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2019年06月18日 05:40:01    日报  参与评论()人

抚顺市矿务局老虎台矿职工医院男科预约抚顺石化总医院妇产科怎么样新宾满族县医院肛肠医院哪家好 China’s two biggest internet companies have called a truce after spending billions of renminbi in the past six months to grab market share in the nascent taxi-hailing app market.在中国新兴起的打车应用市场,两大互联网企业为了抢占市场份额,在半年时间里耗资几十个亿人民币,如今双方终于宣告停火。Alibaba and Tencent have treated savvy, smartphone-wielding Chinese to taxi rides, and lavished tips on taxi drivers, to drum up support for their respective taxi apps – Kuadi Dache (Alibaba’s “Swift taxi”) and Didi Dache (Tencent’s “honk honk taxi”).阿里巴巴(Alibaba)和腾讯(Tencent)不仅掏钱请中国使用智能手机的精明消费者乘坐出租车,还慷慨补贴出租车司机,目的就是在用户中间推广各自的打车应用软件——“快的打车”(Kuaidi Dache,部分属于阿里巴巴所有)和“滴滴打车”(Didi Dache,部分属于腾讯所有)。Wang Jian, an expert on ecommerce from Analysys International, a Beijing consultancy, estimates that about Rmb2bn (5m) was spent between January and June, but says that since then, both taxi apps have scaled back the massive subsidies they are paying. “The two sides have ceased fire,” she said, after battling to a stalemate with each claiming about half of the Chinese market.北京咨询公司易观国际(Analysys International)电子商务专家王健估计,1-6月间双方在这场对决中总共投入了大约20亿元人民币(合3.25亿美元)。不过她表示,自那以来两个打车应用都减少了大规模补贴。如今,在打成各占一半市场的平局之后,“双方已经停火”。What one analyst likened to “the first battle in the world war of the internet” pitted two companies with deep pockets against each other. Shenzhen-based Tencent is Asia’s biggest listed internet company with a market capitalisation of 7bn, while Alibaba, the ecommerce juggernaut that values itself at 0bn, is set to list in the US this autumn.有位分析师把这场较量称为“世界互联网大战的第一场战役”,对阵的两家企业都拥有雄厚财力。总部在深圳的腾讯是亚洲最大的上市互联网公司,市值1570亿美元。而电子商务巨头阿里巴巴将于今年秋天在美国上市,该公司对自身的估值为1300亿美元。Both Tencent and Alibaba have been competing on everything from instant messenger apps to restaurant review websites to rolling out virtual credit cards (both thwarted by the central bank) in an effort to dominate the coming era of the mobile internet. Over 500m Chinese say that they use their smartphones, which cost as little as , to get online.为了在即将到来的移动互联网时代占据优势地位,从即时通信应用到餐厅点评网站,再到发布虚拟信用卡(此类举措遭到了中国央行的阻挠),腾讯和阿里巴巴在各个领域展开了全面竞争。目前最便宜的智能手机售价在50美元左右,超过5亿中国人表示他们会使用智能手机上网。But few price wars have been as expensive for business, and as lucrative for consumers, as the taxi app war.不过,以企业付出代价之高、消费者获利之丰厚而论,没有哪次价格战能比得上这次打车应用之战。The first shot was officially fired on January 10, the day Didi Dache first cut taxi fares and introduced the subsidy, after raising 0m that month from Tencent and CiticCapital.这次价格战的第一是在今年1月10日正式打响的,当天滴滴打车率先推出了乘车费用立减活动,实施了补贴政策。在此之前,滴滴打车刚刚在1月初从腾讯和中信资本(Citic Capital)筹集到1亿美元。The taxi war’s most brutal attrition phase was in Feb and March of this year, when millions of renminbi were filling the pockets of taxi drivers and news websites reported that some drivers were being rewarded Rmb100 to pick up a fare, about five times the going rate for a ride.最为惨烈的消耗战阶段是在今年2-3月期间,数百万元人民币流入了出租车司机的腰包。据多家新闻网站报道,部分出租车司机载一次客就可获得100元人民币补贴,这差不多是一般车费的5倍。Getting a taxi in Beijing was nearly impossible without a smartphone, while Shanghai went so far as to ban taxi-hailing apps during rush hour at the end of February.当时在北京几乎到了没有智能手机就打不到车的地步,而上海则在2月底禁止高峰时段使用打车软件。Wang Yu, who drives a Beijing taxi for the Jin Jian Taxi company, said “During the peak of the competition between Didi and Kuadi, taxi drivers stopped cruising around, looking for fares. We would all find a place to park and turn on the software. It was like this because the rewards were so high for both drivers and riders.”北京金建出租车公司的司机王玉(音译)表示:“在滴滴和快的竞争最激烈的时候,出租车司机干脆不在街上转悠拉活了。我们都会找个地方停下来,把打车软件打开。出现这种情况,是因为司机和乘客都能拿到很高的奖励。”Both apps paid riders a subsidy of Rmb10 per taxi ride, which would often be paid to the driver as a tip, on top of the driver subsidy of Rmb5, according to interviews with drivers. Both also had a tipping function that the customer could use to leave a tip of Rmb5 to Rmb20.根据对司机的采访,每趟车程这两个应用都会给乘客10块钱的补贴,这些钱往往会交给司机,作为司机所获5块钱补贴之外的小费。此外,这两个应用还都提供了小费功能,顾客可以用该功能留下5到20块钱的小费。For all the money spent, neither side managed convincingly to win. Each started the price war with about half the market, and each finished with about half, although Kuadi is slightly ahead according to Analysys International data.虽然投入了巨资,双方却都没有取得压倒性胜利。价格战伊始,双方各占大约一半市场;价格战结束时,双方依然各占大约一半市场。不过根据易观国际的数据,快的打车要略微领先。By June 30 Didi had a market share of 45.6 per cent and was represented in 178 cities, while Kuadi had 53. 6 per cent and was in 306 cities.截至6月30日,滴滴打车拥有45.6%的市场份额,覆盖178个城市。而快的打车拥有53.6%的份额,覆盖306个城市。As of the beginning of August, both apps continue to pay taxi drivers token rates as a reward for using the software.到8月初的时候,两个应用还在向出租车司机付象征性的奖励。Didi pays roughly Rmb6 per three rides, according to a spokesman.一位发言人表示,出租车司机通过滴滴打车每载客三次可拿到6元奖励。Mr Wang, the taxi driver, said that the bonus barely paid for the phone bill from a fare – it usually is necessary to call to find where the customer is standing.上述的王玉师傅说,这个奖励额度还抵不过电话费——司机往往得打电话才能确定乘客的具体位置。“The amount is really very petty. Maybe the phone bill would be more than the Rmb2 reward for the ride,” he says.他说:“这个奖励额度太小了。光电话费可能就比两块钱的抢单奖励高。”“But I still use the software,” he says, adding that it reduces the amount of ‘empty cruising’ looking for fares. “It efficiently connects me with a taxi callers nearby.”“不过我还是会用这个软件。”他说因为它减少了寻找乘客时的“空驶率”,“它有效地将我和附近想打车的乘客联系到一起。”He says the app can bring in an extra Rmb30 to Rmb40 a day in fares. He says that he picks up about six or seven rides each day via the software.他表示,打车应用一天能给他多带来三、四十元的车费收入,自己每天通过打车软件大概接六、七位乘客。Both Kuadi and Didi have declared victory – Didi’s Zhou Li said that the data, which shows the app war to be a draw, was a “distortion” and that in reality Didi now has 68 per cent of the market.快的和滴滴都宣布获得了胜利。滴滴的周莉表示,虽然数据显示这场打车应用大战以平局告终,但数据不真实,滴滴现在的市场占有率其实是68%。For Tencent, the prize is even bigger than just taxi customers – they have been trying to encourage people to use Tenpay, their PayPal-like online payment system, because Alibaba dominates online payments with its Alipay.对腾讯来说,“战利品”不仅仅是出租车乘客——他们一直努力鼓励人们使用财付通(Tenpay,腾讯类似贝宝(PayPal)的在线付系统),因为就在线付领域来说,阿里巴巴的付宝(Alipay)处于领先地位。Alibaba, meanwhile, has been at a disadvantage due to its lagging position in mobile chat, which is dominated by Tencent’s WeChat and QQ messengers, which many Chinese use as their first point of contact with the mobile internet.而阿里巴巴的一个劣势则是在手机聊天方面落后于腾讯,后者的微信(WeChat)和QQ是许多中国人使用移动互联网进行联系的第一选择。Both are trying to get their customers hooked on online-to-offline payments, reckoned to be one of the most lucrative emerging mobile businesses.双方都在努力让顾客迷上“线上到线下”(Online to Offline,即O2O)付款模式,据信这是最有利可图的新兴移动业务之一。“After six months of promotional activities, we have formed a habit among drivers and consumers” said Ms Zhou, with more than 1bn users and 1m drivers working with the Didi software.周莉说:“在进行了半年的促销活动后,我们已经在司机和消费者中间培养起了一种习惯。”滴滴打车目前用户超过1亿,司机100万以上。But Ms Wang of Analysys International says that to keep people using the software the companies may have to think of other less expensive ways to drum up interest.但易观国际的王健表示,为了让人们继续使用打车软件,企业可能必须考虑其他没那么烧钱的方式来提高人们兴趣。“The subsidies were purely to obtain users. Now without monetary rewards, they will have to come up with other ways to keep the numbers from eroding” said Ms Wang.王健说:“这些补贴纯粹是为了争取用户。如今没了现金奖励,他们必须想出别的办法来阻止用户数下降。”Luxury moves瞄准高端市场In July, Kuadi Dache announced that it would be buying a fleet of luxury cars – BMW 5 series sedans and Audi A6’s – to complement its cheap and convenient taxi-hailing app, writes Charles Clover.今年7月,快的打车宣布将购买一批高档车——宝马5系和奥迪A6轿车,以补充其便宜、便捷的叫车应用。Their target – San Francisco-based taxi app Uber Technologies Inc, which offers a premium service with luxury cars – has just formally launched its service in Beijing in mid-July, after launching in Shanghai, Guangzhou and Shenzhen earlier in the year.要效仿的目标是总部位于旧金山的租车应用优步(Uber)。优步提供豪华轿车出租的高级务,今年早些时候在上海、广州和深圳推出了叫车务,并于7月中旬正式落户北京。Kuadi is creating a luxury-car service named “Yi Hao Zhuan che” in Chinese, which is aimed at Uber’s target high-end clientele.快的打车正在打造一项名为“一号专车”的豪车出租务,目标对准了优步所针对的高端客户。Uber is not yet a huge factor in the Chinese online car hailing market, which is sewn up between Kuadi Dache and Didi Dache. Uber fares are multiples of the municipal taxis whose fares are held artificially low by government fiat, and it would be impossible to compete with taxis on price.中国在线打车市场还是控制在快的打车和滴滴打车手里,优步尚算不上重要力量。城市出租车的车费受到政府法令的人为压价,优步的收费是普通出租车的好几倍,因此不可能与出租车展开价格竞争。所以优步目前在中国还没像在欧美那样遭到强烈抵制,而在西方许多城市,出租车司机工会齐心协力将优步排挤出市场。That has meant that so far Uber has not seen the same backlash in China that it has in Europe and the US, where taxi-driver unions have made a concerted effort to keep it out of many cities.但豪车务——在高档车里还提供WiFi和报纸——或许能在中国租车市场的顶层消费者中间流行起来。而对优步来说,即便是一小块中国市场都是它的一大步。中国是全球最大的智能手机市场。But the luxury-car service, which offers WiFi and newspapers in the high-end cars, may yet catch on among the top segment of the market.但优步也有成长的烦恼,优步应用在华运行基于谷歌(Google)地图,而谷歌在中国从6月初就一直被封锁,导致地图有时不能正常加载。For Uber, even a small chunk of China is a major step – China is the world’s largest smartphone market, with more than 500m Chinese saying that they use smartphones to access the internet.优步的另一个障碍,是中国各大城市都有的一个特色:交通堵塞。在北京,车子到达顾客所在位置平均需要9分钟,远高于世界其他主要城市。优步希望奔驰E级或奥迪A6的吸引力将弥补等车的不快。 /201408/322190The redesigned 2014 Mercedes-Benz S-class, the serene, cetacean presence you see before you, this sack of krill, is probably the world#39;s most technologically rich automobile. 重新设计的梅赛德斯-奔驰(Mercedes-Benz)2014款S级轿车,也就是你眼前看到的这个气质沉稳、体型庞大的家伙,可能是世界上科技含量最丰富的汽车。 The company#39;s new flagship sedan/limousine/state car requires the services of 60 onboard computers, up to 100 servo motors (operating, among other things, the powered door and trunk closures, seat-belt tensioners, and the elaborate articulation of the seats), and more than 500 LED lighting units, from its taillamps to its (amazing, game-changing) headlamps. Under the flat, brooding instrument binnacle are two high-res, 12.3-inch TFT screens, arrayed cinema style in a single, broad bezel that, at night, floats in a pool of suffused LED backlighting, like something signed out from the Starfleet motor pool. Holy mother of awesome. 奔驰新出品的这一系列旗舰轿车/大型豪华轿车/礼宾车配备60个车载电子控制系统、多达100部伺电机(它们操控电动门、行李箱开合、安全带拉张器和精细的座椅铰接),以及遍布尾灯及其(令人赞叹、改变游戏规则的)前大灯的500多个LED照明元件。平展低覆的仪表台下是两块12.3英寸的高分辨率TFT屏幕,它们以影院风格排列在一块宽阔的面板上。面板在晚间则会笼罩在一片漫射的LED背光当中,如同从星际舰队车辆调度场调来的车队。简直太震撼了。 Gorden Wagener, Mercedes-Benz head of design, told me that the new S-class was the #39;best car in the world.#39; I am not y to make such a pronouncement, and I#39;d be unlikely to do so anyway about a car that looks like it was swallowed by a manatee. But the S-class is unquestionably a tour de force, a showy, almost arrogant display of auto-making genius (assuming it all holds together). The important thing here is Stuttgart#39;s willingness to invoke #39;best car#39; verbiage, which historians associate with icons such as the Rolls-Royce Silver Ghost, Duesenberg SJ, Mercedes-Benz 300SL, Bugatti Veyron and -- a late entry on the list -- Tesla. Cheeky monkeys. 奔驰负责设计事务的主管戈登#12539;瓦格纳(Gorden Wagener)对笔者说,新款S级轿车是“世界最好的汽车”。我还没准备好做出这样的表态,而且无论如何我也不大可能就一辆看上去似被海牛吞噬的汽车做此表态。不过,毫无疑问的是,S级轿车是一款力作,一款张扬地、几乎是自负地尽展汽车制造天赋的产品(假设这些特点能够同时并存的话)。重要的是斯图加特乐意使用“最好的汽车”这一措辞,因为历史学家们往往把它与劳斯莱斯(Rolls-Royce)的“银魅”(Silver Ghost)、迪森贝格(Duesenberg)的SJ、奔驰的300SL、布加迪威龙(Bugatti Veyron)以及新近加入此列的特斯拉(Tesla)等标志性车型联系在一起。顽皮的家伙。 For four decades and five generations of the S-class, the car has traditionally been the company#39;s technology icebreaker, introducing now-fundamental systems such as stability control and ABS braking, adaptive cruise control and adaptive body-roll control. In that time, S-class product planning has also become increasingly a victim of its own rhetoric, with each generation obliged to blow buyers#39; minds anew, sometimes with trivial, half-baked #39;technologies#39; (the shambolic first edition of the infrared night-vision system comes to mind). 奔驰S级轿车前后历经四十年时间和五代车型,它历来是奔驰取得技术突破的车型,推出了现在已必不可少的系统,比如车身稳定控制系统、防抱死制动系统、自适应巡航控制以及自适应车身倾斜控制系统等。在此期间,S级系列产品的设计日益成为其豪言壮语的受害者,每一代新车型都不得不向买家呈现新东西,有时只是微不足道尚不成熟的“技术”(我想起了杂乱的第一代红外线夜视系统)。 This new car represents a genuine break with the past on several fronts, and they are, in descending order of importance: active safety; cabin materials and construction; in-cabin electronic functions and amenities. Indeed, the sheer weight of innovation in this car -- more than 2,000 patents flutter in its slipstream -- is itself theatrical, a message to consumers and competitors alike: A giant has awakened. Checkbooks, run for your lives. 这款新车型确确实实在几个方面都与过去的车型截然不同,按重要性从高到低排序,它们分别是主动安全性、驾驶舱的用材与构造、驾驶舱内的电子设备与方便设施。确实,这款车分量十足的创新性──它集2,000多项专利于一身──本身就十分引人注目,向消费者和竞争者传达出一条消息:巨人已经苏醒了。票簿,赶紧逃命去吧。 It almost doesn#39;t matter where you start. Would you like to know about the perfume injection integrated into the cabin air-filtration system, offering one of four fragrances (human-factors approved, I#39;m sure) held in a cut-glass reservoir in the glove compartment? German engineering meets John Waters#39;s Odorama. 无论你着眼的是哪一方面,它几乎都无可挑剔。你想了解一下它驾驶舱空气滤清系统集成的香氛喷雾发生器吗?香氛精油盛放在手套箱中的雕花玻璃容器内,有四种香型可供选择(我敢肯定这个人性化因素会得到认可)。这可谓是德国工艺遇见了约翰#12539;沃特斯(John Waters)电影的香氛卡。 Here#39;s a fun one: Magic Body Control, which uses stereoscopic cameras integrated into the windshield header to the road ahead, looking for shadow and contrast that might indicate a perturbation in pavement, so it can instantly adjust the air suspension in anticipation of the bump. The #39;magic#39; part is that it seems to make speed bumps disappear. 它还有一个有趣的功能:魔力车身控制系统(Magic Body Control)。它利用前挡风玻璃上方的立体摄像头来扫描前方路面状况,寻找可能表明路面有障碍物的阴影和反差,以便预测颠簸从而立即调整气垫。其“有魔力的”一面是它似乎让减速带在它的轮下消失了。 Among other things, Mercedes is attempting to reassert its incumbency as the safest car in the world. To that end, a fully equipped S550 (figure 5,000) is like a freaking Awacs plane, with the aforementioned stereo cameras, long-range thermal imaging (Night Vision Assist with active pedestrian illumination), and a dozen or so ultrasonic and radar-based sensors that create a multi-wavelength, 3-D map of the world around the car. 除了其他方面,梅赛德斯还试图加强其作为全球最安全汽车的地位。为此目的,顶配版的S550(售价135,000美元(约合人民币82万元))就如一架配备了让人震撼的机载预警和控制系统(Awacs)的飞机,它配备了上文提到的立体摄像头和远程热成像系统(具主动识别行人功能的夜视辅助系统),以及大约十几个可将车辆周围环境绘制成多波长3-D地图的超声波或雷达传感器。 This #39;sensor fusion#39; is fed into the car#39;s driver-assist systems, including: Distronic Plus; active lane-keeping; all-speed adaptive cruise control (#39;Stop and Go Pilot#39;) that follows the flow of congested traffic without driver intervention; and active lane-departure correction, which nudges the car back in a lane via asymmetric application of the front brakes. These technologies, which Mercedes collectively calls #39;Intelligent Drive,#39; basically give the car situational awareness. 这一“传感器融合”技术被融入车辆的驾驶辅助系统,它包括限距控制系统增强版(Distronic Plus),主动式车道保持技术,在堵车状况下无需驾驶员干预便可跟随前方车辆停停走走的全速段自适应巡航控制技术(停走向导(Stop and Go Pilot)),以及可在车辆偏离车道时通过前制动器的单侧制动使车辆移回原车道的主动式车道偏离纠正技术。这些技术被奔驰总称为“智能驾驶”系统,它使车辆基本上具备了情境感知能力。 Example: With its array of rear sensors, the car can detect the threat of an impending rear collision and react, by going into crash-hardening mode, cinching down the passenger seat belts, rolling the windows up, and locking the brakes, to reduce the delta-v -- the violence of the crash, in other words -- and minimize the risk of the car#39;s being thrown forward into another vehicle or an intersection. In Euro-spec cars, the brilliant LED taillights strobe to alert the driver of the closing car (U.S. regs currently limit strobing lights to emergency and official vehicles). 例如,因车辆后部安有一批传感器,所以它能侦测到逼近的追尾威胁并做出反应,进入抗撞击模式,拉紧乘客的安全带、拉上车窗、锁定刹车,以降低速度变化率(delta-v)──也就是撞击的强度──并将车辆被向前甩到另一辆车上或十字路口中的风险降至最低。在欧洲版的车型中,明亮的LED尾灯会频闪以提醒逼近车辆的驾驶员(美国目前的规定只限急救车和公务车使用频闪灯)。 I know what you#39;re thinking: Who knew you could be this fascinated and bored at the same time? But the degree to which all this approaches a reliable, robust, autopilot feature -- Mercedes goes so far as to use the phrase #39;semiautonomous#39; -- makes the S-class historically significant. Daimler has invested heavily in driver-assist and crash-avoidance/mitigation-systems research over the past decade, as well as advanced research in human factors engineering. Now the company is beginning to commercialize these investments. 我知道你们心里在想什么:谁知道你会不会在如此着迷的同时又感到厌倦呢?不过,所有这些技术已经达到的可靠强劲的自动驾驶程度──奔驰甚至使用了“半自动驾驶”一词──赋予了S级轿车以重要历史意义。过去几十年间,戴姆勒(Daimler)在驾驶辅助与避撞/碰撞缓解系统研究、以及人性化设计的前沿研究中投入了大量资金,现在该公司开始将这些投资商业化。 Take note of the moment: Mercedes is the original, the ultimate old-established firm, with a lot of stakeholders, stepping into relatively unknown territory with new technologies of high criticality. The company aly has fully autonomous prototype vehicles in hand, using technologies that in some cases have yet to be approved by safety regulators in Europe and North America. For example, the S-class#39;s Adaptive High Beam Assist can pinpoint the position of an oncoming vehicle and activate tiny shutters built into the headlamps to block, in real time, the portion of high-beam that would otherwise shine on and blind the other driver. This system outpaces current U.S. headlight regulations, which require a separate switch setting for high and low beams. 请注意这一刻:奔驰是最早的顶级老牌汽车制造商,拥有大量股东,现在它凭借极其关键的新技术迈入了一个相对未知的领域。奔驰已经开发出全自动驾驶原型车,而且采用了一些某些情况下尚需欧洲与北美的安全监管机构批准的技术。例如,S级轿车的自适应远光灯辅助系统能确定迎面驶来的车辆的位置,启动前大灯中的小遮光片,以实时阻止发出可能会照着对方车辆驾驶员并使其眼花的远光灯光束。该系统超出了美国当前对前大灯的管理规定,它要求远光光束与近光光束要有单独的开关操控。 But whether it#39;s five years or 10, commercially available autonomous automobiles are coming, and Mercedes has made the strategic decision to lead the way. 不管是五年还是10年,可投入市场的自动驾驶汽车终归会出现,而奔驰做出了引领发展方向的战略决定。 Pity about the styling. Formal, ceremonial, heavy, a preemie Maybach. This thing isn#39;t within 10,000 kilometers of #39;pretty.#39; But it#39;s worth noting that the smooth-skinned S-class achieves a 0.24 coefficient of drag, making it more aerodynamically efficient than a Toyota Prius. And that#39;s with the S-class#39;s new grille, which is 30% bigger than the previous grille and the largest as a percentage of the vehicle#39;s frontal area among all cars in this category, according to Mr. Wagener. I knew it was 30% more something. 令人遗憾的是这款车的外型。它看上去正式、庄重、庞大,犹如早产的迈巴赫(Maybach)。这家伙与“帅气”一词相差十万八千里。然而,值得指出的是,车身线条流畅的S级的风阻系数仅为0.24,因此它在空气动力方面的表现要好于丰田(Toyota)的普锐斯。瓦格纳称,S级车型的新进气格栅相较上一代增大了30%,它在车辆前脸所占的比例是这一类型所有车辆中最高的。我知道这个比例要高于30%。 A cynic would take one look at the chromic effrontery of the S-class#39;s new grille and think: China. The Middle Kingdom is now the world#39;s largest car market, and the luxury audience there has a measurable preference for big grilles. But that is to discount Mr. Wagener#39;s own orientalism, his love of material richness, evocations of tradition and electronic ornament. It#39;s this aesthetic that has shaped the S-class#39;s sculptural cabin, with its breaking waves of burled walnut and French-stitched leather flowing into the doors, pulls and integrated grab handles. The central band of wood, shaped like an archer#39;s recurve bow, is perfection, and the details just keep coming: the lustrous aluminum switchcaps, the polished-metal air vents (note the delicate #39;click#39; as you move the vanes to center), the console-mounted, central rotary-controller knob. 愤世嫉俗之人会看一眼S级新进气格栅的铬合金装饰条,心里想到:中国。这个中央之国如今是全球最大的汽车市场,而那儿的奢侈品追随者明显偏爱大进气格栅。然而,这一想法却低估了瓦格纳本人对东方风格的偏爱,他对材料的豪华程度、传统的再现以及电子装饰的喜爱。正是这种审美造就了S级雕塑感的驾驶舱,才出现了波浪形的瘤纹胡桃木木饰,以法式缝线缝制的真皮则见于车门、拉手以及一体式扶手上。木饰的中段形似弓箭手拉出的反曲弓,非常完美,各处细节也是可圈可点,比如光亮夺目的铝质调节旋钮、抛光金属出风口(注意将叶片拨到中间时细微的“口哒声”),以及中控台上的中控调节旋钮。 The S-class cabin deploys more than 300 LEDs -- according to Mercedes-Benz, this is the first passenger car since Edison that uses no incandescent light bulbs -- allowing the designers to paint the cabin with light, gathering it in gentle pools for illumination. Drivers can choose one of seven ambient lighting schemes. I like tangerine, myself. 梅赛德斯-奔驰称,S级车型的驾驶舱安有300多个LED光源,这是自爱迪生(Edison)发明电灯以来第一辆未使用白炽灯泡的乘用车。这使得设计师能够以光线来装饰驾驶舱,采用温和的光线为驾驶舱照明。驾驶员可在七种氛围照明模式中挑选自己喜欢的一种,我喜欢的是橘色。 Well, does it even have an engine? Indeed it does. U.S. buyers will first see the S-class as the S550, with a twin-turbo, 4.6-liter, 449-hp V8 under the hood and a seven-speed automatic, in either rear-drive or all-wheel-drive configurations. Globally, the car will be available in short- and long-wheelbase configurations (North America, LWB only), with a variety of powerplants, from the screaming, AMG-built 5.5-liter, 577-hp biturbo V8 to a thrifty diesel hybrid. I#39;ll be driving some of these cars in the coming year, with more thorough road testing to come. For the moment I would describe the S-class as a sumo ninja, moving through the world with agile heft and great stealth. 说了这么多,难道它没有发动机吗?当然有了。美国消费者最早看到的S级轿车会是S550,它配备了最大输出功率为335千瓦的4.6升双涡轮V8发动机,后轮驱动与全时四轮驱动款均配备七速自动变速器。该款车的短轴距型与长轴距型在全球范围均会有售(北美只售长轴距型),而且提供各种马力的配置,既有由AMG制造的动力十足、最大输出功率达430千瓦的5.5升双涡轮V8发动机,也有节油的柴油混合动力发动机。明年我会试驾其中部分车型,届时会奉上更详尽的路测报告。就眼下而言,我认为S级车型好比一名有着相扑身材的忍者,体型虽大,却能灵敏并悄无声息地行动。 Perhaps after a few more turns at the wheel, I, too, could pronounce the S-class the best car in the world. For now, I can say for sure, it#39;s certainly good enough. 或许在多驾驶几次之后,我也会宣称S级是世界最好的汽车。目前来看,我可以肯定地说,它显然已经足够好了。 /201311/265701抚顺顺城区中心医院皮肤科怎么样

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抚顺做人流到底要多少钱 The first paragraph of the commentaryposted Wednesday on the website of the Economic Policy Institute, a liberal think tank founded by, among others, Clinton-era labor secretary Robert Reich, lays out the thrust of the argument pretty succinctly:由美国前劳工部长罗伯特·里奇等人创建的开明智库经济政策研究所(Economic Policy Institute)本周三在自己的网站上刊登了一篇,开篇第一段就扼要地论述了这样做的目的所在:;For more than a year, there has been a high-profile debate over what Apple should do with its enormous cash reserve, now amounting to 7 billion. The proposals have been curiously one-dimensional, with a nearly exclusive focus on how the reserves should be used to reward its shareholders. Almost entirely absent from the discussion has been whether those reserves should also be used to provide fairer compensation to the workers making its products abroad or selling its products here. This imbalance is part and parcel of a larger trend: the share of economic rewards going to workers is diminishing.;“一年多来,围绕苹果(Apple)应该如何处置其庞大的现金储备(如今已高达1,370亿美元)展开的热烈讨论引人瞩目。奇怪的是,种种提议几乎都是一边倒地探讨如何用这些现金回馈股东。讨论几乎从未涉及这些现金是否也应该用于为海外制造苹果产品的工人和在美国销售苹果产品的员工提供更加公平合理的薪酬。它只是大范围失衡趋势的一个缩影:给予员工的经济回报比例正在下降。”It#39;s not an idea many Apple (AAPL) investors are going to want to hear, especially with the stock down more than 36% from last September#39;s highs. But as author Isaac Shapiro points out, long-term shareholders have nothing to complain about. Those who stuck with the company over the past five years have seen the value of their investments grow more than three-fold.这个提议可不是很多苹果投资者希望听到的,特别是眼下,苹果股价已经从去年9月的高点下跌超过了36%。但正如作者伊萨克?夏皮罗所指出的一样,长期股东没有什么好抱怨的。如果过去5年一直持有这只股票,它的投资市值已经增长超过了3倍。Less amply rewarded are the 30,000 Apple Store employees who make as little as ,000 a year. Or the roughly 1 million Asian contract workers who take home, before overtime, between 5 and 8 per month.没有获得充分回报的是苹果零售店的3万名雇员,他们的薪水低到只有25,000美元/年。而且,约100万名亚洲合同工每个月如果不算加班收入,工资仅225-288美元。Shapiro doesn#39;t diminish the work Apple has done to raise pay scales and improve working conditions in its Asian supply chain. Nor does he suggest that Apple#39;s competitors are doing better.夏皮罗没有抹杀苹果为提高亚洲供应链系统员工的薪酬水平和工作环境所做出的努力,也没有说苹果的竞争对手做得更好。But he does point out that some of the pledges Apple made have not been fulfilled.但他指出,苹果承诺过的一些事情并没有兑现。For example, in March 2012 Apple promised that workers assembling Apple#39;s devices in Foxconn#39;s factories would be compensated for hours they had worked in the past that had not been paid for, including pre- and post-shift meetings, time spent in mandatory trainings, and as many as 30 minutes of ;unscheduled overtime; on any given day.例如,2012年3月,苹果曾经承诺,在富士康工厂组装苹果设备的工人过去未获得报酬的工作时间将获得补偿,包括参加班前会和班后会的时间、用于参加强制性培训的时间,和一天多达30分钟的“临时加班”时间。According to Shapiro, none of that back pay was ever issued, and it appears that none is forthcoming.据夏皮罗称,这些补偿都没有发放,而且,近期似乎也不准备发放。He#39;s got more examples, laid out fairly dispassionately, in + billion for Apple shareholders, nothing yet for Apple workers.As I say, it#39;s probably the last thing Apple investors want to hear on yet another down day for the stock, but it does put those demands for bigger dividends and multibillion dollar stock buybacks in some perspective.他平心静气地给出了更多的例子,比如,苹果给股东发放了450亿美元现金,同样没有苹果工人的份儿。正如我所说的,在苹果股票继续下跌的过程中,这种声音可能是苹果投资者最不愿听到的,但它会在某种程度上抑制增加派息和进行数十亿美元股票回购的要求。 /201303/231616新宾满族自治县中医院阳痿早泄价格抚顺钢铁公司职工医院网上预约

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