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

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q q ( − ) ( feb'− feb) 100 ' ⎛ FCa ⎞ DFEe = × = FCa FCa × 100 = ⎜ −1⎟ × 100 Eq. (9) feb q ⎝ FCa' ⎠ FCa which was obtained with the help of Eqs. (5) and (7). Comparing Eqs. (8) and (9) it is clear that: DFEt = DFEe Eq. (10) which indicates that the percentage difference between the computed fuel efficiencies for trucks T and T’ is the same whether or not the actual fuel efficiencies have been measured accurately; as long as the fuel consumption measurement error is systematic. FCR’ 1B FCR’ 1A 6.3 DATA ANALYSIS Fuel Consumption per Unit of Distance Traveled D’ 1 FCb’ FCa’ D 2 D 3 Distance Traveled Fig. 64. Fuel Consumption for Truck T' The main focus of the data analysis is on the effect that different combinations of tires (i.e., NGSWBTs and regular dual tires), mounted on the tractor and trailer, have on the fuel efficiency of Class-8 trucks. The dependency of these fuel efficiencies on the type of tires is studied for the general case in which all the other variables that may affect fuel consumption, such as vehicle weight, traffic conditions, type of terrain, weather, etc. are considered to equally affect all the six vehicles that participated in the experiment. That is, due to the very large database, it can safely be assumed (and proved) that any particular truck has encountered similar (traffic, weather, load, etc.) conditions over 78
the course of the year-long data collection period as any of the other five trucks. Besides this general case, particular conditions such as the effect that vehicle weight and congestion levels have on the fuel efficiency of the Class-8 trucks equipped with different type of tires are also investigated in this section. 6.3.1 General Statistics Over the 12-month data collection period, the six participating trucks logged close to 700,000 miles and consumed over 100,000 gallons of fuel while undertaking 1,100 trips15 and visiting 37 states in the U.S. and one Canadian province. Table 14 below presents a summary of these statistics for each one of the six participating tractors. The header of the table includes information about the type of transmission and tires that each one of these six tractors had. The table also includes information regarding fuel efficiencies for the entire data collection period, for each of the six vehicles as well as their overall fuel efficiency. These calculations were made using fuel consumption information obtained from the vehicles’ databus (last row in Table 14) and include both the fuel consumed while the vehicle is moving as well as the fuel spent while idling. Notice that, in general, tractors equipped with the NGSWBTs had higher fuel efficiencies than those equipped with regular dual tires. Table 14. General Statistics for the Instrumented Tractors Statistics T1 1 A (M -S ) T2 1 B (M -D ) T3 2 A (A - S ) T4 1 B (M - D ) T5 2 A (A - S ) T6 2 B (A - D ) Grand Total Distance Traveled [miles] 106,891 114,095 117,355 124,917 127,626 97,417 688,302 Total Time for Which Data 3 was Collected [hrs] 3,783 4,451 3,779 4,413 4,281 3,067 23,774 Avg. Speed 4 [mph] 28.26 25.63 31.05 28.31 29.81 31.76 28.95 Total Fuel Consumed [gal] 15,982 16,701 16,805 19,361 18,494 15,995 103,336 Overall Fuel Efficiency [mpg] From the Databus Sensor 6.69 6.83 6.98 6.45 6.90 6.09 6.66 1 atic Tran ion; 3 Includes Idling times; 3 Manual Transmission; 4Distance Traveled/Total Time for Which Data 2 Autom smiss Was Collected (includes idling times); A NGSWBTs; B Dual Tires The information collected was further divided into short-haul (less than 100 miles) and long-haul (over 100 miles) trips, and the total, moving, stopped, and idling times were calculated as well as the fuel consumed, for all of the participating trucks combined. That information is presented in Table 15 and Table 16. The “Stop Time” and “Stop Fuel” statistics include the condition in which the vehicle was static (i.e., not moving) and the engine was either running or not; while the “Idling Time” and “Idling Fuel” statistics include only the condition of a static vehicle with the engine running (this includes times when the truck was stopped because of congestion or other type of traffic related delays). While short-haul trips presented proportionally larger idling times than those shown by long-haul trips (i.e., 69.0% of the total time spent on the trip vs. 49.5% of the total time, respectively, or close to a 3-to2 ratio), the former consumed a significantly larger proportion of the total fuel for idling purposes than the latter (i.e., a ratio of about 3-to-1, or 21.2% vs. 6.7%, respectively). Notice also that short-haul trips are a very small portion (about 2.0%) of the total trips. 15 A trip is considered here as a journey in which either the origin or destination is the parking lot of the participating trucking company, with the other end of the journey being any place other than the parking lot of the company. For example, going from Jefferson City, TN (i.e., the place where Schrader is located) to Cincinnati, OH and coming back to Jefferson City, TN would be considered as two trips. 79
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Class-8 Heavy Truck Duty Cycle Proj
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Vehicle Systems Program ORNL/TM-200
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2.7 LAUNCH OF THE FOT (OCTOBER 23,
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40 Connection and Support Structure
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LIST OF TABLES Table Page 1 Pilot T
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ACKNOWLEDGEMENTS The Oak Ridge Nati
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Sixty channels of data were collect
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xviii
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The data analyses performed in Phas
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Fig. 2. HHDDT Transient Mode In add
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vehicle; 3) a transit bus; 4) a nei
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payload and accessory load would al
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Data # Performance Measure Benefit
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Data # Performance Measure Benefit
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Fig. 10. NGK NOx/O2 Sensors Fig. 11
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1.3.4 De-instrumentation: Following
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Fig. 16. Pilot Test North-South Rou
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GPS information collected with the
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2.1 REVIEW OF PERFORMANCE MEASURE R
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2.3.2 Performance Measures Fig. 18.
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Signal Sensor 53 Road Grade Calcula
Page 48 and 49: 2.3.6 Tractor and Trailer Details F
Page 50 and 51: determined that the particular CANo
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 100 and 101: Table 15. General Statistics: Total
Page 102 and 103: 70% 60% 50% 40% 30% 20% 10% 0% Idli
Page 104 and 105: Fig. 68. All Trips with Dual Tires
Page 106 and 107: The almost 700,000 miles logged dur
Page 108 and 109: Frequency 300 250 200 150 100 50 0
Page 110 and 111: Speed [mph] 80 70 60 50 40 30 20 10
Page 112 and 113: vehicle is hauling light or heavy l
Page 114 and 115: Frequency 350 300 250 200 150 100 5
Page 116 and 117: A summary of the statistics describ
Page 118 and 119: analysis controlling for the type o
Page 120 and 121: 6.3.2.4 Summary of Fuel Efficiency
Page 122 and 123: Lesson Learned: A technology progre
Page 124 and 125: Lesson Learned: Adding external sen
Page 126 and 127: know if the vehicle was “filled u
Page 129 and 130: 8. SUMMARY OF RESULTS AND CONCLUSIO
Page 131 and 132: 9. FUTURE DIRECTIONS The Heavy Truc
Page 133: Appendix A PILOT TEST LETTER REPORT
Page 136 and 137: 1.0 BACKGROUND 2.0 PROJECT OVERVIEW
Page 138 and 139: ACKNOWLEDGEMENTS The authors wish t
Page 140 and 141: evaluate the data collection system
Page 142 and 143: performance of their next generatio
Page 144 and 145: March and provided to the ORNL Prog
Page 146 and 147: 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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