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According to the information available to the author, the current annual sales volume of the heavy truck market in China is about 650,000 vehicles. If it is produced in large quantities, 800,000 vehicles will not be a problem. In the next 5 years to 10 years, the production and sales volume will exceed 1 million, which will surpass the total sales of Europe and the United States. The market prospect is bright! The formation of China’s logistics system, expressway network, large-scale transportation system, and construction engineering system not only puts forward a higher technological level for China’s highway logistics and infrastructure projects, but also for heavy trucks in terms of emissions, safety, and energy conservation. Claim. Therefore, today's consumption in China's heavy truck market is no longer a transportation vehicle in the sense of highways in China in the last century.
It is well known in the industry that in the field of heavy trucks, the profits of the upstream and downstream industries are much greater than the production of heavy trucks themselves. Unlike self-owned brand cars, China’s commercial vehicle’s dominant model—heavy truck self-developed capacity is extremely weak. Most of the upgrading of any product technology depends on foreign parties. In particular, in some key technologies, such as engines, automatic transmissions (AT, AMT), axles, etc., China does not fully master the core technology. When relying on foreign technology assistance in product R&D, it is necessary to go “market-for-technologyâ€. "The joint venture road. It is not like people understand it - it is an independent national independent brand. It seems that there is little dependence on foreign foreign technology. On the contrary, however, the dependence on foreign technology in heavy trucks is greater than that of cars. In the field of heavy trucks, there have not yet appeared such vehicles as Chery and Geely's true national brands. Not long ago, China National Heavy Duty Truck and Germany's Mann’s joint venture project of “market for technology†was established, which further pushed China’s heavy truck industry to the declining edge of market “colonizationâ€. In the future, more heavy truck companies will follow suit. At that time, the Chinese heavy truck market will be swallowed up by the modern version of the "eight-nation coalition forces." There is danger of the destruction of the whole army. The situation is very serious! This must have caused great concern to the people of the country!
Despite the reform and opening up and the accession to the WTO, joint ventures in China's heavy truck sector have blossomed all over the country, but the core technology is still in the hands of foreign parties. From the current situation, the Chinese side of the joint venture company does not seem to be motivated by independent innovation. At the same time as the Chinese market was embezzled, the key technology is still owned by the foreign company mercilessly, and the brand also belongs to the foreign party, which is even more infuriating. It is the Chinese that has little or no discourse. In the negotiation process, they often make concessions and concessions. From procurement of equipment, development of technical funds, deployment of human resources, production and sales processes, etc., they can only be left to the outside world.
In this regard, the Chinese people often torture the Chinese auto industry: The Chinese can create the "two bombs and one star", lunar exploration satellites, manned spacecraft, large aircrafts, aircraft carriers, artificial stem cells, human genetic maps, and so on. The world's most advanced and front-line Science and technology, but it is impossible to create first-class cars, first-class automotive engines, transmissions and so on.
Now China's heavy trucks, especially the powertrain market, bring together a number of international auto giants such as Germany, Italy, Sweden, the United States, Japan, and other joint ventures in China. Today, when foreign heavy truck companies penetrate the Chinese market in an all-round way, they also quickly penetrate into all aspects of China's truck manufacturing industry with the step-by-step upgrade of China's automobile emission standards. The core of the first-class and most typical technical routes are monopolized and controlled by foreign capitals. China Technicians are often rejected and cannot be fingered.
In the long run, if this situation continues in the long run, it will not only be detrimental to China’s social development, it will not be beneficial to the development of China’s auto industry, and even more serious will bring great harm to China’s national defense. The missiles of mobile ballistic missiles and satellites launched by our military are all transported by heavy trucks. Once offshore technology is used in its electronic settings, the consequences are unimaginable! Perhaps a war without gun smoke has been brewing in the automotive industry.
At the time of China’s accession to the WTO, due to the fact that the ratio of joint ventures to auto parts was not required, this laid a disastrous fortune for foreign companies to control core technologies today. If the company strives for wholly-owned and controlled powertrains, there is a clear trend in foreign investment holdings. Key technology sources such as engines, transmissions, and axles come from foreign major assembly series, such as Cummins and IWC in the US, Deutz in Germany, Perkins in the UK, VM in Italy, Isuzu and Hino in Japan, Renault in France, and Austria Tyre, Japan's Ericsson and Denso, ASIMCO, Fast, Italy's Fiat Power Technology (FPT) engine, WABCO's "Intelligent Manual Integration (AMT)" and so on.
These multinational companies are mostly controlled by key technologies and key components. For example, the engine EFI system (gasoline engine) is currently controlled by Bosch, Delphi and Siemens. Although United Electronics and Wanyuan Delphi are Chinese-foreign joint ventures, China has no technical right to speak. China's implementation country III, country IV, diesel engine must use common rail EFI or electronically controlled monomer pump, pump nozzle, and these technologies are currently Bosch, Delphi, Japan Denso strict control.
At present, in the international market, Bosch's fuel injection system occupies 80% of the global market share, and the second place is Japan Denso, which has a market share of 12%. About 85% of the commercial vehicle market in China uses diesel engines. The technical upgrade of diesel engines from the State II to the State III emission standards has been greatly improved; most of them require common rail fuel injection or electronically controlled monomer pumps (or pump nozzles), but now This technology is controlled by multinationals such as Bosch, Delphi, Denso, and the price is very expensive, generally 7,000 yuan / set to more than 20,000 yuan / set, the domestic heavy truck companies not only increased cost pressure after the assembly, but also significantly reduced profits.
For example, the sales price of Bosch's high pressure common rail system in foreign countries is only 500 to 600 euros, while the sales price in China is nearly 1,500 euros. The high profits make it embarrassing. At present, Bosch has established Bosch Automotive Diesel Systems Co., Ltd. in China to produce high pressure common rail systems. If the National IV emission standard is fully implemented in the country in the next years, the company’s income and profits will also increase rapidly like snowballs.
At the same time, most components of Bosch's high-pressure common rail system need to be imported from abroad. Many of the import companies of these parts and components are Bosch subsidiaries, and huge profits have thus been transferred abroad. This is not only a huge loss of foreign exchange for the host country, China, but also a huge loss of revenue.
The basic causes of today’s Chinese auto industry’s detrimental and insulting factors in key components and the healthy development of the auto industry are as follows: First, the lack of joint-venture stocks for foreign investment in parts and components of the auto industry development policy; Due to the fact that China has low profits in key components such as powertrains, transmissions and axles, low research and development costs, lack of technical talents, lack of experience in developing new models, lack of databases, lack of core matching experience and data, and thirdly, overseas companies not only Profit from the whole vehicle, and also get a lot of profits on imported parts and technology transfer fees, so the investment in research and development costs is also high (such as: Yuchai to develop new diesel engine by the German FEV company; Hangfa development country III machine Supported by Ricardo, Denso, and TNO Test Center in the Netherlands; FAW Xichai develops Aowei Diesel Engine by AVL). All these require Chinese companies to pay for the Chinese auto parts giants. .
If the "market for technology" situation cannot be completely resolved, China will always be a modern version of the "colonial" in the heavy truck market. The decades-long development experience of China's auto industry shows that the market-for-technical view is wrong, and even proves to be a complete failure in practice. If China’s national autonomous auto industry wants to truly occupy a place in the world, it must rely on independent research and development, just like Chery and Geely. This is because no transnational giant will give his unconditional, state-of-the-art technology, invested heavily in decades of research and development, to China. 