Class-8 Heavy Truck Duty Cycle Project Final Report - Center for ...

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determined that the particular CANopen protocol used by the Posital device was incompatible with the standard CAN protocol used by the eDAQ. After additional efforts, it was determined that no suitable CAN-based tilt sensor was available on the market. As a result, an analog tilt sensor was ordered in addition to an analog layer for the eDAQ. The AccuStar IP-66 tilt sensor was connected to the eDAQ and communication was successfully established. The unit functioned as expected during benchtop testing, and further testing in a passenger vehicle was conducted. During this testing, it was noted that in periods of acceleration and deceleration, the vehicle’s tilt did not give a consistent indication of road grade. This occurred because during those events, the vehicle did not remain parallel to the ground. It was assumed that this phenomenon may be less noticeable on a Class-8 trailer. The research team subsequently focused on examining vibration issues. Since the vehicle vibrated at a frequency of approximately 2-3 Hz, and the sample rate for all signals for the FOT was to be 5 Hz, the effect of this vibration was such that at this sampling rate, it could not be filtered out in post-processing. As a result, it was determined that the vibration of the vehicle could be an insurmountable problem with the use of a tilt sensor, and as a result, a discrete tilt sensor was not selected for use in the FOT. Once it was realized that the use of a tilt sensor would not provide the needed tilt data, height data (Zdata) from the VBOX was reconsidered to determine if this data could be used to provide the needed grade data. It was discovered that although the VBOX height data was inaccurate, reasonable grade data could be obtained from the information collected over short intervals of time. Given the repeatability of routes over the course of the year-long data collection, it was surmised that sufficient data could be obtained from the VBOX for each point along the route to build a complete set of grade information from these “short intervals” for well-traveled roads. 2.4.2 Obtaining Identifier from Instrumented Trailers The majority of long-haul fleets in the U.S. use a “drop-and-hook” operation, in which freight is delivered to a terminal, drop lot, or customer; and the tractor returns to its point of origin with a totally different trailer. Thus, a given trailer is rarely connected to the same tractor again, or at best, very infrequently. Because a 100% mating rate was impossible to achieve, vehicle identifiers were needed in order to link the identity of the tractor and trailer(s) that were providing data, to the actual tire type utilized by the trailer. One initial setback was the inability to get vehicle identification information from the tractor or the trailer. This problem was solved by getting a portion of the Air- Weigh serial number from the J1708 bus for the situations in which the test truck was connected to one of the instrumented trailers. Each Air-Weigh unit (one on the tractor and another on the trailer) has a unique serial number which can be requested through the appropriate request code on the J1708 databus used by the Air-Weigh for communication. The value read from the databus in response to this request is then looked-up in a file created on the eDAQ, and this data is saved with the appropriate code to indicate the specific trailer, and hence, the types of tires used on the trailer. For all of the other trailers (i.e., un-instrumented trailers), Schrader provided ORNL with a weekly schedule of which trailers were connected to the test tractors. A separate lookup table was also provided in which the tire type of each Schrader trailer was listed. Although the weight information for these un-instrumented trailers was not available, this did allow the addition of trailer tire type information to the collected data through post-processing. 2.5 PARTNERSHIP BUILDING Field tests tend to be relatively expensive when compared to laboratory-based research. Because of this, significant effort was directed toward leveraging the needs of this project with industry 30
partnerships and with cooperative efforts with other federal agencies. The industry participation in this Program is valued in the multiple-hundreds-of-thousands of dollars. 2.5.1 Dana With regard to industry participation, ORNL partnered with Dana which generously provided engineering support for instrumentation integration, instrumentation to generate vehicle dynamics data, and provided access to the Dana Truck Fleet (DTF) which was used in the Pilot Test portion of the Project. This partnership significantly reduced the Phase 1 costs to DOE. 2.5.2 Michelin Michelin also provided resources for the Pilot Test and continued as a partner during the FOT. Michelin provided new standard dual tires for half of the Pilot Test runs, and NGSWBTs for the other half of the runs. For the FOT, they provided new NGSWBTs and dual tires used for five of the six instrumented tractors and two of the instrumented trailers. Michelin’s interest in the testing activities involved the energy efficiency effects of NGSWBTs vs. standard dual tires. Such information is useful in contributing to the modeling and understanding of heavy truck rolling resistance. 2.5.3 Schrader Initially, the test team experienced difficulty in locating a suitable fleet partner with all of the following characteristics: - Long-haul operations that spanned the continental US (rather than just regionally), in order to obtain duty cycle data for a variety of terrains and road types - Mated tractors and trailers (mostly drop-and-hook) – so that weight sensors can be installed on the trailer as well as the tractor in order to obtain weight data for all of the miles traveled - Usage of NGSWBTs acceptable – for comparison of singles and duals Ultimately, a partnership was formed with Schrader Trucking. While Schrader did not appear to meet every one of the desired criteria, their interest in new technology and strong desire to assist the testing team allowed for novel solutions for accommodating the needs of the FOT. Schrader trucks travel throughout the eastern U.S. and occasionally even as far west as California. Details of the routes taken by the instrumented Schrader trucks are provided in Section 6 of this report. Several Schrader tractors were already using NGSWBTs, along with over a quarter of their trailers. While Schrader runs primarily a drop-and-hook operation, they own their own trailers which means that although the tractor-trailers are not married, the tractors are pulling a quantifiable pool of trailers. Schrader made all tractor and trailer mating records available to ORNL on a weekly basis, along with a database indicating the tire type of each trailer. As a result, although there were a limited number of trailers that were instrumented, the data obtained from each DAS could be linked to a particular trailer type based on the data provided by Schrader. 2.6 INSTRUMENTATION OF THE FLEET 2.6.1 Sensor and DAS Integration into the Test Vehicles The test vehicles called out in Section 2.3.6 were fitted with the sensors listed in Section 2.3.7 (the J1939 Vehicle Data Bus already existed on the vehicle). The sensor-to-test-vehicle integration took place at the Schrader truck yard in Jefferson City, Tennessee. 31
Page 1 and 2: Class-8 Heavy Truck Duty Cycle Proj
Page 3: Vehicle Systems Program ORNL/TM-200
Page 6 and 7: 2.7 LAUNCH OF THE FOT (OCTOBER 23,
Page 8 and 9: 40 Connection and Support Structure
Page 11: LIST OF TABLES Table Page 1 Pilot T
Page 15: ACKNOWLEDGEMENTS The Oak Ridge Nati
Page 18 and 19: Sixty channels of data were collect
Page 20 and 21: xviii
Page 22 and 23: The data analyses performed in Phas
Page 24 and 25: Fig. 2. HHDDT Transient Mode In add
Page 26 and 27: vehicle; 3) a transit bus; 4) a nei
Page 28 and 29: payload and accessory load would al
Page 30 and 31: Data # Performance Measure Benefit
Page 32 and 33: Data # Performance Measure Benefit
Page 34 and 35: Fig. 10. NGK NOx/O2 Sensors Fig. 11
Page 36 and 37: 1.3.4 De-instrumentation: Following
Page 38 and 39: Fig. 16. Pilot Test North-South Rou
Page 40 and 41: GPS information collected with the
Page 42 and 43: 2.1 REVIEW OF PERFORMANCE MEASURE R
Page 44 and 45: 2.3.2 Performance Measures Fig. 18.
Page 46 and 47: Signal Sensor 53 Road Grade Calcula
Page 48 and 49: 2.3.6 Tractor and Trailer Details F
Page 52 and 53: Cable runs to and from sensors were
Page 54 and 55: 2.8 CONDUCTION OF FOT The FOT laste
Page 57 and 58: 3. INTERNET DATA ACCESS TOOL The HT
Page 59: Fig. 30. Search Results The file se
Page 62 and 63: When the button “Extract Data”
Page 64 and 65: Data Fig. 33. Segment Merging In ad
Page 66 and 67: Fig. 36 shows the synthetic cycle g
Page 68 and 69: Fig. 39. A Synthetic Duty Cycle wit
Page 70 and 71: tractors) as well as the maximum to
Page 72 and 73: vehicle was carrying a heavy load o
Page 74 and 75: Vehicle Speed [mph] Vehicle Speed [
Page 76 and 77: 5.2 REAL-WORLD DUTY CYCLES Informat
Page 78 and 79: Vehicle Speed [mph] 70 60 50 40 30
Page 80 and 81: Given the size and complexity of th
Page 82 and 83: data or out-of-range data. Therefor
Page 84 and 85: 6.1.1 Spatial Information Using the
Page 86 and 87: For those cases in which an instrum
Page 88 and 89: Fig. 56. DCGenT Prototype Search Cr
Page 90 and 91: at constant speed. Parameters m, b,
Page 92 and 93: weight. Notice that, as expected, m
Page 94 and 95: the loss of information, and conseq
Page 96 and 97: consumption per unit of distance tr
Page 98 and 99: q q ( − ) ( feb'− feb) 100 '
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Table 15. General Statistics: Total
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70% 60% 50% 40% 30% 20% 10% 0% Idli
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Fig. 68. All Trips with Dual Tires
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The almost 700,000 miles logged dur
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Frequency 300 250 200 150 100 50 0
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Speed [mph] 80 70 60 50 40 30 20 10
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vehicle is hauling light or heavy l
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Frequency 350 300 250 200 150 100 5
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A summary of the statistics describ
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analysis controlling for the type o
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6.3.2.4 Summary of Fuel Efficiency
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Lesson Learned: A technology progre
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Lesson Learned: Adding external sen
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know if the vehicle was “filled u
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8. SUMMARY OF RESULTS AND CONCLUSIO
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9. FUTURE DIRECTIONS The Heavy Truc
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Appendix A PILOT TEST LETTER REPORT
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1.0 BACKGROUND 2.0 PROJECT OVERVIEW
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ACKNOWLEDGEMENTS The authors wish t
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evaluate the data collection system
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performance of their next generatio
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March and provided to the ORNL Prog
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Between January, 2005 and May, 2005
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Figure 4: NGK Sensor Figure 5: Omeg
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o Date and Time o Wind Speed o Wind
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Figures 28 through 31 show the ball
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Figure 22: Airweigh System Figure 2
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DVD. Figures 35 and 36 show some of
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3.3.7.1 Pre-Analysis Efforts: As th
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Task 1: Identification of Fleet(s)
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Data # Performance Measure Performa
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Sensor or eDaq Performance Performa
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45 46 47 48 49 50 51 52 53 Measure
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Data # 62 63 64 65-67 68-69 70-71 7
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Data # Performance Measure 87 Headi
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Appendix A-B Final Pilot Test Plan
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• DAS/sensor suite/cabling operab
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9 10 11 12 13 14 15 Lateral Velocit
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34 Rain Intensity 35 36 37 38 39 40
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59 60 61 62 63 64 65-67 68-69 70-71
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85 Longitude 86 Velocity 87 Heading
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3.2 Sensors The PMs listed in Table
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vehicles will be dedicated to the p
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DATE TEST ENGINEER: DRIVER: DEPARTI
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Jim Ridge, Dana Product Engineer, w
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Table 5.1 October Route and Schedul
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Table 5.2 December Route and Schedu
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Appendix A-C Field Test Signals 64
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9 Performance Measure Performance M
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Performance Measure 25 Rain Duratio
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Letter Report SUMMARY OF RELEVANT H
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Sensor or Performance Data Sensor o
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GAWR 44 lb AirWeigh 5800 Road Surfa
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Appendix B SCHRADER MEMORANDUM OF U
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MOU-UTB-2007001 Schrader Trucking C
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MOU-UTB-2007001 Schrader Trucking C
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Appendix C FIELD OPERATIONAL TEST P
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Collection, Analysis, and Archiving
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4.0 APPROACH Phases 2 and 3 of the
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Signal Sensor 60 Tractor-Trailer Ma
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Schrader Trucking will provide six
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Sensitive Information] [Partner Sen
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4.6 Sensor and DAS Integration to T
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5.5 Vehicle Deployment Methodology
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Start address: 2360 Cherahala Blvd
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Figure 6.2: Schrader Shop, Far Left
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Figure 6.7: eDAQ Lite with two Vehi
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6.5 Safety Information For Student
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Appendix D SYSTEM DESIGN AND OPERAT
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TABLE OF CONTENTS Collection, Analy
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9.1.2. Shutdown Procedure 9.1.3. SI
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Signal Sensor 26 Cruise Control Acc
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Figure 4.1: Air-Weigh System Compon
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4.5. EDAQ The eDAQ Lite is connecte
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the equipment inside from overheati
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5.4. Weather Station Connections Fi
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Figure 5.5.3: VBOX Cable Table 5.5.
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Figure 6.3: Weather Station Locatio
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6.6 Power Supply Use a second cable
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can also be changed from this windo
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on and the yellow light should begi
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Figure 7.1.3-1: Weather Station and
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Speed unit: m/s Sampling frequency:
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iii) Click on Browse to find and op
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c) Power Controller (Power) - no co
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1) Select the Transducer and Messag
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Figure 7.2.4-2: Adding Transducer C
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Figure 7.2.4-3: Editing DIO Vehicle
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A. Changing Units - Converting tran
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C. Coordinates - Assign correct sig
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switch) Table 7.2.5: Contents of Ti
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Trigger Delay Setup: Check Enable d
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Figure 7.2.5-6: Time Base Shifter S
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Units: Full Scale Estimate - Min: 0
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Figure 7.2.6-2: Burst History Data
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Press Ctrl+3 (or click Run in the T
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8.2. Procedures for Heavy Truck Dut
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d) Turn on the ignition. e) Turn on
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4) Change the IP address field to t
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5) Check to see that the computer c
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e) When all SIC files have been sav
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4) To verify the time setting, go t
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e) Alter the id, mask, value, etc.
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Longitudinal CAN 0x87FF 0x0304 Long
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ULSB 0x98EAFFFBC1FE00 MaxVehSpLm CA
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Figure 9.1.6-2: Performing a ColdSt
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Table 9.2.2-1: Descriptions and Uni
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Channel ID Sensor Format Integer? P
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Channel ID eDAQ Invalid Data Value
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Channel ID Resolution Accuracy Note
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9.3. Appendix C: Additional DAS Not
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e replicated and saved as five iden
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2) Type in “cmd” 3) Type “ipc
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Producing multiple setup files 1) G
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9.4. Appendix D: Checklists and For
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D-96
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9.5. Appendix E: References and Web
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E-3
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E-5
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E-7
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E-9
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E-11
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E-13
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E-15
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E-17
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E-19
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E-21
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E-23
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E-25
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E-27
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E-29
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E-31
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E-33
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E-35
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E-37
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E-39
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E-41
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