degradation curve, wherein the expected degradation curve predicts an amount of degradation over time.

[0138] Clause 6. The system of Clause 5, wherein the expected degradation curve is based on at least one roadway condition.

[0139] Clause 7. The system of Clause 1 , wherein the at least one sensor is an accelerometer.

[0140] Clause 8. The system of Clause 7, wherein the at least one processing device performs a double integration to determine the displacement.

[0141] Clause 9. The system of Clause 1, wherein the at least one sensor is a geophone.

[0142] Clause 10. The system of Clause 1, wherein the constructed roadway is an unpaved roadway.

[0143] Clause 11. The system of Clause 8, wherein the constructed roadway is paved after testing, wherein the first test sensing device is removable after testing and before paving.

[0144] Clause 12. The system of Clause 1, wherein the at least one sensor reading comprises a plurality of sensor readings during load instances across the surface plate, wherein the load instances are a vehicle driving over the surface plate.

[0145] Clause 13. The system of Clause 1, further comprising a second test sensing device, wherein the second test sensing device is positioned below the top surface of the constructed roadway, wherein each of the first test sensing device and the second test sensing device captures at least one sensor reading in an instance in which a load is applied to the constructed roadway.

[0146] Clause 14. The system of Clause 13. wherein each of the first test sensing device and the second test sensing device measures deformation in an instance in which a load is applied to the constructed roadway.

[0147] Clause 15. A method for testing a roadway, the method comprising: determining a displacement of a constructed roadway based on at least one sensor reading, wherein the at least one sensor reading is obtained from a first test sensing device, wherein the first test sensing device comprises at least one sensor and a surface plate, wherein the surface plate is204715289 V1 26PATENT APPLICATIONDocket No.: 055697.00408 positioned adjacent a top surface of the constructed roadway, wherein the at least one sensor captures the at least one sensor reading during application of a load on the surface plate; and comparing the displacement of the constructed roadway to an expected displacement based on a composition of the roadway, wherein the expected displacement corresponds to a desired permanent displacement of the constructed roadway.

[0148] Clause 16. The method of Clause 15. wherein the surface plate is from 0.25 inches to 1 inch thick.

[0149] Clause 17. The method of Clause 15, wherein the at least one sensor is connected to a bottom surface of the surface plate.

[0150] Clause 18. The method of Clause 15, further comprising filtering the at least one sensor reading via a low-pass filter.

[0151] Clause 19. The method of Clause 15, wherein the expected displacement is based on an expected degradation curve, wherein the expected degradation curve predicts an amount of degradation over time.

[0152] Clause 20. The method of Clause 19, wherein the expected degradation curve is based on at least one roadway condition.

[0153] Clause 21. The method of Clause 15, wherein the at least one sensor is an accelerometer.

[0154] Clause 22. The method of Clause 21, further comprising performing a double integration to determine the displacement.

[0155] Clause 23. The method of Clause 15, wherein the at least one sensor is a geophone.

[0156] Clause 24. The method of Clause 15, wherein the constructed roadway is an unpaved roadway.

[0157] Clause 25. The method of Clause 24, wherein the constructed roadway is paved after testing, wherein the first test sensing device is removable after testing and before paving.

[0158] Clause 26. The method of Clause 15, wherein the at least one sensor reading comprises a plurality of sensor readings during load instances across the surface plate, wherein the load instances are a vehicle driving over the surface plate.

[0159] Clause 27. A method of conducting a test on a constructed roadway, the method comprising: positioning a first test sensing device within a constructed roadway, wherein the first test sensing device comprises at least one sensor and a surface plate, wherein the surface plate is positioned adjacent a top surface of the constructed roadway; applying a load to the surface plate, wherein the load is a known load; recording at least one sensor reading from the at least one sensor during application of the load to the surface plate; based on the at least one204715289 V1 27PATENT APPLICATIONDocket No.: 055697.00408 sensor reading, determining a displacement of the constructed roadway; and comparing the displacement of the constructed roadway to an expected displacement based on a composition of the constructed roadway, wherein the expected displacement corresponds to a desired permanent displacement of the constructed roadway.

[0160] Clause 28. The method of Clause 27, wherein the surface plate is from 0.25 inches to 1 inch thick.

[0161] Clause 29. The method of Clause 27, wherein the at least one sensor is connected to a bottom surface of the surface plate.

[0162] Clause 30. The method of Clause 27, further comprising filtering the at least one sensor reading via a low-pass filter.

[0163] Clause 31. The method of Clause 27, wherein the expected displacement is based on an expected degradation curve, wherein the expected degradation curve predicts an amount of degradation over time.

[0164] Clause 32. The method of Clause 31, wherein the expected degradation curve is based on at least one roadway condition.

[0165] Clause 33. The method of Clause 27, wherein the at least one sensor is an accelerometer.

[0166] Clause 34. The method of Clause 33, further comprising performing a double integration to determine the displacement.

[0167] Clause 35. The method of Clause 27, wherein the at least one sensor is a geophone.

[0168] Clause 36. The method of Clause 27, wherein the constructed roadway is an unpaved roadway.

[0169] Clause 37. The method of Clause 36, wherein the constructed roadway is paved after testing, wherein the first test sensing device is removable after testing and before paving.

[0170] Clause 38. The method of Clause 27, wherein the at least one sensor reading comprises a plurality of sensor readings during load instances across the surface plate, wherein the load instances are a vehicle driving over the surface plate.204715289 V1 28

Claims

PATENT APPLICATIONDocket No.: 055697.00408CLAIMSTherefore, the following is claimed:

1. A system for testing a roadway, the system comprising: a first test sensing device, wherein the first test sensing device comprises at least one sensor and a surface plate, wherein the surface plate is positioned adjacent a top surface of a constructed roadway, wherein the at least one sensor captures at least one sensor reading during application of a load on the surface plate; and at least one processing device, wherein the at least one processing device is configured to: determine a displacement of the constructed roadway based on the at least one sensor reading; and compare the displacement of the constructed roadway to an expected displacement based on a composition of the roadway, wherein the expected displacement corresponds to a desired permanent displacement of the constructed roadway.

2. The system of Claim 1, wherein the surface plate is from 0.25 inches to 1 inch thick.

3. The system of Claim 1, wherein the at least one sensor is connected to a bottom surface of the surface plate.

4. The system of Claim 1, wherein the at least one processing device is configured to filter the at least one sensor reading via a low-pass filter.

5. The system of Claim 1, wherein the expected displacement is based on an expected degradation curve, wherein the expected degradation curve predicts an amount of degradation over time.

6. The system of Claim 5, wherein the expected degradation curve is based on at least one roadway condition.

7. The system of Claim 1, wherein the at least one sensor is an accelerometer.204715289 V1 29PATENT APPLICATIONDocket No.: 055697.004088. The system of Claim 1, wherein the constructed roadway is an unpaved roadway.

9. The system of Claim 8, wherein the constructed roadway is paved after testing, wherein the first test sensing device is removable after testing and before paving.

10. The system of Claim 1 , further comprising a second test sensing device, wherein the second test sensing device is positioned below the top surface of the constructed roadway, wherein each of the first test sensing device and the second test sensing device captures at least one sensor reading in an instance in which a load is applied to the constructed roadway.

11. A method for testing a roadway, the method comprising: determining a displacement of a constructed roadway based on at least one sensor reading, wherein the at least one sensor reading is obtained from a first test sensing device, wherein the first test sensing device comprises at least one sensor and a surface plate, wherein the surface plate is positioned adjacent a top surface of the constructed roadway, wherein the at least one sensor captures the at least one sensor reading during application of a load on the surface plate; and comparing the displacement of the constructed roadway to an expected displacement based on a composition of the roadway, wherein the expected displacement corresponds to a desired permanent displacement of the constructed roadway.

12. The method of Claim 11, wherein the surface plate is from 0.25 inches to 1 inch thick.

13. The method of Claim 11, wherein the at least one sensor is connected to a bottom surface of the surface plate.

14. The method of Claim 11, further comprising filtering the at least one sensor reading via a low-pass filter.

15. The method of Claim 11, wherein the expected displacement is based on an expected degradation curve, wherein the expected degradation curve predicts an amount of degradation over time.204715289 V1 30PATENT APPLICATIONDocket No.: 055697.0040816. The method of Claim 15, wherein the expected degradation curve is based on at least one roadway condition.

17. The method of Claim 1 1, wherein the at least one sensor is an accelerometer.

18. The method of Claim 11, wherein the constructed roadway is an unpaved roadway.

19. The method of Claim 18, wherein the constructed roadway is paved after testing, wherein the first test sensing device is removable after testing and before paving.

20. A method of conducting a test on a constructed roadway, the method comprising: positioning a first test sensing device within a constructed roadway, wherein the first test sensing device comprises at least one sensor and a surface plate, wherein the surface plate is positioned adjacent a top surface of the constructed roadway; applying a load to the surface plate, wherein the load is a known load; recording at least one sensor reading from the at least one sensor during application of the load to the surface plate; based on the at least one sensor reading, determining a displacement of the constructed roadway; and comparing the displacement of the constructed roadway to an expected displacement based on a composition of the constructed roadway, wherein the expected displacement corresponds to a desired permanent displacement of the constructed roadway.204715289 V1 31

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