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2020年01月24日 07:53:31|来源:国际在线|编辑:新华共享
Gansha Wu was a veteran engineering manager at Intel Corporation and director of Intel Labs China when two events upended his world last year. 去年,两件事颠覆了当时还是英特尔资深工程管理者兼英特尔中国研究院(Intel Labs China)院长的吴甘沙的世界。 First, he listened to the veteran technology writer Michael Malone tell an audience of Intel employees that if they were too cautious they would fail. Then he attended a leadership training session for Intel executives. The trainer told them that “to be a leader is to design a future that is unpredictable and which nobody bets on.” 他先是听到资深科技作家迈克尔#8231;马隆(Michael Malone)在演讲中对英特尔员工说,行事过于谨慎便会失败。后来,他又参加了一场为英特尔高管举办的领导力培训。培训师告诉这些主管,“当领导就是设计一个不可预知的、无人押注的未来”。 He couldn’t sleep at night, thinking about his well-ordered, 16-year career at Intel. So he decided to take a risk. With four colleagues, he made the decision to take the uncertain path, which today is becoming more common in China than even in Silicon Valley: He quit his job to begin a start-up that specializes in autonomous, or self-driving, cars. 吴甘沙夜不成眠,思考着自己在英特尔那井然有序的十六载职业生涯。于是他决定要冒一次险。他与四名同事一起,决定走上一条未知的道路:辞去工作,成立一家专注于自动驾驶汽车的创业公司。在现如今的中国,这种决定甚至比在硅谷更常见。 In the process, Mr. Wu hit upon a rare moment when a tech sector in China is developing in lock step with a similar but separate market in the ed States. 在这个过程中,吴甘沙遇到了一个罕见的时机,中国的科技业正在和美国那个有些类似却又独立的市场同步发展。 In fact, some argue that conditions in China are actually more favorable for quick adoption of driverless cars, in part because of more aggressive support from the national and local governments. And, unlike in the ed States, China never fully developed a romance with the open road and car ownership. 实际上,有人声称中国迅速采用无人驾驶汽车的条件实际上比美国更有利,部分因为中央和地方政府的持力度更大。而且不像美国,中国从未与自由驰骋和私家车建立起深厚的感情。 Car ownership has spiked in China, of course. And in recent years, it has become a middle-class status symbol to own a car. For the ultrawealthy, there are clubs dedicated to Ferraris and Maseratis. 当然,中国的汽车拥有量激增。近年来,有一辆车已经成了中产阶级的地位象征。对巨富来说,还有专门面向法拉利(Ferraris)和玛莎拉蒂(Maseratis)的俱乐部。 But enormous traffic jams in China’s largest cities can make driving a less-than-romantic experience. Why not let a machine built with artificial intelligence inside do the work for you? 不过,中国大城市里的交通堵塞问题严重,让开车成了一种不那么浪漫的经历。既然如此,何不让一台用人工智能打造的机器来代劳呢? Research done by the Boston Consulting Group suggests that within 15 years China will be the largest market for autonomous vehicles, said Xavier Mosquet, a managing director at the firm. Automated taxis will most likely lead the trend. 波士顿咨询公司(Boston Consulting Group)常务董事泽维尔#8231;莫斯奎特(Xavier Mosquet)表示,该公司的研究显示,中国将在15年内成为最大的自动驾驶车辆市场。自动驾驶出租车极有可能引领这股潮流。 “It’s not that people are more willing to use the cars in Beijing or Shanghai, it’s that the economic value is much higher in China than in the U.S.,” Mr. Mosquet said, adding that air pollution could be as much a catalyst as bad traffic. “这不是因为北京和上海的人更愿意使用无人驾驶汽车,而是因为它们在中国的经济价值比在美国更高,”莫斯奎特说。他还接着表示,空气污染起到的促进作用可能堪比糟糕的交通状况。 Even as American companies like Google and Tesla work on autonomous vehicles, a number of Chinese companies are working on driverless car technology. The Internet company Leshi Internet Information amp; Technology (better known as Letv) has a driverless car tech unit, and the Chinese carmaker Great Wall Motors has opened a research center in Silicon Valley. The assumed leader in the field in China is the search engine company Baidu, which has been at work on autonomous vehicles since 2013. 在谷歌(Google)和特斯拉(Tesla)等美国公司都在开发自动驾驶车辆之际,大量中国公司也在研究无人驾驶汽车技术。互联网公司乐视网信息技术股份有限公司(简称乐视)就设立了一个无人车技术部门,中国汽车生产商长城汽车也在硅谷开设了一个研究中心。从2013年就开始研究自动驾驶车辆的搜索引擎公司百度,被认为是这一领域的领导者。 Among the torrent of start-ups, however, Mr. Wu and his colleagues are unusual because of their experience. 然而,在这股创业公司的洪流中,吴甘沙和同事因其自身的资历而与众不同。 Mr. Wu’s company, Uisee Technology, has yet to announce its financial backers, but it has significant ambitions. The team plans to have a technology demonstration y in less than a year at the consumer electronics show in Las Vegas in 2017. 吴甘沙成立的公司驱势科技尚未公布投资方,但该公司雄心勃勃。其团队计划用不到一年的时间,为2017年在的电子消费品展览会上进行技术演示做好准备。 “His team is an unusual collection of supertalent,” said Kai-Fu Lee, a venture investor from Taiwan and former head of Google in China. “They combine a mechanical expert from a university, a top computer vision expert and machine learning from Google as well as Gansha and his team of semiconductor experts. Gansha is an excellent leader that binds these people together.” “他的团队汇聚了一群不寻常的超级人才,”李开复称,他是一名来自台湾的风险投资人,前谷歌大中华区总裁。“除了吴甘沙和他的半导体专家团队,还有一名大学的机械专家、一名顶级计算机视觉专家、来自谷歌的机器学习技术。吴甘沙是一名出色的领导人,能够将这样的一群人聚集在一起。” The founders of Uisee, which is an acronym for Utilization, Indiscriminate, Safety, Efficiency and Environment, say they believe the company will find a profitable niche between the poles of the driverless car debate that is raging in Silicon Valley. 驭势科技(Uisee)的创始人说,驭势科技(Uisee)是由五个单词构成的首字母缩略词,依次对应的是对时间的利用(Utilization)、无歧视(Indiscriminate)、安全(Safety)、效率(Efficiency)和环境(Environment),他们相信公司能够在硅谷大肆展开的有关无人驾驶汽车的两极分化争论中找到一个有利可图的细分市场。 Elon Musk, the chief executive of Tesla, has predicted that completely self-driving cars may be on the road in the ed States in two to four years. Chris Urmson, the director of Google’s self-driving-car program, has said his goal is to bring a self-driving car to market by 2019. 特斯拉(Tesla)首席执行官埃隆·马斯克(Elon Musk)曾预言,在未来的2-4年内,完全的自动驾驶汽车或许能够在美国上路。谷歌无人驾驶汽车项目主管克里斯·厄姆森(Chris Urmson)曾说,他的目标是在2019年使无人驾驶汽车进入市场。 Others are more cautious, and say they believe it may take a decade or longer for self-driving cars to hit the market. And among the biggest automakers like Toyota, the interest is less in cars that drive themselves than in cars that have artificial intelligence capabilities to assist drivers, like emergency braking. 其余的无人驾驶汽车研发团体则更为谨慎,他们称,无人驾驶汽车可能需要十年或更久才能投入市场。对丰田等最大的一些汽车制造商而言,相较于研发无人驾驶汽车,它们对辅助驾驶员的人工智能功能,例如紧急制动,更感兴趣。 “We see a few stages toward fully autonomous driving,” said Mr. Wu, adding that safety technologies are coming quickly. He said driver assistance systems will be followed by completely driverless cars in restricted circumstances, such as on private roads, fixed routes at low speed and in controlled environments. Uisee will begin by developing technologies that assist rather than replace drivers. “我们看得见通向全自动驾驶汽车的一些步骤。”吴甘沙说,并表示安全技术发展迅猛,他表示,驾驶员辅助系统出现之后,会是有限条件下的无人驾驶汽车,譬如在受控环境下,在私人路段上,以及按照固定路线低速行使。驭势将以研发驾驶辅助科技起步,而非取代驾驶员的科技。 Baidu has teamed up with BMW and recently said it was testing its technology in the ed States. Baidu has said it is preparing to introduce automated public transportation services in China within the next two years. 百度与宝马联手,并在最近称,它正在美国测试无人驾驶技术。百度已表示,它打算在两年内将自动公共交通务引进中国。 Unlike Google, which has had difficulty convincing regulators in its home state, California, that self-driving cars are y for the road, Baidu aly has the regulatory and infrastructure support of a number of local Chinese governments, which it will use to introduce small autonomous buses that will run set routes. 在其总部所在的加利福尼亚州,谷歌难以让监管机构相信,自动驾驶汽车已经为上路做好了准备。与此不同的是,在中国,百度已经得到了很多地方政府在监管和基础设施方面的持。百度将借助这些政府力量,推出在指定线路运行的小型自动驾驶公共汽车。 The Chinese government is playing a major role in the overall driverless market. Along with empowering Baidu to run public transportation, in other cases central and local governments have been investing in research and development for driverless car projects. 在整个无人驾驶市场上,中国政府正在发挥主要作用。除授权百度经营公共交通外,中央和地方政府也一直在投资无人驾驶汽车项目的研发。 Mr. Wu also embodies a growing entrepreneurial movement in China. The Chinese government reported that 4.8 million new companies were registered from March 2014 to May 2015, a rate of 10,600 new businesses per day, or seven every minute. Even though venture investment has begun to dry up in China recently, the nation has clearly been infected with a Silicon Valley attitude. 吴甘沙也是中国不断高涨的创业潮的象征。中国政府通报称,2014年3月至2015年5月,中国新增480万家注册公司,相当于每天增加10600家,或者说每分钟七家。尽管中国的风险投资最近开始枯竭,但该国显然已经被一种硅谷态度感染了。 Although in some quarters it is still known as the land of copycat technology, China has long since moved on to copying the start-up ethos of the Valley, with more and more entrepreneurs creating their own companies. 尽管在一些领域,中国依然被称作山寨技术大国,但中国早已发展到了效仿硅谷的创业潮流的阶段。越来越多的企业家创办了自己的公司。 The Chinese government is encouraging the boom as a way to solve a number of economic problems, including unemployment and the transition of the economy from one centered on manufacturing to one based on services. 中国政府正在鼓励这种繁荣,认为这是一个解决诸多经济问题的途径,包括失业和经济从以制造业为中心到以务业为重心的转型。 “This year more than seven million people are entering the job market in China,” said Haiyang Li, a professor at the Jesse H. Jones Graduate School of Business at Rice University in Houston. “What are they going to do with these students? The government does not have any better way to solve the employment issue.” “今年,中国会有700多万人进入就业市场,”休斯顿莱斯大学杰西·H·琼斯商学院研究生院(Jesse H. Jones Graduate School of Business at Rice University)教授李海洋说。“他们要怎么处理这些学生?政府根本没有更好的解决就业问题的办法。” Even as analysts and investors worry the government is over-investing in start-ups, the state support, along with China’s engineering talent and the business need for self-driving cars, could help the nascent business in China. 尽管分析人士和投资者担心,政府对创业公司投资过度,但政府的持,再加上中国的工程人才和对自动驾驶汽车的商业需求,可能会对中国无人驾驶汽车这个新兴行业有所裨益。 But there are obstacles. In China, roads often have poorly marked lanes and little signage. People, animals, three-wheel rickshaws and trucks are liable to veer in front of a car at any time. That makes for a more challenging engineering problem in China, said Junyi Zhang, a partner with the consulting firm Roland Berger. 但也存在障碍。在中国,道路上的车道往往标识不清,缺乏引导标志。行人、动物、三轮车和卡车任何时候都可能窜到汽车前面。咨询公司罗兰贝格(Roland Berger)的合伙人张君毅表示,这导致中国工程问题的挑战性增加。 “It is harder in China, where many roads have pedestrians, bicycles, low-speed vehicles and high-speed vehicles all mixed together,” he said. “It is a very complicated environment, and many don’t ride or drive to the same standard.” “在中国更难,很多路上,行人、自行车、低速车辆和高速车辆全都混在一起,”他说。“环境非常复杂,很多人不按照统一的标准行驶。” /201604/435733Sachin Bansal and Binny Bansal started their ecommerce company Flipkart in a Bangalore bedroom in 2007. Friends since their student days at the prestigious Indian Institute of Technology Delhi, the two — un-related despite sharing a surname — were bored with their jobs providing back-end IT services for Amazon in its home market. Restless, they decided to start their own business catering to India’s domestic consumers. 2007年,萨钦#8226;班萨尔(Sachin Bansal)与宾尼#8226;班萨尔(Binny Bansal)在班加罗尔的一间卧室创建了自己的电子商务公司Flipkart。同姓但无亲缘关系的两人在著名的印度理工学院(IIT)德里校区上学时就是好友,他们对自己为亚马逊(Amazon)在其本土市场提供后台IT务的工作感到厌倦,于是决定创建自己的公司,迎合印度国内消费者的需求。 Since then, Flipkart has grown from a tiny online bookstore into India’s biggest online shopping platform. Still based in the tech hub of Bangalore, and considered by customers as the “Amazon of India”, it ships about 8m packages a month, containing anything from apparel to electronics and home appliances, to cities and towns across India. 自创建以来,Flipkart已经从一家小型网上书店成长为印度最大的网络购物平台。总部依旧设在科技中心班加罗尔的Flipkart,被消费者视为“印度的亚马逊”,每月向印度全国的大小城镇寄出约800万个包裹,从装、电子产品到家用电器,各种商品无所不包。 Now it is going head-to-head against the company its founders once emulated — and a clutch of other rivals — as all vie for supremacy in India, the world’s biggest untapped ecommerce market. 如今,Flipkart正在与其创始人曾经模仿的公司(以及大批其他同行)进行激烈竞争,各家电商竞相要在印度这个世界最大的尚未充分挖掘的电商市场确立领先优势。 In January, the co-founders un-veiled a management reshuffle — with Binny taking over as chief executive from Sachin, whose new role is executive chairman — in order to manage better the many tasks at hand. 今年1月,为了更好地管理当下的诸多工作,两位联合创始人进行了一次管理层重组——由宾尼接替萨钦担任首席执行官,而萨钦出任执行董事长。 In a hotel conference room on a recent visit to New Delhi, 34-year-old Sachin, in a fleece pullover, jeans and sports shoes, insists he is not losing sleep over the competition or the fact that Flipkart has yet to turn a profit. 34岁的萨钦在最近一次出差新德里期间坚称,他并未因竞争或是Flipkart至今还未盈利而失眠。在酒店的会议室,他身穿羊毛套衫、牛仔裤,脚上搭配一双运动鞋。 “Eight years ago, we absolutely had no chance of even thinking about competing with anyone of any size,” he says. “In terms of market share, funding and the brand we have been able to build up in a very short amount of time — all that gives us confidence that we are sitting on a very good base to build on.” “8年前,我们想都想不到自己可以与任何规模的对手竞争,”他说,“就市场份额、资金以及我们在非常短的时间内打造起来的品牌而言——所有这些都让我们相信,我们的公司建立在一个非常好的基础上。” Powered by affordable smartphones, India is on the cusp of an ecommerce revolution, with online merchandise sales forecast by Morgan Stanley to reach 0bn in 2020, up from .5bn in 2015. As an early mover, Flipkart is at the forefront of this trend. It is India’s largest ecommerce company, by sales and valuation, which was a heady bn last year, although one of its investors, Morgan Stanley, recently revalued it at the more muted bn. 在廉价智能手机的推动下,印度即将迎来一场电子商务革命。根士丹利(Morgan Stanley)预测,印度在线商品销售额将从2015年的115亿美元升至2020年的1000亿美元。作为行业先行者,Flipkart处在这一趋势的最前沿。不论是按销售额还是按估值算,Flipkart都是印度最大的电商公司。去年,该公司的估值达到令人头晕的150亿美元,尽管其投资者之一——根士丹利最近给出了更加保守的110亿美元的估值。 Conventional wisdom holds that India’s online shoppers are fickle, and will look around to buy from whichever site offers the best deals. Flipkart, which has raised more than bn, and Amazon, now ploughing bn into India, are believed to have spent considerable sums to lure customers with deep discounts. But Sachin says his company’s biggest investments will be in improved technology and physical infrastructure and that will allow it to offer reliable services to win loyal customers. Flipkart has developed a phone app that loads fast even on India’s rickety mobile networks, and is now investing heavily in warehouses and logistics to ensure it can handle growing orders and ship goods quickly to consumers even in far-flung corners of the country. 传统观点认为,印度的网上购物者没有什么品牌忠诚度,他们会四处浏览,然后从提供最优惠价格的网站购买商品。据信,已经筹得30多亿美元的Flipkart与正向印度投入20亿美元的亚马逊都烧了大笔资金,利用折扣吸引消费者。但萨钦说,Flipkart最大的投资将用于提升技术和改善实体基础设施,使公司通过提供可靠的务赢得忠实客户。Flipkart研发了一款在印度不稳定的移动网络覆盖范围内也能够快速加载的手机应用,并且正在大举投资于仓库与物流,以确保公司能够处理不断增多的订单,将货物快速递送至消费者手中,哪怕他们住在印度的偏远角落。 “Cash is not going to become a reason for success or failure,” he says. “What will define our success and failure will be our ability to differentiate.” “资金不会成为成功或失败的原因,”他说,“决定成功与失败的将是我们实现差异化的能力。” It has been a tumultuous journey from a Bangalore bedroom to a multibillion-dollar business. But Sachin and Binny, as they are widely known in-side the company and by the public, remain close, or even closer. “[In] a lot of start-ups, the founders after three or four years have very different points of view,” Binny says, speaking later by phone from Bangalore. “One common th that holds us together is the grand ambition we have for Flipkart.” 从班加罗尔的一间卧室成长为一家数十亿美元的公司的历程并不平坦。但萨钦与宾尼——如同在公司内部以及为公众所熟知的那样——仍保持着密切的关系——甚至成了更铁杆的盟友。“(在)很多初创企业,三、四年之后,创始人之间就会产生很大的分歧,”宾尼后来从班加罗尔通过电话说道,“维系我们在一起的主线是我们对Flipkart抱有的宏伟雄心。” The two agree that Sachin is an intuitive, creative thinker, who sees the big picture, while Binny is more practical and detailed-oriented, and that their skills are complementary: “At different times, we have needed different skills,” says Binny. “At times, we needed to think big, and at times we needed to really execute. We’ve been able to look at what is needed and let the right person take the calls accordingly.” 两人一致认为,萨钦是一名有直觉力和创造力的思考者,能够统揽全局,而宾尼更加务实,注重细节,他们的技能具有互补性:“在不同时期,我们需要不同的技能,”宾尼说。“有时我们需要有大思维,有时我们需要专注于执行。我们能够看到需要什么,然后让合适的人担当重任。” Initially, the co-founders worked side by side, with just a few employees. When investors demanded a formal designation of CEO, they analysed their respective strengths and weaknesses, and Sachin took the job. “We would have both been very happy with the other person doing it,” he says. 最初,两位联合创始人在工作中不分彼此,手下只有几名员工。当投资人要求他们指定一名正式的首席执行官时,他们分析了各自的优势和劣势,并让萨钦出任首席执行官一职。“不论两人中谁担任这一职务,我们都会非常高兴,”他说。 The frantic pace at which Flipkart ad-ded sellers and customers brought chal-len-ges, including communication breakdowns. “What emerged was that the left hand wasn’t talking to the right,” says Binny. Flipkart增添卖家和顾客的迅猛速度带来了挑战,包括沟通不畅。“出现了自己人沟通不畅的问题,”宾尼说。 They began having dinner together midweek, to ensure they remained in sync. “When we reached 100 people, we said, this is becoming too big — we need to talk more often,” says Sachin. 他们开始在周三共进晚餐,以确保能够保持同步。“当我们的员工达到100人时,我们说,公司变得太大了——我们需要更经常地交流,”萨钦说。 The recent job switch was a consensus decision taken after long consideration. Flipkart had reached a scale where it needed more clarity over who was the final authority on operational issues. “Everybody — investors and employees — saw us as being one entity almost. We saw the need to have one clear voice on the operating side,” says Binny. 两人近期的职务调整是一项经过长时间考虑作出的共识决策。Flipkart已经达到的规模意味着,对于运营事项需要更清晰地界定谁是最终权威。“大家(投资者和员工)几乎都把我们视为一个整体。我们知道运营方面需要一个清晰的声音,”宾尼说。 But they also felt they must look outwards to address wider policy issues in the Indian tech and start-up ecosystem, and to manage relations better with investors and other partners. Flipkart’s long-term prospects, especially being able to hire the best people, depend on a range of factors beyond its own operations, they believe: from the quality of local engineering colleges to government policies to the professionalism and prospects of other Indian start-ups. 但他们也认为,必须放宽眼界,应对印度科技及创业生态系统中存在的更广泛的政策问题,并且要更好地维护与投资人及其他合作伙伴的关系。Flipkart的长期前景——特别是能够招揽到最优秀的人才——取决于公司运营范畴外的一系列因素,他们认为,这些因素既包括地方理工学院的质量、政府政策,也包括印度其他初创企业的专业化水平和前景。 Trying to influence the broader clim-ate for the business will be Sachin’s responsibility. “We believe Flip-kart cannot be successful just by focusing on ourselves,” he says. “If the whole ecosystem becomes attractive, the whole world will start coming to us#8201;.#8201;.#8201;.#8201; emp-loy-ees, engineers, investors, partners.” 萨钦将肩负起试图影响整体营商环境的责任。“我们相信,Flipkart无法仅靠专注自身而获得成功,”他说,“如果整个生态系统变得更具吸引力,全世界都会来找我们……雇员、工程师、投资人、合作伙伴”。 The co-founders do not think alike on every issue. Disagreements are thrash-ed out privately, or within a close circle, and resolved through reason and persuasion, they say. “We yell at each other all the time, but that is part of the process, when we are brainstorming or dis-agreeing,” says Binny. 两位联合创始人并非在每件事上都想法一致。他们说,他们之间的分歧通常在私下或小范围内抛出,并通过理性分析、说彼此来解决。“我们经常彼此大喊大叫,但那是我们进行头脑风暴或者出现分歧时,解决过程的一部分,”宾尼说。 Both have used some of their new wealth to invest in Indian tech start-ups trying to tackle some of India’s pressing social and economic challenges. “The only way to really lift the standard of living in the country is by start-ups with innovative local solutions to the local problems, leveraging technology in different ways,” says Binny. 两人都拿出了一些新获得的财富投资于印度的科技初创企业,这些企业正在尝试解决该国一些紧迫的社会和经济挑战。“唯一能够真正提升这个国家生活水平的途径就是依靠初创企业——以不同的方式借用科技的力量,为当地问题寻找创新的当地解决方案,”宾尼说。 Yet Sachin is worried by the rivalries he sees in some young start-up teams, with individuals vying for the limelight rather than focusing on developing their businesses. 然而,萨钦对他看到的一些年轻创业团队中的恶性竞争现象有些担忧,在这些团队中,一些个人热衷于争夺个人名利,而非专注于发展企业。 “We never bothered about who is the CEO or who is not the CEO, or ‘are you talking to the press more than me’,” says Sachin. “We are so focused on business success all this stuff doesn’t really matter. But in some of the early-stage investments I’ve made, people are aly talking about this stuff.” “我们从不为谁担不担任CEO或者‘你接受的采访比我多’而感到烦恼,”萨钦说,“我们如此专注于企业成功,以至于名利对我们根本无所谓。但在我作了早期投资的一些公司中,有人已经在谈论名利了。” /201604/436862

Rumors of a successor to Xiaomi#39;s 2016 Mi 5 flagship smartphone have begun to heat up, but the company has cooled off any hype by announcing that it will skip Mobile World Congress this year.虽然关于2016年小米5旗舰版后续型号的传闻越炒越热,但小米公司已经宣布,将不会参加今年的全球移动大会,导致热度骤减。The Mi 6 was expected to launch at the show, just like the Chinese company#39;s Mi 5 did at MWC 2016.外界原本期望小米6在今年的大会上亮相,就如同在2016年的大会上小米公司正式推出了小米5。Still, there#39;s no doubt a successor is on the way — just not as soon as many had hoped. Here#39;s everything we know so far about the Mi 6.毫无疑问,小米将会推出新的手机,只是不像外界预期的那样。以下是我们迄今为止所了解的有关小米6的信息。The Mi 6 with a curved display is expected to be the premium flagship powered by Qualcomm#39;s Snapdragon 835 processor, but recent reports from GizmoChina indicate that the processor may be underclocked, meaning it just won#39;t be as fast as it could be.小米6预计将配备曲面显示屏和高通公司的骁龙835处理器,然而近期GizmoChina的报告显示,处理器可能进行降频处理,这意味着其运行速度达不到应有水平。Why is this happening? Well, it#39;s complicated. Samsung co-developed the Snapdragon 835 processor with Qualcomm, and as such gets first pick of the fully clocked supply. Instead of waiting for supply to pick up a little, some manufacturers may instead opt to go for underclocked chips that Samsung may not want to use.为何会出现上述情况?其成因非常复杂。三星公司和高通共同开发骁龙835处理器,并成为了第一家使用全频处理器的厂商。一些不愿等待的制造商转而选择降频版作为替代品,而这些降频处理器却是三星公司所不愿使用的。This wouldn#39;t be uncharacteristic for Xiaomi, which launched the Mi 5 with an underclocked Snapdragon 820 in an effort to get the handset out sooner.这种情况已有先例,此前小米公司为了更快推出小米5就曾使用降频版的骁龙820处理器。The flat Mi 6 is also expected to feature the same underclocked processor, but at a lower price, and the third Mi 6 variant will be flat but will house a MediaTek Helio X30 processor. The latter will be the cheapest option, if reports are accurate.普通版的小米6将配备同样的降频处理器,只是价格更低。小米6的第三个版本同样是普通版,不过处理器则是MediaTek Helio X30。如果报告无误,后者的售价将是最低的。The flagship Mi 6 will likely have 6GB of RAM, while the other models may be stuck with 4GB. The flagship may cost around 3 for 6GB of RAM.小米6旗舰版预计配备6GB大小的随机存储器,其他型号则仍为4GB。拥有6GB大小随机存储器的小米6的售价可能达到363美元。Information about the specs of the Mi 6 is sparse and often from little-known sources. There are conflicting reports that suggest a 3,000mAh battery, for example, while others say to expect a 4,000mAh capacity.关于小米6性能参数的传闻来源较少且消息源知名度较低。一些报告甚至自相矛盾,比如某些传闻称小米6的电池容量为3000毫安,其他传闻中则是4000毫安。If there are three models with various specs, it would certainly make sense as to why the information varies. All such information should be viewed with some skepticism until official announcements are made.如果小米6推出三个版本,每种型号的手机性能各异,传闻出现矛盾之处也是合理的。在官方声明发布前,传闻的真实性仍存在疑问。Other specs that have been suggested are support for Qualcomm#39;s Quick Charge 4.0, as well as a fingerprint sensor on the front of the device.其他性能参数传闻还包括持高通的快充4.0以及手机前部的指纹传感器等。As mentioned, Xiaomi is skipping Mobile World Congress, which means the Mi 6 won#39;t be revealed until a later date.前文中提到,小米6将缺席全球移动大会,所以这意味着小米6将会在大会结束后发布。 /201702/492460

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