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在青岛市第五人民医院官网58门户青岛什么方法做双眼皮好

2019年06月27日 04:28:42    日报  参与评论()人

山东省青岛威海美容整形医院有哪些青岛胶南市祛斑美肤青岛玻尿酸丰太阳穴 If multiple communication systems aboard Malaysia Airlines Flight 370 were manually disabled, as investigators increasingly suspect happened, it would have required detailed knowledge of the long-range Boeing Co. 777#39;s inner workings.调查人员愈发怀疑马来西亚航空(Malaysia Airlines)失联370航班上的多个通讯系统是被人为破坏的,如果真是这样,则蓄意破坏的人需要对波音(Boeing Co.) 777客机的内部情况拥有详细的知识。The first loss of the jet#39;s transponder, which communicates the jet#39;s position, speed and call sign to air traffic control radar, would require disabling a circuit breaker above and behind an overhead panel. Pilots rarely, if ever, need to access the circuit breakers, which are reserved for maintenance personnel.首先被关闭的应答器可向空中交通控制雷达发送飞机位置、速度和呼叫信号,关闭它需要切断顶部仪表板上方和后面的一个断路器。飞行员很少需要动用断路器,这些断路器是为维修人员准备的。Pulling one specific circuit breaker, which is labeled, would render inoperative both of the 777#39;s transponders, according to documents reviewed by The Wall Street Journal and bolstered by comments from according to aviation industry officials and those who have worked with the 777.根据《华尔街日报》(The Wall Street Journal)见过的文件、航空业官员,以及曾务过波音777的人员提供的信息,拔掉某一个断路器(断路器上有标签)将导致飞机上两个应答器停止工作。Becoming familiar with the 777#39;s systems requires extensive training for pilots and aircraft mechanics alike, experts said. However, considerable technical data on the airplane is also available online in discussion groups or other websites.专家称,要熟悉波音777系统,需要接受大量有关飞行员和机械师的培训。不过这种机型的相当多技术数据也可以在讨论小组或其他网站上获得。Investigators are trying to establish a sequence of events that transpired on the jet, which vanished from radar March 8, most critically the loss of communication.对于这架在3月8日消失在雷达屏幕上的飞机,调查人员正试图对机上发生的事件理出一个顺序。The shutdown of the on board reporting system shortly after the jet was last seen on radar, can be performed in a series of keystrokes on either of the cockpit#39;s two flight management computers in the cockpit. The computers are used to set the performance of the engines on takeoff, plan the route, as well as other functions to guide the 777.在飞机最后一次出现在雷达屏幕后不久机上应答系统关闭,这一操作可以通过在驾驶舱内两台飞行管理电脑中的任意一台上敲一系列键就可完成。这些电脑用于设置发动机在起飞时的性能、规划飞行路线以及指导777飞机的其他功能。After vanishing, the jet#39;s satellite communications system continued to ping orbiting satellites for at least five hours. The pings ceased at a point over the Indian Ocean, while the aircraft was at a normal cruise altitude, say two people familiar with the jet#39;s last known position. Investigators are trying to understand that loss, and whether or not #39;something catastrophic happened or someone switched off#39; the satellite communication system, says one of the people.在失联后,飞机的卫星通讯系统在至少五个小时内继续向卫星发出连接请求。两名知情人士表示,卫星连接请求在印度洋上方某处中断,当时飞机处在正常的巡航高度。其中一人称,调查人员正试图了解中断原因,是否发生了一些灾难性事情,或者是有人关闭了卫星通讯系统。A physical disconnection of the satellite communications system would require extremely detailed knowledge of the aircraft, its internal structure and its systems. The satellite data system is sp across the aircraft and disabling it would require physical access to key components. Disconnecting the satellite data system from the jet#39;s central computer, known as AIMS, would disable its transmission. The central computer can be reached from inside the jet while it is flying, but its whereabouts would have to be known by someone deeply familiar with the 777.物理阻断卫星通讯系统需要极为详细地了解飞机、其内部结构和系统。卫星数据系统遍布机身,要关闭这一系统需要能够实际接触到关键部件。从被称为AIMS的飞机中央电脑关闭卫星数据系统可以切断数据传输。在飞机飞行过程中,机上人员可以接触到其中央电脑,但是需要对这架波音777极为熟悉。Getting into the area housing the 777#39;s computers would #39;not take a lot#39; of knowledge, said an aviation professional who has worked with the 777. However, this person added, #39;to know what to do there to disable#39; systems would require considerable understanding of the jet#39;s inner workings. Some airlines outfit the access hatch to the area below the floor with a special screw to prevent unauthorized intrusion, the person added.据一位曾务过777机型的航空专家称,进入777飞机放置电脑的区域不需要许多知识。但是这位专家表示,知道如何关闭系统需要相当了解该飞机内部工作原理。这位专家还说,有些航空公司会为进入这一地板下区域的舱门安装一个特别的螺丝,以防的进入。Orbiting satellites are designed to check in with the aircraft#39;s satellite-communication system hourly if no data is received during that time. The pings from the aircraft became a subject of scrutiny earlier this week, said a person familiar with the matter, several days after the plane first went missing.轨道卫星如果没有接收到数据的话,每小时都会检查一次飞机的卫星通讯系统。一位知情人士称,在马航客机失联数天之后,该架航班的数据连接请求在本周早些时候成为调查目标。Because the pings between the satellite and the aircraft registered that the aircraft#39;s satellite communications system was healthy and able to transmit, the data did not immediately raise any red flags in the hours after the jet#39;s disappearance.由于卫星与这架客机之间存在数据连接请求,显示飞机的卫星通讯系统情况正常且能够进行信号传输,所以在飞机失联之后的几个小时里,相关数据并没有立刻引起警惕。At first, the origin of the final ping from the Malaysia Airlines jet seemed like an anomaly to investigators, according to a person familiar with the matter, given that the plane was believed to have crashed off the coast of Vietnam, hundreds if not thousands of miles from the location of the final ping.据一位知情人士称,最初阶段,考虑到这架马航客机被认为已经在越南海域坠毁,距离最后发出数据连接请求的位置有数百甚至上千英里之远,客机最后发出数据连接请求的地点在调查人员看来似乎有些异常。Until just a few years ago, the satellite communication system used by jetliners didn#39;t include data on an aircraft#39;s location in the pings, the electronic equivalent of handshakes used to establish initial contact.直到数年之前,客机使用的卫星通讯系统并不包含有关飞机发出数字连接请求的位置信息。For instance, before Air France Flight 447 crashed into the Atlantic Ocean in 2009, the jet sent some diagnostic data indicating problems with various onboard systems, including the autopilot#39;s deactivation. But notably the plane#39;s position wasn#39;t transmitted with that data.比如,在2009年法国航空公司(Air France) 447航班在大西洋坠毁之前,该机发送的诊断数据表明,飞机上多个系统出了问题,其中包括应答器关闭。但值得注意的是,该飞机的位置信息并未得到传输。Partly as a result it took nearly two years to locate the plane#39;s #39;black boxes#39; and the majority of the wreckage. In the case of the missing Malaysian jetliner, precise locations were provided. However, it is unclear why the transmission ceased and where the plane may have ended up after the final ping.其中一个后果就是,寻找这架飞机的黑匣子和主体残骸用了将近两年的时间。而在马航失联飞机事件中有精确的位置信息。但目前还不清楚为何这种信号传输会中断,以及在最后一次数字连接请求发出之后飞机可能最终去了哪里。 /201403/280282If you were to track the upgrades for your Apple iPhone or Toyota Prius from their introduction to today, you will see a familiar arc in the technology industry: performance multiplies, the product is refined, jobs are created, even entire industries are reworked.如果回顾一下苹果公司(Apple)的iPhone或丰田(Toyota)普锐斯(Prius)混合动力车从最初型号到现有版本的发展过程,人们会发现技术行业一个常见的轨迹:性能翻倍提升,产品更精致,创造了无数就业岗位,甚至颠覆了整个行业。Consider, for example, that the iPhone’s theoretical maximum download speed on cellular networks went from 1 megabyte per second for the 2007 “2G” iPhone to 300 mbps for today’s 5s model. Its display more than doubled in pixel density, its camera transformed from cheap afterthought to serious photography tool, and its software capabilities are far more robust than when the device was introduced. (Even the App Store is a second-generation feature.)例如,iPhone在蜂窝网络中最大的理论下载速度已从2007年“2G”iPhone的1兆字节/秒上升至如今5s型号的300兆字节/秒。其显示屏的像素密度增加了一倍多,摄像头已从廉价的配件转变为一种实用的照相工具,而且其软件能力要比iPhone诞生之时强大太多太多。(即便是苹果应用商店如今也已发展到第二代了。)Similarly, Toyota’s Prius hybrid car evolved from a neighborhood oddity (and celebrity eco-accessory) in 2000 to a best-selling vehicle in Japan and California. The engine in today’s model is 20 percent lighter (and offers 20 percent more total horsepower) than the original. Its distance-per-charge is longer. Without the Prius, it can be argued, there would be no Tesla.同样,丰田的普锐斯混合动力车从2000年的邻家怪胎(以及明星彰显其环保态度的配饰)摇身一变为日本和加州最畅销的交通工具。当前车型引擎的重量较最初型号轻了20%(总功率增加了20%),而且单次充电后行驶的里程更长。有人会说,没有普锐斯,就不会有如今的特斯拉电动车(Tesla)。There’s is one component of all of these things that hasn’t changed in that time period: the lithium-ion battery. Whether in the iPhone, the Prius, and even the Tesla Model S, the Li-ion battery is essentially made of the same stuff as those first introduced by Sony in 1991. That’s not to say that innovation hasn’t happened around them, of course. Device-makers have become better at charging them, cooling them, and controlling how much power they draw into our phones, cars, laptops, and USB gadgets. But they’re still largely the same battery. Even Tesla’s billion plans for a “giga”-sized battery factory involve the manufacture of—you guessed it—lithium-ion packs.然而在这些设备中,有一个组件这些年来一直没有变化,那就是锂离子电池。不管是在iPhone,还是普锐斯,甚至是特斯拉S车型,锂电池用的还是1991年索尼公司(Sony)推出这一产品时所用的材料。当然,这并不是说人们没有针对这种电池进行过创新。设备制造商在充电效率、冷却和控制进入手机、汽车、笔记本和USB元件的电流流量方面做得越来越好,但这些电池的芯却没有怎么换过。即便是特斯拉计划建造的50亿美元超大型电池生产厂生产的仍是(如你所料)锂电池组。Upon further investigation, there is little consensus on what kind of battery technology may replace lithium ion. There aren’t even rumors.进一步的调查发现,人们对于哪一种电池技术可能能够取代锂电池仍是众说纷纭,甚至连这方面的谣言都是寥寥无几。To find out why, Fortune posed a simple question to five established researchers working on next-generation batteries, a behavioral economist, and a battery industry executive: Why is battery technology moving so much slower than hardware?为探究其原因,《财富》(Fortune)向致力于开发下一代电池的5名知名研究人员、一名行为经济学家和一名电池行业高管提出了一个简单的问题:为什么电池技术的发展速度要比硬件慢如此之多?As you’ll soon find out, the answer is one part chemistry, one part psychology, and two parts the answer to a counter-question: Who really wants to be the first to drive with a new type of battery that hasn’t benefited from two decades of development?接下来你便会发现,的一成与化学有关,一成与心理学有关,而两成则与上述问题的反问有关:对于一项未经过二十年发展的新电池技术,一旦装上汽车,谁想成为首位驾驶该车的人?Today’s battery tech: dense, hot, tricky当今的电池技术:密度大、发热量大、问题多Lithium-ion battery technology is in many ways the workhorse of portable power.锂离子电池技术在很多方面都是移动电源的主力军。Lithium’s atomic number is three, which, if you remember middle-school chemistry, means that it has three protons, is very lightweight, and can be packed more densely than any element other than hydrogen or helium. Lithium is a known quantity to chemists, says Carlo Segre, professor of physics at the Illinois Institute of Technology in Chicago, and we mostly understand how it flows inside a battery.锂的原子量是3,如果你还记得中学化学的话,这意味着它有三个质子,非常轻,是除了氢和氦之外单位体积可填充密度最高的元素。芝加哥伊利诺伊州理工大学(Illinois Institute of Technology)物理学教授卡洛o塞格雷表示,锂的物理量为化学家们所熟知,我们几乎掌握了锂离子在电池中流动的方式。“I think it really boils down to, the reason lithium is so good, is that it’s very light, and you can get it through a membrane very easily,” Segre says. “And the potential difference (voltage) you can generate is one of the highest we know.”塞格雷说,“我认为归根结底,锂如此好的原因在于,它非常轻,而且能够轻易地穿透隔离膜。而且其产生的电压是已知材料中最高的之一。”It’s not just lithium that goes into a Li-ion battery. The element gets mixed with magnesium (for personal gadgets and vehicles), iron phosphate (for heavy-duty work), and other metals. That mixture flows into another material to create voltage: graphite, titanium solutions, silicon, and different forms of carbon, depending. In most non-industrial devices used in relatively safe conditions, you have lithium manganese oxide flowing into graphite, because those materials are cheap, relatively safe, and dense.锂并不是锂电池里的唯一材料,其中还混有锰(个人电子产品和交通工具)、磷酸铁(高强度工作)和其他金属。为了产生电压,这种混合物会流经另一种材料:石墨、钛溶液、硅和不同形式的碳(依情况而定)。对于大多数在相对安全的环境中所使用的非工业设备来说,流经石墨的是锂锰氧化物,因为这种材料价格低廉,相对安全,而且密度高。But there are quite a few problems with the old faithful. The process generates heat in a dense space, requiring some kind of cooling system. (A tremendous amount of work went into Tesla’s car-length liquid cooling rig, for example.) The electrolyte that conducts lithium’s flow adds weight. The cells lose their capacity over time. Charging the battery, which makes the lithium flow back, could be quicker. And though it’s rare, we have seen that tightly packed batteries full of fluids, made very hot, can sometimes puncture or explode.但是这一老产品也存在一些问题。这一进程会在一个高密度空间内产生热量,需要采取一些冷却措施。(例如,与特斯拉车身长度相当的液态冷却设备担负了大量的冷却工作。)传导锂离子的电解液增加了电池的重量。电芯的容量在一段时间后就会下降。充电会让锂离子回流,但这一进程可以更快一些。充满电解质的高密度锂电池在发热量超过一定程度之后有时会爆浆或爆炸,虽然这一情况很少见。What we might use next: air今后我们可能会使用空气Chandrasekhar “Spike” Narayan, director of science and technology at IBM Research, is part of the Battery 500 Project. The goal is to get batteries to power a car of average cost on a 500-mile trip. IBM won’t build the batteries itself, but will partner with manufacturing and consumer companies to get them into the wild.IBM研究院(IBM Research)科技部主任钱德拉塞卡尔o纳拉延是电池500项目(Battery 500 Project)的成员。该项目的目标是,开发能够提供行驶500英里路程所需电量的电池。IBM公司自身并不会生产电池,而是与消费类产品制造商开展合作,将这一技术带到现实中。After years of work, Narayan sees a future for lithium-air technology, which replaces graphite and other metals with oxygen, refreshed by the car itself. Such batteries could be lighter, safer, and last far longer. But working with new mixtures, pushing them into new materials, and seeing how safe they are over thousands of charge cycles takes a very, very long time.经过多年的努力之后,纳拉延看到了锂-空气技术的前景,即用汽车自身补给的氧气取代石墨和其他的金属。这类电池可以变得更轻,更安全,而且供电时间也更长。但是研发新的混合物,将它们制成新材料,并检测其在数千辆汽车上的安全性,需要花费非常漫长的时间。“There is no guiding principle that suggests you get improvement from year to year,” Narayan says. “There is no magic knob you can turn. The only way we can get to that kind of paradigm is a completely new kind of chemistry, and innovation doesn’t work like that.”纳拉延说:“目前没有一个指导性原则显示,我们能够年复一年地获得进步,也没有捷径可以走。要得到这种范式,唯有创建一种全新的化学反应,而这一点并非创新所能企及的。”Currently, lithium-air batteries have to overcome problems with blockages, internal rust, and stability. Even if air batteries are smoothed into a viable product, Narayan sees a future where battery technology is no longer one-size-fits all. “It may not be a great technology for power grid storage, for example. Especially when there is a size requirement, we may see differentiation among battery types soon.”当前,锂-空气电池必须克堵塞、内部腐蚀和稳定性问题。即便空气电池能够顺利地演变为一种可行产品,纳拉延认为,在今后,电池技术将不再是“通用型”。“例如,对于电网存储来说,它或许不是什么好技术。尤其是有尺寸要求的行业,我们或许很快将看到多种多样的电池类型。”What we can do in the meantime: get cheaper当前我们能做些什么:降低价格Kevin Bai and Xuan “Joe” Zhou at Kettering University work in labs and in battery industry research, but they talk like car shoppers than laboratory wonks. With the hybrid vehicles of today, Zhou notes, there are lots of trade-offs, in several ways.凯特林大学(Kettering University)的凯文o白和周轩(音译)在实验室中从事电池行业研究,但他们的谈吐更像是买车人而不是实验室的书呆子。周轩表示,现今的混合动力车存在多方面的优缺点。“Right now [hybrid] batteries are selling for 0 to 0 per kilowatt hour, but they should be 0,” Zhou says. “And every dollar you spend in the battery is another dollar in cooling. If the car needs a ,000 battery, it’s a ,000 cooling system.” What’s more, Bai notes, the size of such a battery eats up trunk or seating space. The scientists agree that an electric vehicle should feel like less of a financial albatross.周轩说:“目前,混合动力的售价是每千瓦时500-600美元,但合理的价格应该是200美元。而且冷却系统的价格跟电池的价格是差不多的。如果汽车需要6,000美元的电池,那么就需要6,000美元的冷却系统。”此外,凯文o白指出,这类电池的体积蚕食了本应属于后备箱或乘坐的空间。两位科学家也认为,电动汽车不应给人们带来沉重的财务负担。But it’s anybody’s guess as to which current materials may work out to have the safest, coolest, and most lightweight mix, while still selling for less than today’s offerings.但是谁也不知道,哪些现有材料才能构造出最安全、发热量最低和重量最轻的电池混合材料,而且其价格要比现有的产品便宜。Zinc-air batteries, used in hearing aids today, are seeing renewed interest, especially given zinc’s easy availability. The same goes for sodium-air, which are cheaper and easier to assemble, if not as potentially powerful as lithium-air. There are also attempts to replace the graphite and carbon solids in batteries with silicon, though silicon isn’t cheap. Or we might just improve the cost and performance of the lithium-iron batteries in our drills and motorcycles in the meantime.现今在助听领域使用的锌-空气电池重新激起了人们的兴趣,而且尤为重要的一点在于,锌很容易获取。钠-空气电池也是一样,成本更低,而且组装起来更容易,只是潜在功率赶不上锂-空气电池。人们还尝试过用硅来取代石墨和固体碳,但是硅并不便宜。或者,我们可以只专注于改善实验室和托车使用的锂-铁电池的成本和性能。In many ways, Bai says, building larger battery plants, better battery management tools, and a smarter power grid for charging is going to bear greater fruit than waiting on one or another chemical combo to pay off.凯文o白表示,建造更大规模的电池厂、开发更好的电池管理工具以及更加智能的充电电网在很多方面要比等待一两项新化合物获得成功更为实在。“We are actually very far away from a brand-new battery for vehicles,” Bai says. “The automotive industry, they must feel they can stand behind 10 years of testing before they are comfortable trying a new material.” It will be at least 2020, he says, before you see zinc-air batteries in the first four-wheeled vehicles–and then a long while more before that battery technology matures.凯文o白说:“我们实际上离使用全新电池的交通工具还很远很远。只有在新材料经过10年的测试之后,汽车行业才能放心使用新材料。”他表示,人们至少要等到2020年才能看见使用锌-空气电池的四轮车辆,然后,人们需要更长的时间才能看到这一电池技术的成熟。What we can do in the future: nano-engineer materials未来我们能做什么:纳米工程材料Don’t give up on lithium-ion just yet, says Partha Mukherjee, a professor at Texas Aamp;M University and leader in the American Society of Mechanical Engineers’ Nanoengineering for Energy and Sustainability group. We might still be using it, but with materials that have gained some new powers in the lab.德克萨斯农工大学(Aamp;M University)教授、美国机械工程师协会(American Society of Mechanical Engineers)能源和可持续性纳米工程小组成员帕沙o穆克荷吉表示,现在还没到放弃锂离子电池的时候。我们可能仍会用它,但它将与我们在实验室中获得新能力的材料混合使用。Nanoengineers might dig into the molecular structure of battery materials to speed up how they transfer more voltage per cell. There might be a change in the way the electrolyte conveys lithium ions so that “traffic jams” don’t occur and charging is much faster. You could design a thinner, stronger, but still flexible membrane for batteries that allows for swelling under heat but never breaks. Or go for broke and develop a material that absorbs more lithium ions than carbon, air, or any material we know.纳米工程师可能会对电池材料的分子结构进行深入研究,以加速电池单元电压的产生速度,并提升其转换效率。电解质携带锂离子的方式可能会发生改变,以杜绝“交通拥堵现象”,并缩短充电时间。人们可能会设计出更薄、更强大但伸缩依然自如的电池膜,这样,即便电池受热膨胀,也不会爆浆。或者一心一意开发能够比碳、空气或任何已知材料吸附更多锂离子的材料。“The fundamental question we need to ask is, ‘How about starting from the bottom up?” Mukherjee says. “That is the mesoscale paradigm that must be addressed. Can we make materials that are more tolerant of what we need batteries to do?”穆克荷吉说:“我们需要询问的最根本的问题在于,‘是否可以从头再来?’。这就是必须解决的中尺度模型。我们是否能增加材料的宽容度,以满足我们对于电池的诉求?”In the meantime: get perspective与此同时:着眼于长远A year ago Segre, of the Illinois Institute of Technology, received a .4 million prize from the U.S. Department of Energy to develop a “flow battery” for car applications. Flow batteries store their active chemicals in external tanks and pass it through the battery structure itself. Segre’s work focuses on developing a liquid that is reactive and powerful enough to compensate for the liquid weight trade-off.一年前,伊利诺伊理工大学的塞格雷从美国能源部获得了340万美元的奖金,用于开发汽车用“流体电池”。流体电池将其活性化合物储存在外部储罐中,然后流经电池结构内部。塞格雷的工作专注于开发具有足够活性和能量的液体介质,以抵消液体的重量劣势。A flow battery might work in cars and power grid applications, but it will never work for a phone or laptop. Segre, like most researchers, knows it will be a long series of experiments until researchers hit upon a few different material combinations for batteries. In the meantime, “It’s especially frustrating for most of us because the battery dies, the capacity drops, after a couple years, while the electronics it powers could go on and on.”流体电池或许可以应用于汽车和电网,但却无法适用于手机或笔记本。与其他的研究人员一样,塞格雷深知,这将是一个漫长的实验过程,除非研究人员能够在偶然间发现几种能用于电池的不同材料组合。与此同时,“对于大多数人来说,这是一件尤为痛苦的事情,因为几年过后,电量没了,容量也下降了,然而电池供电的电子产品却在不断前进。”For decades, we lived within Moore’s Law, which predicted that the number of transistors packed into a processor would double every two years, providing a steady gallop of technology improvement. We are now approaching a point at which transistors are near atomic-scale, chips can’t fit many more processors, and we’re unhappy with having the same kinds of batteries in our devices.过去几十年中,我们一直生活在尔定律(Moore#39;s Law)当中。根据该定律,处理器中的晶体管数量每两年会翻一番,而这也说明了技术进步的稳定性。我们目前所面临的局势是,晶体管尺寸已接近原子水平,芯片无法容纳更多的处理器,而且我们对设备中一成不变的电池感到不满。In other words, when it comes to physics, there’s no app for that. Which can be a bitter pill for tech-savvy consumers to swallow as they become acclimated to regular advancements in every other part of their electronic devices, says Michal Ann Strahilevitz, a professor of marketing at Golden Gate University.换句话来说,物理中是没有应用程序的。金门大学(Golden Gate University)市场营销教授米盖尔o安o斯特拉赫维茨表示,这对于深谙技术的消费者来说可能有点难以接受,因为他们已经习惯了电子设备每一部件都会定期改良。“Adapting to upgrades is easy, and the more you are upgraded, the more you expect further upgrades,” Strahilevitz says. “In a world where [gadgets] keep getting better and more efficient, we feel we have a right to that. We ask, ‘Why can’t they be more wonderful than this?#39;”斯特拉赫维茨说:“适应升级很容易,得到的升级越多,对进一步升级的期望也就越大。在这个电子产品越来越好,性能越来越高的世界中,我们觉得这是我们应享有的权利。我们会问,‘为什么电池不能变得更好呢?’” /201408/323621山东省青岛市三院门诊大众点评

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山东省青岛市五院专家推荐This is how quickly fortunes change in the smartphone industry. In 2006, Nokia (NOK) still controlled more than half of the share of the smartphone market. The iPhone wouldn#39;t appear until the summer of 2007. And no one was making Android phones. Android Inc., bought by Google (GOOG) in 2005, wouldn#39;t emerge as a player until HTC released the Dreamsmartphone in the fall of 2008.在智能手机行业,运气来得快去得也快。就在2006年的时候,诺基亚(Nokia)还控制着智能手机市场的大半壁江山。iPhone直到2007年夏天才出现。当时安卓(Android)手机甚至还没有面世。安卓公司于2005年被谷歌(Goolge)收购,但是直到宏达电(HTC)在2008年秋天推出Dream智能手机,安卓才作为一个竞争者进入了市场。Android, of course, would go on to dominate the global smartphone market, powering 70% of smartphones shipped in the last quarter of 2012. Five years ago, Android was an open-source mobile OS offered to device manufacturers that wanted to take on Nokia, Apple (AAPL), and BlackBerry (BBRY). It was the OS supporting the Open Handset Alliance, whose members included manufacturers like HTC, Samsung, and Motorola.去年第四季度,全球智能手机出货量中70%安装的都是安卓系统,因此安卓毫无疑问还会继续主宰全球智能手机市场。五年前,安卓作为一个开源移动操作系统平台,被提供给那些想与诺基亚、苹果(Apple)和黑莓(Blackberry)分一杯羹的手机厂商。它也是开放手机联盟的代表系统,而这个开放手机联盟的成员则包括HTC、三星(Samsung)和托罗拉(Motorola)等大牌厂商。Early on, HTC emerged as the company most likely to succeed as the big maker of Android phones. Not only because of the Dream -- the inaugural Android smartphone -- but also theNexus One, Google#39;s first attempt to design its own smartphone. Android may have been an open OS, but it needed a leader. Early on, HTC looked to be that leader. Instead, it#39;s Samsung that is ruling the Android empire in 2013.起初,HTC似乎是最有可能获得巨大成功的安卓厂商。这不仅仅是因为它的Dream手机开创了安卓时代的先河,同时也因为谷歌的第一个“亲儿子”Nexus 1就是HTC代工的。虽然安卓是个开源平台,但是它也需要一个领头羊。在早期的安卓时代,HTC貌似就是那只领头羊。到了2013年,三星则成了安卓王国的霸主。And what of HTC? By recent numbers, it#39;s ailing. According to comScore, its share of U.S. smartphone subscribers fell 1.3 percentage points to 9.3% in the three months through February, a bigger decline than Motorola (now owned by Google). Samsung saw its share grow by 1 percentage point and Apple by 4 points. Measured by global smartphone shipments, according to Barclays Research, HTC may drop to No. 10 this year.HTC怎么了?从最近的数据看,它显然存在一些问题。根据康姆斯科公司(comScore)的数据,去年12月及今年1、2月份,HTC在美国智能手机用户中的占有率降低了1.3个百分点,降至9.3%,跌幅甚至超过了被谷歌收购的托罗拉。同一时期,三星的占有率上升了1%,苹果的占有率上升了4%。根据巴克莱研究公司(Barclays Research)的数据,HTC今年的全球手机出货量可能会跌至第十位。Last week, HTC pre-announced its first-quarter earnings, and the news wasn#39;t good. Net income declined 98% to NT million (.8 million), well below analyst estimates of NT0 million. Revenue fell 37% to NT.8 million. The quarter marked the sixth straight decline in profit for the Taiwan-based company.上周,HTC提前宣布了今年第一季度的收益,成绩并不喜人。第一季度HTC的净收入为8500万新台币(合280万美元),下降了98%,远远低于分析师预测的6亿新台币。其第一季度营收为4280万新台币,下跌了37%。这已经是HTC连续第六个季度收益持续下跌了。For some, the disappointing news was another sign that HTC#39;s ship is sinking. Most of the disappointing profit centered around the delayed release of the HTC One phone, an Android phone with an attractive display screen that had been winning largely positive reviews. A shortage of cameras reportedly forced the delay of the new phones. Smartphone makers don#39;t just have to compete for consumers, they also often compete for components.另一个让人沮丧的信号是HTC的出货量也在下降。首先,利润下降的主要原因是HTC One手机的推迟出货。HTC One搭载了一块十分吸引人的显示屏,近来受到了不少好评。据说摄相头供应不足是导致出货推迟的主要原因。智能手机厂家们不仅要为争抢消费者而竞争,还得为了抢零部件而竞争。The HTC One was supposed to release in March, several weeks ahead of Samsung#39;s new smartphone -- the Galaxy S4, which had also won strong early reviews and received a fair amount of attention now that Samsung has emerged as a rival to Apple. Having a head start of a month could help HTC steal thunder and show that it was making a big step forward with its smartphones. Instead, the HTC One was delayed until April, with shipment expected to begin this week.HTC One本来定在今年三月份发布,比三星的最新型号Galaxy S4还早了几周。随着三星成为苹果日益强大的竞争对手,其新发布的Galaxy S4手机也获得了不少好评和关注。如果能提前一个月发布HTC One手机,将有助于HTC抢占市场先机,并明自己在智能手机研发上走在了行业前列。可惜HTC One的发布被延期到4月,而且预计本周才会发货开卖。HTC#39;s stock closed down 2.2% on the day it announced those numbers. But it ended up rallying 8.5% over the next four days, closing the week at NT1.50. That rally appeared to be sparked by the positive reception of Facebook Home, Facebook#39;s (FB) effort to coopt Android#39;s OS to create a front-end interface designed around its own social network. Another HTC phone, the First, was presented as the first Facebook Home phone, although Home will be dowloadable to other Android phones.HTC宣布第一季度收的当日,其股价以下跌2.2个百分点收盘,不过在接下来的四天里又逆势上扬8.5%,本周收于261.50元新台币。这次股价上扬可能是由于Facebook与HTC合作的Facebook Home系统受到了好评的缘故。而HTC First手机则成为第一款持Facebook Home的手机。不过以后Facebook Home将也可以下载到其它手机上。Still, the decline in its market share has brought HTC#39;s stock down significantly from its levels in recent years, trading 80% below the high point of NT,300 in April 2011. The One is intended to turn that around, with its impressive display, a casing designed to rival that of the iPhone, and an image processor chip that HTC made in-house.尽管如此,由于HTC手机的市场份额不断下降,该公司的股价近年来也明显下跌,从2011年4月顶峰时的1300元新台币下跌了80%。HTC希望凭借HTC One手机扭转颓势,因此给HTC One配备了一块性能超强的显示屏、一个意在与iPhone竞争的铝合金机身、以及HTC自家生产的图形处理芯片。Wall Street analysts remain divided on HTC#39;s outlook, but most feel the One would have a bigger impact on its fate than the First. J.P. Morgan, which described the One as HTC#39;s ;last chance for a turnaround,; said in a report last week that ;early signs of order rates are very strong; and could deliver 50% growth in revenue this quarter over the previous quarter. Others, like Goldman Sachs, were concerned that the supply-chain issues that delayed the One could continue to be a factor.华尔街的分析师们对HTC的展望持分歧态度,不过大多数分析师都认为,HTC One对该公司的影响将大于HTC First。根大通公司(J. P. Morgan)在上周的一份报告中称HTC One是HTC公司“翻身的最后一次机会”,还称“从早期迹象看,它的订购率很强势”,并表示本季度HTC的营收可能会比上季度增长50%。高盛等公司则认为,造成HTC One出货延迟的供应链问题仍是一个不稳定因素。HTC#39;s One is the company#39;s best chance to win back market share. The company#39;s new marketing chief recently promised a louder voice and bolder approach in reaching out to consumers in a market flooded with Android phones. Last week, to promote the HTC One, the company launched an ad campaign mocking reality TV shows on sites like Funny or Die.HTC One是宏达电赢回市场份额的最好机会。HTC的新任市场总监最近表示,在这个安卓手机多如牛毛的市场中,HTC将更大声、更大胆地迎合消费者。上周为了推广HTC One,HTC公司还在Funny or Die等网站上发布了一个恶搞电视真人秀的广告。In the smartphone market, consumer tastes are just fickle enough to make HTC a winner again. For now, the Android manufacturer that once seemed most likely to succeed is just fighting to stay in the game.在智能手机市场上,消费者的口味是非常善变的,这完全有可能使HTC再次成为赢家。不过目前,这家一度曾是最有希望成功的安卓手机厂商还得先为生存而战。 /201304/235831 NASA wants to send your messages to aliens.美国国家航空航天局想要将你的消息发给外星人。Back in the 1970s the Voyager 1 probe was sent out into space containing a record of images and words selected by Carl Sagan and others. That craft has now almost certainly left our solar system, and the message in a bottle (or rather a golden record in a space craft) is heading merrily on its way through interstellar space.上世纪70年代,携带了一张唱片的旅行者一号探测器被发射到太空,唱片中刻有由天文学家卡尔·萨根等人挑选的图片和留言。目前,该探测器已经几乎要飞离太阳系,瓶中信(其实是太空飞行器内的一张金质唱片)正轻快的飞向星际空间。And now NASA wants to try it again - even though the craft on which it will place its messages is aly 300 million miles from Earth.现在,美国国家航空航天局想要再试一次——尽管信息的载体飞行器已经远离地球3亿英里。That craft is New Horizons, a deep space probe heading to Pluto to study its moons and the dwarf planet itself.这具飞行器叫新地平线号。这具深空探测器正飞往冥王星去研究这颗矮行星以及它的卫星。Though it launched in 2006, New Horizons will not reach Pluto until the summer of 2015, at which point it will start to collect data on everything it sees.尽管新地平线号于2006年发射,但它在2015年夏天前都不会到达冥王星。届时它将开始收集它见到的一切信息。But after that - once the craft continues on its path away from the Sun - there#39;s not much more it can do.但那之后,当新地平线号继续它的飞离太阳之旅时,已经再没有太多的事情可做了。Or is there? Space artist and journalist Jon Lomberg, who was also involved in putting together the Voyager 1 record, has argued that since the craft will still be contactable from Earth, Nasa should fill its memory banks with messages and data from our planet. Just as with Voyager 1, the idea is that in the (unlikely) situation in which an alien species finds the probe, it might be nice to say hello.或许事实并非如此。由于届时新地平线号仍能够和地球保持联系,太空艺术家和记者乔恩·隆伯格主张美国国家航空航天局应该用来自地球的信息和数据装满飞行器的存储空间。乔恩本人曾参与制作旅行者一号的唱片。和旅行者一号一样,这个主意未必能让外星物种发现探测器,但和它们打个招呼倒是不错。Last year he launched a petition to make it happen, and launched an independent group (#39;New Horizons Message Initiative#39;) to collect the message.去年他发起了一个请愿来实现这个主意,还组织了一个叫做“新地平线信息倡议”的团体来收集消息。And now Nasa has agreed! Last month Nasa said that it would do exactly as the group asked, and is now working on ways for anyone to submit their messages in the form of audio, or just words.现在美国国家航空航天局同意了这一计划。他们表示完全同意该团体的请愿,并致力于让任何人都能够提交自己的信息——无论是声音,视频,或仅仅是文字。;For almost 40 years, people have been inspired by the Voyager record, a portrait of the Earth in 1977,; Lomberg told Space.com.隆伯格告诉space.com,“差不多40年以来,人们都被旅行者号的唱片所鼓舞,那是地球在1977年的肖像。”;The world is very different now, and this new message will reflect the hopes and dreams of the second decade in the 21st century. It will inspire young people#39;s interest in science and ignite the imagination of all ages. We hope it will be an example of global creativity and cooperation.;“如今世界已经大不一样。这个新消息将反映21世纪第二个十年里的希望和梦想。它将激发年轻人对科学的兴趣,还能激起所有人的想象。我们希望它能成为全球创新与合作的一个范例。” /201406/308577在青岛眼角皱纹哪家医院好东营地区胜利油田中心医院官网专家预约

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