At present, the present situation of traditional automobile products is as follows

The theory of scale economy means that in a certain period, when the absolute quantity of enterprise products increases, its unit cost decreases, that is, expanding the scale of operation can reduce the average cost and thus improve the profit level. Merger can realize the scale benefit of enterprises at two levels, namely, the increase of output and the reduction of unit cost. The inherent economies of scale brought about by merger are: assets can be supplemented and adjusted through merger; Horizontal merger can realize the single production of products and reduce the inadaptability brought by diversified management; Vertical merger, bringing all production processes into the same enterprise and saving transaction costs. The external economies of scale of M&A lie in: M&A strengthens the overall strength of enterprises, consolidates market share, and can provide comprehensive specialized production services to better meet the needs of different markets. Emergence: From the historical perspective of economic theory, Adam Smith is the founder of the theory of scale economy. Adam Smith pointed out in The Wealth of Nations (hereinafter referred to as The Wealth of Nations): "The greatest improvement in labor production and greater proficiency, skill and judgment in using labor seem to be the result of division of labor." Taking the needle-making workshop as an example, Smith revealed that the fine needle-making process can improve productivity from the perspective of division of labor and specialization, because the division of labor improves the labor skills and proficiency of each worker, saves the time wasted by changing jobs, and is conducive to the invention and application of machines. Because the division of labor is based on a certain scale of mass production, Smith's theory can be said to be a classic explanation of economies of scale.

The real theory of economies of scale originated in the United States, revealing the economic scale of mass production. Typical representatives are alfred marshall (1), Chamberlain (E H), Robinson (joan robinson) and Bain (J·S· Bain).

Marshall put forward in the book Principles of Economics: "The benefits of mass production are most obvious in industry. The advantage of big factories lies in the further division of labor between the use and reform of specialized agencies, procurement and sales, expertise and management. " Marshall also discussed two ways to form economies of scale, namely "internal economies of scale", which depends on the full and effective utilization of resources by a single enterprise and the improvement of organizational and operational efficiency, and "external economies of scale", which depends on the reasonable division of labor and alliance among multiple enterprises and the reasonable regional layout. He further studied the changing law of scale economic returns, that is, with the continuous expansion of production scale, scale returns will go through three stages in turn: increasing returns to scale, constant scale returns and decreasing scale returns. In addition, Marshall also discovered the monopoly problem caused by "large scale" and the destructive effect of monopoly on the market price mechanism. The contradiction between scale economy and market monopoly is the famous "Marshall dilemma". He explained that the scale of an enterprise cannot be expanded indefinitely, otherwise the monopoly organization formed will make the market lose the vitality of "perfect competition". Later, British economist Robinson and American economist Chamberlain put forward the theory of monopoly competition in view of Marshall conflict, which supplemented the traditional theory of scale economy.

Another branch of the traditional theory of scale economy is Marx's theory of scale economy. In the first volume of Das Kapital, Marx analyzed in detail the proposition that the development of social labor productivity must be based on large-scale production and cooperation. He believes that mass production is an effective way to improve labor productivity and the only way for the development of modern industry. On this basis, "only by organizing the division and combination of labor can the means of production be preserved due to large-scale accumulation, and those labor materials that are suitable for * * * according to their material properties, such as machine systems, can make great natural forces serve production and make the production process a scientific application of technology". Marx also pointed out that the expansion of production scale is mainly to achieve the following purposes: (1) the combination of production, supply and marketing and the expansion of capital; (2) Reduce the production cost. Obviously, Marx's theory and Marshall's exposition on "external economies of scale" and "internal economies of scale" have the same result. Based on the marginal cost of production, the neoclassical economics school thinks that only when the marginal revenue equals the marginal cost can the enterprise reach the optimal scale. Development: Paul A Samuelson (1970), the first American Nobel laureate in economics, pointed out in his book Economics: "The reason why production is carried out in enterprises is that efficiency usually requires large-scale production, raising huge funds and careful management and supervision of ongoing activities." He believes: "The most powerful factor leading to the organization of production by enterprises comes from the economy of mass production. From the perspective of traditional cost theory, with the expansion of enterprise scale, under the action of large-scale economic laws, the production cost of enterprises will continue to decrease until a moderate production scale is realized. If the scale continues to expand, the cost will increase due to uneconomical management.

In this regard, Harvey Leibenstein, a professor at Harvard University in the United States, made an in-depth discussion and put forward the efficiency theory. Harvey pointed out in the article "Efficiency Allocation and Efficiency": Large enterprises, especially monopoly enterprises, are faced with low external market competition pressure, many internal organizational levels, huge institutions and complex relationships, and enterprise institutional arrangements often have inherent disadvantages, which makes it difficult to achieve the business objectives of minimizing enterprise expenses and maximizing profits, thus leading to the reduction of internal resource allocation efficiency, which is called "X inefficiency", which is commonly referred to as "big enterprise disease".

The transaction cost theory, represented by American scholar Coase, gives a unique explanation of enterprise scale economy from the perspective of market transaction cost. Coase pointed out in his famous paper "The Essence of Enterprises" that the existence of transaction costs is the fundamental reason for the emergence of enterprises. Coase believes that the most striking feature of enterprises is that they are substitutes for market price mechanism. In a price mechanism-oriented market, organizing a trade will cost a certain amount of money, that is, transaction costs, including the cost of obtaining market information, the cost of negotiating and signing contracts, and the cost of contract risks. When people who produce the same products, parts and technological processes concentrate on producing various production factors, the transaction costs such as transaction times, transaction times and transaction friction can be reduced. In other words, if related activities are "arranged" through "organization" and "authority", then transaction costs are saved. The "organization" here is the enterprise; "Authority" refers to the internal management of an enterprise; "Arrangement" stands for "transaction internalization". Therefore, enterprises have actually become substitutes for the market. Only when the internal management cost of the enterprise is equal to the market transaction cost saved, the scale expansion of the enterprise will stop. In addition, the transaction cost theory also explains the integration of enterprises. Coase believes that when the transactions organized by two or more enterprises are organized by one enterprise, integration occurs, and the process of enterprise integration is the process of internalization of trading activities. Every change in the relationship structure between enterprises is related to economies of scale. The success of inter-enterprise M&A depends on the comparison between the increased organizational cost and the saved transaction cost.

Generally speaking, China has the first natural resources in the world. Disadvantages: 1 The unreasonable development of industrial structure and the immature development of high-tech industries are the bottlenecks in the development of industrial structure in China. 2. The mode of economic growth is too extensive, and it should be changed to intensive at the expense of natural resources and environment. 3. Although there are many labors, their quality is low, which can't meet the requirements of the development of excellent enterprises. 4, the enterprise scale is too small, lack of capital, technology, talent and other resources, lack of development potential. 5. Lack of independent innovation technology and excellent brands. China's way of participating in international division of labor: It is still the basic form of China's participation in international competition according to its comparative advantage, but there are many modes, including: first, giving full play to its general comparative advantage according to the traditional mode; The second is to integrate into the global production system of multinational corporations; Third, some home appliance enterprises operate internationally and form their own global production system.

How to formulate and improve industrial policies and trade policies: 1. In the field of high-tech industries with highly internationalized technology and market, we should strengthen cooperation with multinational companies, take advantage of market integration at home and abroad, actively participate in international division of labor, and take the road of internationalization. Guide multinational companies to continuously improve the technical content and grade of investment projects and improve China's position in the international division of labor system. 2. Promote the development of marginal sectors, and make the potential competitive advantage become a realistic competitive advantage. 3. Implement the strategy of "please come in" for local departments lacking high technology. Attract and absorb foreign capital, technology and management experience for their own use. 4. Strengthen independent innovation and intensify scientific research and development. 5. Support the development of potential national industries and build their own excellent brands. 6. Transform government functions to provide services for enterprise development. 7. China can make use of the huge domestic market resources, reform various unreasonable market access restrictions as soon as possible, further improve the investment environment, encourage foreign businessmen and foreign capital to enter in a more flexible way, attract foreign technology and capital by attracting foreign capital, gradually realize the combination of technology introduction and independent development, and realize the goal of leaping economic development. 8. In the choice of high-tech industry development mode, we should choose different development subjects and industrial organization forms in different fields according to the national development goals, industrial characteristics and market structure. Generally speaking, we should adopt an international and market-oriented development model and take advantage of the opportunities provided by economic globalization and the promotion of market mechanisms to develop high-tech industries.

Take the production status of China automobile industry in recent years as an example: the special purpose vehicle industry is developing vigorously. According to the data, there are more than 800 enterprises producing special purpose vehicles in China, accounting for 85% of the total number of automobile enterprises. The output of special-purpose vehicles accounts for 265,438+0% of the total truck output, and the market of special-purpose vehicles is rising steadily, and its production and sales account for almost half of the whole truck market.

At present, special purpose vehicle products are mixed, and market management is difficult. Various mechanisms coexist in the special purpose vehicle industry, and the organizational forms are diversified. There are state-owned and private enterprises; There are limited liability companies and joint stock limited companies; It is also managed by industry, and the production mode is mainly based on the modification of truck chassis. The market is not standardized and easily disturbed. The phenomenon of illegal assembly and sale of product certificates occurs from time to time in various places, which seriously interferes with the special purpose vehicle market. There are many special purpose vehicle enterprises, most of which are small and medium-sized enterprises, which are very different from each other. In recent years, the government has strengthened the management of the special purpose vehicle market, intensified the rectification and crackdown, greatly improved the market environment, and gradually moved towards standardization.

Although the development of China's special purpose vehicle industry has made remarkable achievements and broad prospects, there is still a big gap compared with foreign special purpose vehicle enterprises: the labor productivity is obviously low; The technical level of products is relatively backward; Poor product development ability; Weak international competitiveness. Most of all kinds of special purpose vehicles in China are imitations, and a few high-tech products are made by introducing technology or referring to foreign products for moderate "localization improvement", lacking truly independent development and innovation products.

At present, the technical level gap between China's special purpose vehicles and foreign products is mainly manifested in the additional devices. Many industries have high requirements for the performance of special purpose vehicles, and many domestic products are difficult to meet the requirements for a while. Such as airport special vehicles, highway maintenance and management special vehicles, advanced medical ambulances and so on. At present, these markets can only partially give way to imported products located abroad; Another example is armored vehicles. Although the domestic market has a large capacity at present, many manufacturers use imported technology to produce or assemble directly with imported parts, which rarely meet the requirements of D-class bulletproof. After China's entry into WTO, China's banking industry will accept the challenge of the international financial industry. At present, the personal cash transport mode generally implemented by banks will be replaced by professional financial escort companies, and the amount of money transported by bicycles will increase greatly, which will put forward higher requirements for the quality and reliability of cash transport vehicles. If domestic enterprises want to stabilize this market, there are still many technical problems that need to be further solved.

With the gradual development of the Tenth Five-Year Plan, the steady development of the national economy and the improvement of the market economic system, as well as the wide application of electronics, information and automation technology in the automobile industry, the development trend of China's special purpose vehicles in the future is that the market demand for special purpose vehicles will increase rapidly, the market competition will become more intense, and the special purpose vehicle manufacturers will gradually become polarized. Facing the historical business opportunities and more foreign shocks brought by "entering the market", the competition among special purpose vehicle manufacturers has intensified again. Domestic special purpose vehicle enterprises will be stronger and weaker, and the law of the jungle will prevail. Special purpose vehicle enterprises will further unite, merge and reorganize, and leasing and privatization will also become one of the reform modes of special purpose vehicle enterprises.

With China's entry into the WTO and the opening of the market, some special purpose vehicle products with high technology content and high added value in China have narrow application scope and small demand, and large enterprises are unwilling to develop them, and small enterprises cannot develop them, which may be occupied by foreign products for a long time. Therefore, accelerating the development of new products and providing high-tech, high-value-added special purpose vehicle products to the market are the primary problems faced by special purpose vehicle manufacturers. The special purpose vehicle industry should carefully analyze and study the market and accurately grasp the historical opportunity.

Special purpose vehicle enterprises can coexist in various mechanisms, including state-owned, private, limited liability companies, joint-stock companies and other diversified organizational forms. In the future, the state will be more open to the management of the special purpose vehicle industry. Regardless of the size of the enterprise or the number of personnel, as long as it meets the national mandatory technical standards and regulations, the policy will be further liberalized. For example, in terms of financing channels, social funds and private funds are encouraged to enter the private car industry, giving full play to the advantages of flexible and fully market-oriented operation of private enterprises. The state's policy support for private enterprises' special vehicles is as follows: first, it supports them to set up limited liability companies or joint-stock companies in various forms of ownership and support them to carry out joint-stock reform, which was not feasible in the past and is very supportive now; The second is the technological transformation of self-operated enterprises. During the Tenth Five-Year Plan period, the state will break the situation that it only supports the technological transformation of state-owned enterprises, and will also liberalize policies for private enterprises.

The government will strengthen the management of the special purpose vehicle market, advocate the diversification of enterprise organizational forms, and support and encourage private capital to enter the field of special purpose vehicles. Special purpose vehicle manufacturers are mostly small and medium-sized enterprises, which are managed by industry. The mode of production is mainly truck chassis modification. The market is extremely irregular and easily disturbed, and the situation of scattered, chaotic and poor is very prominent. It needs to be rectified in combination with organizational and product structure adjustment. In recent years, the phenomenon of illegally assembling and selling product certificates has occurred from time to time, which has seriously interfered with the special purpose vehicle market. In order to maintain the market order of special purpose vehicles and promote the healthy development of special purpose vehicles, the government and industry departments have begun to pay attention to and intensify the rectification and crackdown, and the market environment has been greatly improved and gradually standardized.

According to the latest data of China Automobile Industry Association, the production and sales of automobiles in China will exceed180,000 in 20 10, which will surpass the highest level in American history and set a new record in the world. With the deepening of industrialization of automobiles and parts, after consumer electronics, communications and computers, the world's largest automobile market will be warmly welcomed by global semiconductor manufacturers. With the popularization of various new technologies, China's automobile and parts industry market will also accelerate its development, and Cocoa will follow the latest foreign measures and create its own road in the future. What is the international automobile industry now?

1, business globalization

In order to reduce costs and occupy the market, many multinational companies of auto parts are developing internationally. European auto parts manufacturers have invested overseas to carry out international production; North American auto parts manufacturers have invested in Europe to expand the eastern European market; Japanese car companies are also constantly establishing their own branch production organizations around the world. Emerging Asian markets are the focus of competition among major auto parts multinational companies, and China is a battleground. According to Bright Lo, an industry invited researcher of China International Economic Development Research Center, almost all the top 20 famous auto parts companies in the world have set up offices or investment holding institutions in Beijing and Shanghai, such as Delphi, Trina and Bosch. At present, Delphi has established 65,438+05 joint ventures in China, producing more than 65,438+000 kinds of auto parts and systems, becoming the most powerful auto parts group in China market.

2, enterprise restructuring reform supply system

The world's major auto companies have reformed their supply systems and implemented global production and global procurement, that is, from purchasing from many auto parts manufacturers to purchasing from a few system suppliers; From single automobile parts procurement to module procurement; From domestic procurement to global procurement. The changes in the procurement system of vehicle manufacturers need the constant adaptation of auto parts manufacturers. Not only do auto parts manufacturers need to strengthen their own strength, improve product development ability and realize system development and supply, but also require them to shorten the development cycle and provide high-quality and low-cost products. This change has promoted the process of merger and reorganization of auto parts industries around the world.

3. The higher the market concentration, the more developed the supply chain.

The market concentration is higher, automobile factories tend to be modular and systematic, and the cooperation between suppliers is closer, which makes the global automobile parts supplier system gradually evolve into a pagoda structure, and the first-class manufacturers are responsible for the management of the whole supply chain, which makes the cooperation between supply chains more standardized. The enterprises developed in this way are top-notch in their respective markets. They occupy 80% of the market and dominate the high-end market. The boss of a parts company said: "With the rapid growth of automobile production and sales, parts companies have encountered a golden opportunity. If they don't catch this express train, they will fall behind and be eliminated. "

4. Technological progress and stronger R&D strength.

Major auto parts manufacturers apply aerospace, aviation and electronic technologies to auto parts and assemblies, and safety technology, electronic technology, energy-saving technology and environmental protection technology are widely used in automobiles. Especially the new technology represented by electronic information technology is not only widely used in automobile products, but also extended to development, design, trial production, production and management. It is not only suitable for single automobile parts, but also suitable for system assembly.

United Automotive Electronics Company is a joint venture. They established three R&D centers in China in one breath. Through continuous practice, exploration and improvement, their R&D strength has been greatly enhanced, making the time for developing new projects shorter. In the company's view, "the market is changing rapidly, and customers are demanding more and more time. With the strength of R&D, being close to users will win. "

The establishment of R&D center in parts enterprises can "quickly" meet the urgent needs of the market and develop products quickly; Can be "accurate", close to the market and realize "localization"; Can be "new" and apply more new technologies to production, which not only ensures the quality but also reduces the cost. In fact, some new technologies are dominated by parts companies.

5. Electric vehicles usher in development opportunities.

Because there is no pollution, electric vehicles have received strong support from governments all over the world. 20 1 1 will the electric vehicle market take off? Can automotive electronics manufacturers benefit from it? HerveBranquart of Anson Semiconductor said that under the influence of the government incentive plan and the success of Toyota Prius hybrid car in the market, more and more original equipment manufacturers have released motor-based car models. However, the semiconductor market is not ready for this automotive technology, and most of the components developed for this first automobile come from existing products used in industrial or commercial applications.

"We feel that before 20 18 and 2020, the number of cars produced in this market will not be higher than 5% every year. The main reason is that automobile and diesel engine manufacturers actively respond and constantly improve product performance. However, EV/HEV still needs to make efforts in introducing start-stop technology, obtaining reliable and producible lithium-ion battery technology and global business model of battery maintenance. The industry is still studying various models, but the standards have yet to be introduced. " He added. "By 2020, the market share of 5% multiplied by the composition of semiconductor products is five times, which is equivalent to one-fifth of the overall semiconductor market, so this is by no means a small market for our semiconductor company."

Freescale's MarcOsajda also believes that after 20 15, hybrid vehicles and pure electric vehicles will develop rapidly. He believes that by 2020, the total number of electric vehicles will account for 8% to 10% of the global total. "However, Freescale has been involved in the research of electric vehicles for a long time. We have developed power MOSFET devices, MCU and SoC devices for electric vehicles, which help to extend battery life. " He added.

Ding Jie of Fujitsu has long said that Fujitsu is very optimistic about the development opportunities of pure electric vehicles in China, and will assist relevant electronics manufacturers and automobile manufacturers in China to develop a series of solutions based on battery management systems, motor controllers, electric vehicle graphic instruments and so on. In these schemes, the core control devices mainly used are battery control units of MB9 1F467BA and MB96F3 15, motor control MCU of MB9 1F267NA, graphic instrument control SC of MB86R0 1GDC, etc.

Lingilt believes that the market of electric vehicles and hybrid vehicles will continue to heat up, and lingilt pays attention to the technology in the field of electric vehicle power management.

Wu of Atmel said that in the field of electric vehicles and hybrid vehicles, Atmel mainly provides the next generation motor drive system based on its ultra-low power MCU. In addition, Atmel also developed the second generation lithium battery management system.

Infineon is undoubtedly the most hardcore supplier supporting electric vehicles, and its goal is to become the first supplier in the field of electric vehicles. "Infineon has great advantages in entering the field of electric vehicles. A big difference between electric vehicles and traditional vehicles is that they are built on a set of high-voltage systems, and we have always occupied a leading position in the field of high-power devices. " MarkMunzer, director of the electric drive product line of Infineon Automotive Electronics Division, stressed, "In addition, we are also the largest supplier of automotive semiconductor devices in the world, so we can just combine our two specialties and apply them to electric vehicles, and we can provide the best electric vehicle solutions."

6. Safe fuel consumption has become a key consumption index.

In 2009, China's automobile market was the largest in the world, but automobile electronics manufacturers did not benefit from it. "If we explore the composition of semiconductor products used in each car, you can find that the average semiconductor composition of each car in traditional automobile markets such as North America, Europe, Japan and South Korea is twice that of China cars." HerveBranquart, marketing director of automotive solutions of Anson Semiconductor, pointed out that "one of the reasons for the low semiconductor content in China's automobiles is that local automobile manufacturers and global OEM brands aim at the low-end automotive market with less electronic functions, so as to meet the ultimate target price expected by customers."

Ding Jie, manager of Fujitsu Semiconductor Automotive Electronics Department, also pointed out, "We think there are two main reasons for this result. First, the range of products that China automotive electronics manufacturers can provide is not wide enough, and most of them are concentrated in some fields such as car audio, instruments, anti-theft, body control, etc., but it is still difficult to involve in the core areas such as car chassis safety and power system. Second, the price competition is too fierce, which leads to high cost pressure and thin profits. "

However, this factor has quietly changed this year. The data shows that the total sales of 20 10 overseas cars surpassed local brands for the first time, which means that consumers no longer take price as the only measure. According to a survey conducted by Beijing Yipai Consulting Company, consumers in China pay attention to the factors of car purchase in the following order: brand, safety, fuel consumption, actual price,

Appearance, etc. This is undoubtedly good for automotive electronics manufacturers. When price is no longer the first consideration, it means that consumers are willing to spend more money to improve the safety and energy efficiency of automobiles, so automotive semiconductor suppliers are optimistic about the opportunities in this market. Ding Jie has long said that Fujitsu Semiconductor has helped China automobile electronics manufacturers to gradually enter the core supporting fields such as automobile chassis safety and power system by providing reference design schemes, and the key market applications are motor control, electronic power steering system, night vision system and wire control.

Faced with this development trend, Shen Weiming, general manager of Tyco Electronic Automobile Division in China, believes that the hot topic of 20 1 1 will continue last year's green, safe, comfortable and efficient, and all major OEMs expect to get immediate solutions from secondary suppliers to meet their rapid development needs. Therefore, if secondary suppliers are not fully prepared for the future, it will be difficult for them to come up with products and solutions that customers need immediately and miss development opportunities. He pointed out that the new 050 series terminal connection system developed by Tyco Electronics has made great technical improvements in miniaturization and lightweight, which can meet the demand of cost control in the whole automobile industry.

HerveBranquart said that Anson will help customers develop energy-saving solutions to reduce emissions, improve fuel economy, and enhance lighting, safety and connection with infotainment power supply systems.

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