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Based on the theory of Rong-Jie State of generalized virtual economy and took Sino-Singapore Tianjin Eco-City as an example, this paper discussed and analyzed the value realization of Tianjin Eco-City based on the detailed data of construction goals and achievements.
Compared with the traditional industrial modes, the low-carbon modes in eco-cities could reduce the costs to a large extent, for instance, the utilization of new energy, the reuse of waste and scrap and the reduction of human resource costs.
According to Wu and his colleagues’ calculation, the emission reductions of CO2 of green buildings in Eco-City would reach 528 thousand tons and the value of the emission reductions of CO2 would be about 35 million Yuan [7].
With these new energy, the emission reductions of CO2 of the whole Eco-City could reach 3.3 thousand tons, and the value of emission reductions would be about 0.22 million Yuan per year.

Vibration is a cause of noise,so the vibration reduction is helpful to reduce the motor noise.
Through analyzing the mechanism of motor vibration, a laptop computer and LabVIEW software are used to design the experimental system. the data acquisition system of vibration signal is composed of USB5935 data acquisition card, vibration acceleration sensor.LabVIEW is used to detect the vibration signal and record the vibration and realize the spectrum analysis.
Motor vibration detection system The motor vibration detection system is constructed by an USB5935 data acquisition card, vibration acceleration sensor and a laptop as shown in Fig.1.The vibration acceleration sensor is used to adopt the motor vibration and connected with the USB5935 data acquisition card of a laptop.
LabVIEW can help users quickly to realize the real time signal acquisition, analysis and display.Fig.2 shows the process to obtain data in the LabVIEW environment.
Conclusions The motor vibration test system is constructed by the vibration acceleration sensor and USB5935 data acquisition card.

Although there is a large scatter in the data, there is a definite stir volume (~ 10 mm2) at which h reaches hMax.
Mode 3 is similar to Mode 2 and the ratio of strength reduction (384 N/mm / 630 N/mm) is 0.61.
From the above discussion and from the overall data in Fig. 4a, the contribution to reduction in fracture strength due to FSLW by other deformation/fracture modes are seen to be at least as significant Mode 1 – fracture due to the presence of a hook.
Reduction due to Mode 1 only becomes significant when h reached a high and critical value.
Overall, increasing fracture strength by reducing the degree of softening may be seen as important as the reduction in hook size.

The effect of microdamage mechanisms is modeled through effective stiffness reduction at a macro point.
A world wide failure exercise was started in 1995 to compare the predictive capabilities of various failure theories with each other and with the experimental data.
The reductions in effective elastic properties (for example, E22) due to various types of damage with volume fraction as parameter were shown in figure 1(c).
The reduction in the effective elastic properties due to the increase in the size of damage (for example effects of fiber de-bond on E22) is shown in figure 1(d).
Therefore, the reduction in the elastic properties can be represented as the following

Conversely, the application of higher intensification pressure results in a notable refinement in ESCs morphology, with a significant reduction in their diameter and area fraction.
Introduction Modern automotive design increasingly emphasizes weight reduction to boost fuel efficiency and lower emissions [1].
As the intensification pressure increases to 13.7 MPa, a further reduction in ESC size and area fraction is observed, with a more uniform distribution of smaller, granular ESCs throughout the cross-section.
The statistical data presented in Fig. 3 aligns well with the microstructural observations, clearly demonstrating that increasing intensification pressure leads to a marked reduction in both the size and area fraction of externally solidified crystals (ESCs).
In contrast, Fig. 4(b–b1) demonstrates that increasing the intensification pressure to 13.7 MPa results in a dramatic reduction in both the number and volume of pores.

In addition, the axial power distributions of the rod were also defined file by the user very easy, the results shown no obviously temperature difference between the full gap and 90% reduction of the gap.
The solid line is the KC distribution with 90% decreasing of the gap and the dotted line is KC distribution with the gap without any reduction.
By plugging this KC value into DSS program, all the gaps data between the different components are obtained in the fuel bundles.
Table 1 shows the simulation result for the comparison of the temperature between full gap and 90% gap reduction.
Comparison of the temperature between full gap and 90% gap reduction Acknowledgements This work was financially supported by National Science Council of Taiwan under the grant number NSC NSC 101-2623-E-007 -008 -NU Reference [1] U.S.

Method of Data Collection A survey was conducted to gather empirical data.
Several means of data collection applied to get information from manufacturers who use pickup trucks for transport their products.
· Origin and destination point · Distance in kilometer and frequency of runs in a week · Type of fuel use · Cost of fuel per trip The profiles of the questionnaire are explained in Table 1, the main objective of questionnaires is to collect data for pickup trucks especially truck routes for the purpose of matching routes for backhaul trips to reduce empty load truck run.
Table 4: Fuel usage classification Fuel Usage Number [unit] Percentage [%] Benzene 25 1.56 Diesel 1,482 92.34 CNG 64 3.99 LPG 34 2.12 Total 1,605 100 Results and Analysis In this section, the data from survey is summarized to elaborate the characteristics of pickup truck runs, percentage of backhauls with shipment and empty backhauls, and their energy consumptions.
The logistics model and matching could be employed and quantified in future study for the reduction of energy consumption in the transportation sector.

Co/Cu/Fe-MOs were used for selective catalytic reduction of NO by hydrocarbon.
NOx traps, Selective Catalyst Reduction (SCR) using urea and Diesel Oxidation Catalysts (DOCs) have proved to be the most effective among these methods [2].
The selective catalytic reduction of NOx emissions in diesel engine exhaust gas has attracted considerable interest [3].
Upon the calcination of the obtained precursor at 773K in air according to the TGA data, the precursor was converted into Cu/Co/Fe–MOs.
These characteristics are favored for the reduction of NO.

For experiments was used micro-concrete (with maximum aggregate size 1.6 mm) with respect to cost reduction.
Measured data were continually recorded due to monitoring system under laboratory conditions.
For this concrete, the same shrinkage reduction admixture and dosage as in CM2 was used.
Favorable effect of shrinkage reduction admixture is evident when is compared the shrinkage development between CM1 and CM2.
Table 1 Absolute and relative shrinkage values Shrinkage development of CM3 is reduced by the shrinkage reduction admixture.

Furthermore, it was estimated that the effect of magnetic texturing was equivalent to the reduction in the density of trap by 5.9×1012 cm-2.
By the addition, reduction in the grain size initially occured up to 1 at%, and then the size recovered by the further addition.
Corresponding to this microstructual variation, reduction and recovery of mobility were observed [5].
Open circle indicates the data of magnetically textured zinc oxide.
The mobility enhancement by the reduction of the density of trap can be described as follows.