IN automotive industry the following sub-sectors are distinguished: cars, trucks, buses. Each of these segments develops according to its own scenario and has its own prospects. The high quality, safety, capacity and comfort of a car depend not only on the balance of its power, efficiency and inner space but also on the conditions of its operation. In Russia, with an increase in the car park annually by 7-10%, and the length of roads - only tenths of a percent, the road infrastructure with far-fetched restrictions and primitive information support creates stress, low discipline of drivers and an increase in the number of accidents with death of people.
A symptom of understanding the problem was the adoption of the Federal Law "On highways and road activities", which recognized the road as an object intended on an equal footing with a wheel and a caterpillar for movement Vehicle.
This opened the way to innovations, in particular, to the removal of charges from studded tires, which do not “stick” to the road with destructive cavitation, like the tires of modern cars, in which this effect is greatly enhanced in winter by anti-icing agent and sand. One can only sympathize with the scientists who did not see the solution of the riddle in anti-cavitation, including rubble-mastic, materials, as well as in maintaining the cleanliness of roads.
Unlike the aerospace industry, which is focused on advanced breakthrough technologies, the principal cause of the crisis in the automotive industry is the lack of a modern scientific and technological base necessary to solve complex production and operational problems.
Having chosen the assembly of foreign cars as a strategic priority on the recommendations of foreign advisers, accountants from the Ministry of Economic Development and Trade and the Ministry of Industry and Energy put an end to the domestic auto industry, which, moreover, was left without state support for the necessary research and development. After all, a qualitative breakthrough in the global auto industry is stimulated by R&D, the share of financing of which in foreign companies ranges from 3 to 5.5% of their profits.
Honda Motors Co., BMW Group, Renault SA spend the most money for these purposes.
Industrial assembly in Russia is forcing foreign automakers to return to yesterday's technologies, since we do not provide the production of electronics and other high-tech components for their cars.
According to the Ministry of Industry and Energy, only a few domestic plants today comply with American, European and Asian quality standards, where the main thing is the organization of continuous technological control at all stages of the product life cycle (CALS / PLM - Continuous Acquisition and Life-Circle Support and Product Life-Circle Management) , and not an output spot check of the functioning of serial products.
All over the world, the main difficulty in the transition to new quality standards was associated with the psychological factors of production and training of specialists. Japan's "economic miracle" grew out of quality control workers' circles that focused on improving technology, a key element in the organization of production. Americans have spent years learning and implementing Toyota's lean and just-in-time principles, which have provided product line flexibility with flexible workforce use.
On the quality of requirements for personnel Volkswagen plant in the Kaluga region says the opening of a new faculty at MSTU. Bauman and training center for the training of specialists in working professions. For the same reason, it has become fundamentally important for Ford in Russia not to hire people with experience in Russian automakers, since it is easier to teach new ones than to retrain experienced workers.” The question is, is it possible to eliminate a long-term technological failure without mobilizing the intellectual potential? For example, if the "Concept for the development of the automotive industry in Russia until 2010" provides for a phased transition to Euro-4 by 2008-2010, then in Europe this standard has been in force since 2005, and the quality of gasoline, even in the Moscow region, is far from domestic GOSTs . The introduction of Euro-1, 2, 3, 4, etc., the tightening of emissions cleanliness means not only the transition to alternative fuels, but also the creation of high technologies in the energy and engine building.
The rapid rise in gasoline prices and fierce competition can undermine the financial condition of even the leading enterprises in the auto industry, including the largest automobile concern General Motors Corp. Already now in Japan they are producing cars with hybrid electric-gasoline engines, which have become competitors of economical diesel and future solid polymer fuel cell engines.
hub of domestic car problems serves as AvtoVAZ, the leader of the domestic auto industry, generated by FIAT. Having rapidly lost competitiveness without technological support, it is late with new models that are hopelessly outdated by the time they appear. Without fierce competition, production costs do not decrease, and assembly speed does not increase.
AvtoVAZ is trying to find a strategic partner that will improve the financial and production position of the enterprise. The history of its creation leads to Fiat, which is able to revive Italian engineering, development, production or supply of car components at AvtoVAZ. It is the priority of component technologies, which in the same USA create up to 50% of the added value of a car, and ensure, mainly, its quality. Therefore, the resuscitation of production at the expense of administrative and command resources that are not sensitive to new technologies turned out to be an impossible task for the current AvtoVAZ managers.
The goals of technological development require not only billions of dollars in costs, but also competent management efforts. An example here is China, where over the past five years the annual increase in the production of motor vehicles has exceeded an average of 1 million units. At minimum prices, in terms of comfort and equipment, Chinese cars can already compete with Western models, yielding, however, to world manufacturers in quality. The Chinese expect to overcome this shortcoming by building up their technological base, where joint ventures deeply integrated with global companies play a decisive role.
This approach allowed China to avoid inefficient direct copying modern models and reproduce the stages of their creation, taking into account the experience and development trends of the global automotive industry. The result was the "end-means" matrix - a tool for streamlining applied scientific knowledge. In the cells of the matrix, this knowledge is transformed into a new product - a technology that is kept by each state like the apple of an eye. This method, called the "planning-programming-budgeting" system, was introduced in the 50s of the last century in the United States.
Cave legislation forces the Russian Themis to pursue the mutually beneficial transfer of applied information abroad, allegedly containing dual-use technologies. More on the ear legal action on the transfer to Korea of scientific data on the profiling of metals without loss of strength, obtained at the Ufa Research Institute for the Problems of Superplasticity of Metals and materialized in the technology of manufacturing cast automobile disks. Logically judiciary it is also required to prohibit the exchange of fundamental data, which will finally stop science in the domestic auto industry. Meanwhile, the absence of a legislative definition of the concept of "technology" not only prevents the rise of the automotive industry in our country, but also contributes to the manufacture of counterfeit products of the Russian defense industry in foreign countries.
Appreciating the competitiveness of domestic applied science, foreign aerospace and automotive corporations are creating scientific and technical centers in Russia. In particular, General Motors receives scientific data on structural materials, light alloys, catalysts, hydrogen storage systems and engine control electronics on a competitive basis.
Henry Ford once said, “A business must make a profit or it will die. But if you do business with the sole purpose of making a profit, it will also die sooner or later, having lost the reasons for its existence. A century later, this statement was embodied in the CALS / PLM strategy.
However, in our country, having forgotten about the struggle for the consumer, without adding quality, we brought our car closer in value to foreign cars. Therefore, the domestic auto industry loses in the competition, which requires maximum sales and minimum prices, stimulating the expansion of the market for new cars. Currently, the rate of disposal of old cars in Russia is extremely low and amounts to 3% per year, the average age cars Lada- 12.3 years, other domestic cars - 16.2 years, with a growing demand for used cars. Foreign automakers are pushing Russian ones in terms of loan offers, dealer and after-sales services, considering investment in the consumer as an important source of their profits.
Recycling of junk today is associated with the transfer of the global automotive industry of its obsolete assembly production to third world countries and Russia, which also imports a large number of used cars.
Global technological progress, involving billions of people in the economy, is both a consequence and a reason for the development of the automotive industry, the most important segment of the market for high-tech products. Refusal of a full-scale resuscitation of the domestic auto industry means technological stagnation of priority industries that determine the country's economic independence and defense capability. Therefore, measures are needed to support the market of domestic auto products and its development.
If you look today at how the automotive industry developed in the middle and even the end of the last century, you can notice significant differences with the current policy of automakers. Great competition, high customer requirements, tightening environmental standards and the desire to reduce the cost of developing new models create certain conditions for the existence and development of global brands. Let's try to figure out what are the main trends inherent in a modern car manufacturer, what awaits us in the near future and what factors determine the direction of development of car companies.
Construction of factories in other countries
In the last 15-20 years, it has become almost a tradition for automakers to establish production popular models in another country or even on another continent. This is done for economic reasons. Why grow potatoes in Lida and then bring them to sell in Molodechno, when you can buy a vegetable garden near Molodechno and grow them there? And if in Molodechno there is cheaper labor and a high tax on products imported from other regions, then there is no doubt about the profitability of transferring the production of goods “closer to the buyer”.
Thus, the Koreans today produce their Kia Ceed, Kia Sportage and Hyundai ix35 in Slovakia (Zilina). These models are very popular in Europe, so they are "grown" in the very center of the Old World.
Volkswagen today has assembly plants in 15 countries around the world. In the past few years, the leaders of the largest auto concerns have directed significant funds to build a large number of factories in China, since the Chinese market is currently the fastest growing and not a single brand wants to miss the opportunity to get their piece of the “Chinese pie”.
More than 70% of SUVs produced worldwide leave the assembly line in the United States, since North America is the main market for this segment. Three out of five off-road BMWs and Mercedes are bought by new residents of America, which is why their production has been established there.
Similar design models from different manufacturers
Surely many of our readers have noticed that recently there are fewer and fewer bright, eye-catching models. Faceless cars are not only due to the fact that "there is nothing else to think of." The similarity of exteriors (and interiors too) of cars from different companies is the result of the transition of designers from one company to another. So, the former designer of the Italian Alfa Romeo, Andreas Zapatinas, moved to Subaru in 2002 and became the founder of a new style, which was first applied to the B9 Tribeca SUV. Look at the back of the car: aren't those narrow taillights and side stampings we've seen on Alfa Romeo station wagons?
The design of the Subaru B9 Tribeca was developed by a former Alfa Romeo employee, which can be clearly seen from the rear lighting and the side of the SUV.
Some manufacturers specifically make their models look like others. This is especially true for Asian cars (not only Chinese) business and executive classes. For example, the prestigious Hyundai Genesis sedan immediately resembles three (and different in design) representatives of the F segment - BMW 7-Series, Mercedes S-Class and Lexus LS. Interestingly, this practice has had fairly successful results: buyers like their car to look like a more expensive car. Most wanted such copies are used in developing countries.
Hyundai Genesis resembles several models of Mercedes, BMW and Lexus at once
A large number of co-platformers in one company
In order to expand the range as much as possible, while spending minimum funds, manufacturers create universal platforms, on which almost half of the model range is then based. For comparison: on the chassis of the Volkswagen Golf II, only two models were created within the company (Golf and Jetta), and eight different modifications of Volkswagen were simultaneously produced on the basis of the fifth Golf.
If earlier, when creating a new generation of a particular model, the manufacturer always created a new platform, today one chassis can serve two or even three generations of a car. A vivid example of this is the latest Passat, which is structurally almost the same as the B6. Ten years ago, this would have been called an ordinary restyling, but Volkswagen marketers confidently prove that it was released completely new model. Well, let's not argue with marketers. Yourself is more expensive.
When creating a new Volkswagen Passat the Germans used the old platform. The design of the novelty also echoes the B6
One platform for multiple manufacturers
Today, often several manufacturers jointly create a platform and then build their own models on it. This is quite profitable, since creating a new chassis alone is quite an expensive pleasure that not every brand can afford. Moreover, such solutions find a place not only within large concerns, but also among manufacturers belonging to various auto giants.
These three hatchbacks are built on a platform jointly developed by PSA and Toyota.
In 2006, a trinity of A-class entered the European market - Peugeot 107, Citroen C1 and Toyota Aygo. Three hatchbacks were built on a platform that was created by engineers from two concerns (PSA and Toyota Motors). Of course, universal bases for cars are also widely used within companies: the number of cars built on the Volkswagen Golf V chassis is amazing.
The Renault-Nissan Alliance also uses a universal platform for a large number of models. Moreover, cars built on the B platform belong to different classes.
The Renault-Nissan concern also has a “chassis for all occasions”, which is called the B platform. Nissan Micra, Nissan Cube, Nissan Note, Nissan Juke, Renault Clio, Renault Modus, Renault Twingo, Dacia Logan, Dacia Sandero and others are built on this platform. This trend may lead to the fact that one day the world's automotive manufacturers will have several "common" platforms on which the vast majority of manufactured cars will be built.
Improving the efficiency and environmental friendliness of engines
Every year, environmental standards for engines are tightened around the world. internal combustion. In 1992, the Euro 1 standard was introduced in the European Union, regulating the content of harmful substances V exhaust gases cars and trucks. Today, the Euro 5 standard operates in the EU. It is planned that a new one will be introduced in 2015 allowable level engine toxicity - Euro 6.
Toyota Prius is the most popular hybrid in the world. The second generation of the car is currently being produced.
In addition, customers today do not want to fill up 15 liters of fuel per 100 kilometers, so they prefer more economical cars. Thus, passenger car companies are forced to look for solutions to increase engine power and increase dynamic characteristics, while reducing the working volume of power units.
The standard methods are the installation of a turbine (which negatively affects the life of the motor), the optimal tuning of the engine and the reduction in the weight of the car. A more complex (and expensive), but more promising solution that improves the efficiency and environmental friendliness of cars is the creation of hybrid power plants and electric vehicles. The latter are still at the nascent stage, and today you will not surprise anyone with hybrids. There is not one left in the world a major auto concern, which does not have developments of such power plants in its portfolio.
Striving for one-size-fits-all
At the end of the last century, the sedan was the most popular body type worldwide. Everyone loved three-volume cars: Europeans, Americans, and Asians. Today, when the number of cars in big cities is steadily growing, more and more buyers are paying attention to compact models. Double and monocab cars flooded the European and Asian market and are slowly but surely filling the North American market.
Every year the number of one- and two-volume cars around the world is growing.
The third volume today has practically disappeared from the European models of small and small middle classes. Sedans remained only among cars of large classes, the popularity of which is decreasing every year.
Improving the safety of compact cars
With the increase in the number of compact hatchbacks on the roads, the requirements for the safety of cars began to increase. It's no secret that the larger the car, the (theoretically) safer for the driver and passengers. Recently, automakers are beginning to break this stereotype: A- and B-class cars are becoming safer. For example, compact models such as the Audi A1, Opel Meriva, Kia Ceed, Kia Soul and Toyota Verso receive the committee's highest rating. Euro NCAP according to the results of a series of crash tests. And the two-seater Toyota iQ received five stars for active safety.
Audi A1 receives five stars in Euro NCAP crash test results
A modern B-class car is an order of magnitude safer than most business-class sedans of the mid-1990s. A significant number of active and passive safety present in basic equipment many modern hatchbacks.
Resizing cars
A large number of options, security systems, the desire to increase the interior space in the cabin lead to an increase in the dimensions of compact cars. From generation to generation, almost all models are added in length and width. Today's small class cars are already larger than most golf class cars of the early 1990s.
New cars are getting wider, longer and often lower than their predecessors.
This trend is less true for business and executive class sedans. Machines in this segment often become shorter than their predecessors (for example, latest generation Audi A6 or penultimate Mercedes S-Class).
Interestingly, when the B segment "grew" from its original size, class A models began to appear. Now they begin to "grow up", which leads to the emergence of new, even more compact models.
Lack of clear boundaries between segments
Previously, there were no problems with the classification and determination of the body type for passenger cars. The body shapes were simple, and it was easy to determine from them whether it was a hatchback or a station wagon. Manufacturers did not excel in creating interclass models. But it just couldn't go on like this forever.
Customer requirements and intense competition have given rise to a large number of interclass cars. Seven-seater compact vans on a golf-class chassis; hatchbacks with increased capacity, based on segment B models; urban compact SUVs; off-road compact vans; small off-road hatchbacks; four-door coupe; three-door station wagons… The list is endless.
As soon as they don't call Porsche Panamera. And a sedan, and a hatchback, and a liftback ... The manufacturer is sure that it is correct to call it a four-door coupe
For getting good example blurring the boundaries between individual segments, let's look at the Volkswagen lineup. Based on the Golf hatchback, a whole family of related cars has been created, some of which are difficult to attribute to one class or another: Jetta, golf plus, Touran, Cross Golf, Eos, Cross Touran. Or let's try to classify our popular Ford Fusion, built on the previous generation Fiesta chassis. The car can be simultaneously attributed to both microvans and compact SUVs.
The European Ford Fusion is not easy to accurately classify. Some experts classify it as a microvan segment, others as a compact SUV.
But not only the body type, trunk volume and ground clearance can confuse us in determining the segment to which the model belongs. There are also famous automotive marketers who are trying to impose their views on the consumer (i.e. us). A sedan without window frames and with a 2 + 2 seating formula is now called a “four-door coupe” (I wonder if marketers refer to the body type or segment as such?). middle class sedan rich equipment often referred to as a business class car (Skoda Superb, for example). Any high hatchback (as an example - Kia Venga) the manufacturer is trying to position as a microvan. And most importantly, everyone follows the lead of car companies, and today no one will call the Mercedes CLS a sedan.
The first Volkswagen Golf was produced for nine years. The sixth golf will "live" on the conveyor half as much
It often happens that the car does not have time to go on sale, as the manufacturer decides to update it. Restylings are also a marketing ploy of companies. Rarely, an update brings major changes to the technical stuffing of the car or its design. As a rule, the purpose of restyling is to attract the attention of the market to a car that has been on sale for several years.
Restyling a few years after the start of production today has become commonplace. In two weeks the French will show updated family Peugeot 308
One way or another, car updates are happening more and more often. Every one and a half to two years, manufacturers try to refresh the appearance of their models, add a couple of new options, or change the pattern of rims.
In the modern development of the passenger car industry, both positive and negative points can be noted. Cars are becoming more comfortable, safer and more versatile. Manufacturers go out of their way to please the most demanding customer in any automotive segment. Competition prevents producers from raising prices. But at the same time modern cars most manufacturers have really become faceless. Many models are similar to each other and do not carry the individuality that was present in the cars in the past.
Every year, scientists, engineers, designers, and just enthusiasts create incredible things for cars and everything connected with them. So, in the new review, the latest, one might say March, trends were collected, which, with a high degree of probability, will capture the automotive market this year and they (trends) will begin their triumphal procession right now.
1. Motorhomes
The development of modern technologies and the spread of innovative materials have made possible a new round of development of such things as mobile homes. Especially popular are compact survival trailers that can bring maximum convenience and comfort with minimal vehicle load. The TAXA "TigerMoth" Trailer has become a prominent representative of recent times in this area. Despite its small size, it has everything you need from the kitchen to the bedroom.
2. Omnidirectional helmets
Modern technologies are pushing the entertainment industry forward at an incredible pace. The development of photo and video technology, as well as the development of virtual reality technologies, made it possible to create fundamentally new helmets for motorcyclists. Key Feature new products was an enlarged field of view and the ability to record 360 video, without focusing on a specific point. One such helmet is the "Real720Helmet".
3. Widespread use of LED
LED lighting is gaining more and more popularity. Already today, LED technology is literally at every step. The automotive market was no exception. Citroen company presented several conceptual models with widespread use of this technology. Of course, far from LED is not the main feature of these cars, but nevertheless, this trend deserves attention.
4. Intelligent accessories
There is nothing surprising in the fact that in the 21st century, it is "smart" gadgets and accessories that are incredibly widespread. Nowadays, even vioregistrators are becoming "smart" and, moreover, they are acquiring additional functionality. The brightest representative of such devices that have entered the market recently is "Dride". The most important thing is that this contraption can actually make driving safer.
5. "Immortal" wheels
Modern technologies and innovative materials make it possible to create more and more incredible things, including fundamentally new wheels for cars. One of these are the conceptual "Green Hive". Main Feature wheels is their versatility. In theory, these can be installed on any car, after which tires of any size can be put on the wheels, thereby making the wheel smaller or larger. Finally, wheels based on this technology will be very easy to repair.
6. Simulators
In the last two or three years, IT companies have taken an impressive step in the design and creation of VR technologies. For the first time in a long time, it became really clear that this direction has a future. Automakers have already become interested in the technology, in particular Mercedes, which presented its own virtual simulator that allows you to be behind the wheel of the most different cars. It is proposed to use this both for entertainment and for education.
7. Compact motorcycles
In the last 5 years, a real rethinking of what a motorcycle has begun. Every year there are more and more curious concept motorcycles. Not every one of them will break through to the market, but in reality it is only important that these samples allow you to promote new materials and technologies. One of the most interesting concepts of recent times was the Nazo motorcycle.
8. Environmentally friendly transport
Skeptics even today do not believe that very soon environmentally friendly transport can become widespread. This photo, for example, shows the eco-friendly Catamaran Dream, which is powered entirely by succulent batteries. Not so long ago, such a mode of transport could not exist. Knowing this, is it so hard to believe in the "capture" of all the roads of the world by electric vehicles.
9. Flying cars
In fact, the first attempts to create an individual urban flying transport were made in the middle of the 20th century. Today, with the development of technology, the demand for "flying cars" has risen again. In many ways, this is facilitated by the development of electric motors and stowaways. For example, the Sky2Go aircraft was designed specifically to transport people by air over short distances.
In continuation of the topic, a story about from the very beginning.
Introduction p.2
Branches of mechanical engineering and their development in Russia p.4
The current state of the industry in Russia p.9
Prospects for the development of the industry p.12
Features of the development of mechanical engineering in the world p.15
The largest representatives of the industry p.16
Conclusion p.17
List of used literature p.18
Introduction
Mechanical engineering ranks first among all industries in the world both in terms of the cost of production (35%) and the number of employees (more than 80 million people). In countries with developed economies, the products of this industry account for 32-38% of the cost of industrial production, with economies in transition - 20-25%, in newly industrialized countries - 15-25%. In the sectoral structure of mechanical engineering, general, transport, and electrical engineering are distinguished. Each of the divisions now accounts for about a third of machine-building production. IN last years electronics is growing at a faster pace, moderate growth is typical for general mechanical engineering, and gradually decreasing indicators for transport engineering.
Placed engineering is very uneven. There are four main machine-building regions of the world:
1) North America 30% of manufactured products - computers, aircraft, rocket and space technology, weapons;
2) the region of Western, Central and of Eastern Europe without Russia (about 30% of production);
3) a region covering the countries of East and Southeast Asia (about 25% of products - ships, cars, consumer electronics)
4) Russia, Transcaucasia and Central Asia (military and agricultural equipment, metal-intensive machine tools and power equipment).
In most developing countries, and in some regions of the world, mechanical engineering is either completely absent or represented by small enterprises. However, some of these states (India, Brazil, Argentina) have a relatively developed mechanical engineering.
The main producers of consumer electronics, along with Japan, are China (35 million TV sets annually - the first place in the world) and South Korea. Developed countries are curtailing the production of consumer electronics and products of low and medium complexity, turning into its largest importers from the new industrial states.
These trends in the territorial structure of the engineering industry have led to the rapid growth of international trade in the industry's products. Machines and equipment account for 37% of its total volume. The leaders in terms of engineering products are Japan (64%), the USA and Germany (48% each).
The relevance of this semester work does not raise any questions, since the development of this industry is one of the most important foundations of any state.
My main goal is to consider and analyze not the entire world engineering industry as a whole, but specifically the features of the development of the automotive industry in Russia and the world (which is part of the medium engineering industry).
Automotive industry
The automotive industry (automobile industry) is an industry that manufactures trackless vehicles (cars), mainly with internal combustion engines (ICE).
Partially includes sub-sectors:
- engine building;
- production of components;
- production technological equipment(machine tool building and robot building);
In the automotive industry, the share of capital expenditures is high, as well as expenditures on labor force, although her qualifications are not as important as, for example, in the aircraft industry or the energy industry.
From its inception at the end of the 19th century, the automotive industry has been a major consumer of ferrous metallurgy products - cold-rolled sheets, iron and steel castings; non-ferrous metallurgy - production of radiators, carburetors, fittings; chemical industry - rubber (primarily tires) and plastic products, dyes; electrical - ignition systems, batteries, generators, starters, electrical wiring, lighting systems; glass industry.
It was in the automotive industry that since the mid-1910s, the assembly line system implemented by Henry Ford, the founder of the automobile company of the same name, has become most widespread.
An important factor is the fact that the automotive industry provides a high percentage of employment of the working population in every country where cars are manufactured and (or) sold. Automotive manufacturing countries also provide jobs to countries with which they have signed cooperation agreements. In addition, more a large percentage able-bodied population is employed in related industries that provide the automotive industry. In the USA, for example, in the automotive industry, as well as in related industries, in motor vehicles and in road sector 12.5 million people are employed, i.е. every sixth working in the industry. In the context of globalization and fierce competition, rising spending on research and development and a slowdown in sales growth in traditional markets of developed countries, it has become impossible for most automakers to remain completely independent. With the world's major markets stagnating, developing countries, primarily China, Korea, India and Mexico, are coming to the fore. A moderate increase in global production of the global automotive industry is predicted precisely due to emerging markets. With the growth of consumer requirements and the need to preserve the traditional share of domestic and overseas market, as well as ensuring the growth of the efficiency of production of modern competitive automotive equipment, it becomes necessary to integrate domestic auto enterprises into the global auto production system. In solving this problem, a special place is occupied by the formation of conditions for the effective use of foreign direct investment as an impetus for the development of our own competitive automotive production.
Every year, 70 million cars and trucks are produced in the world, the industry provides jobs for millions of people.
The industry's products account for half of the world's oil consumption, half of the world's rubber production, 25% of glass production and 15% of steel. Not surprisingly, the automotive industry provides 10% of GDP in developed countries. Securities of companies in the industry practically do not circulate on the stock market. In general, the automotive industry is entering a period of decline, despite its high social importance and political influence. The automotive industry in the economy is currently the leading branch of engineering. There are reasons for this:
firstly, every day people need more and more cars to solve various economic problems;
secondly, this industry is knowledge-intensive and high-tech. It "pulls" many other industries with it, the enterprises of which carry out its numerous orders. Innovations introduced in the automotive industry inevitably force these industries to improve their production as well. Due to the fact that there are a lot of such industries, as a result, there is a rise in the entire industry, and, consequently, the economy as a whole;
thirdly, the automotive industry in all developed countries is one of the most profitable sectors of the national economy, as it contributes to an increase in trade and brings considerable income to the state treasury through sales, both in the domestic and world markets;
Fourth, the automotive industry is a strategically important industry. The development of this industry makes the country economically strong and therefore more independent. The widespread use of the best examples of automotive technology in the army, no doubt, increases the country's defense power.
All this together brings the automotive industry to one of the leading positions in the global economy.
After 30 years of successful development of the Chinese economy due to the political and economic reforms led by Deng Xiaoping in 1978, China ranks second in the world in terms of nominal GDP (after the United States). Despite the negative impact of the global economic crisis, the size of GDP in 2009 reached 5.2 trillion. USD, which is 8.2% higher than in 2008. Currently, China can be called one of the main engines of the world economy. In the future, the scale of China's economic influence in the world will increase even more as the processes of globalization develop and its further entry into the system of world economic relations. As a result of economic reforms in China, there is a significant increase in production volumes in most sectors of the national economy. The achievements of the PRC in the development of the automobile industry and the automobile market are especially significant.
Modern automotive industry is the leading branch of engineering industry in developed countries, influencing the processes of their economic development. The automotive industry gives impetus to the development of other industries, stimulates employment in the production of automotive equipment and its components. World experience shows that the presence of its own automotive industry is one of the main elements that ensure national security. Automotive production is developing on the basis of the achievements of fundamental and applied science, being an important factor in scientific and technological progress in general.
Trends in the development of the global automotive industry in 2012
The Automotive Outlook 2012, an international study conducted among the leaders of the world's leading automakers, is dedicated to finding solutions to new challenges, developing a strategy for becoming a leader in innovation, as well as their role in a changing value chain over the next five years.
Consumer preferences drive the production of specialized vehicles and the development of appropriate infrastructure solutions, especially in developed markets. Population growth and urbanization are causing significant changes in the automotive industry as a whole.
The study highlights the following trends in the development of the global automotive industry in 2012:
Decisions in the automotive industry in developed markets will be based on an urban planning strategy.
Emphasis on new technologies and an increased focus on security in developed markets will intensify.
The formation of alliances is perceived as a way to overcome the difficulties caused by the changing conditions for the implementation of activities. This is true for both developed and emerging markets.
The problem of overproduction will arise in emerging markets in China and India in the next 5 years.
Survey participants see a solution to the problem of excess production in exports to other markets.
Developed countries are making efforts to address the challenges of changing vehicle requirements.
Developing regions are increasing the demand for a wide range of vehicles from those seeking to increase their mobility.
The majority of respondents speak about new trends:
73% think design vehicles will be developed in accordance with specific goals,
76% say it will depend on city planning.
As the world waits for affordable electric vehicles, which are currently undergoing intensive research and development, respondents noted that "in the future, we need to learn to see the car as a solution to a problem, and not as an acquisition for the sake of acquisition."
Given the emergence of optimization solutions and the importance of fuel efficiency when choosing a vehicle in developed markets, about 80% of respondents believe that hybrid and electric vehicles will provide the lion's share of the growth of any category of transport over the next five years. At the same time, many expect the role of the government to become stronger, as they believe that without appropriate subsidies, electric vehicles will be unaffordable.
Most automakers believe that increasing exports to new markets could help ease the situation, but with many companies setting up assembly plants in new markets, opportunities for future exports may be limited.
“Russia is lagging behind the emerging economies of China and India in terms of building production capacity at the moment,” says Lidia Petrashova, head of KPMG’s automotive sector practice in Russia and the CIS. “If the lag continues, then Russia risks becoming the main market for car exports from China and India, especially as they reach levels of overcapacity Recent government initiatives to encourage local production should help close Russia's gap in this area. Russian conditions also relevant at the moment. This should output Russian manufacturers to other qualitative and quantitative levels of car production in a shorter time and, possibly, will reduce the overall backlog of the industry. The creation of alliances not only of car manufacturers, but also of auto components will be able to increase the competitiveness of Russian production."
Even though most respondents believe that electric vehicles will not be available to the mass market within the next five years, it is very important to invest in this area. Of all available alternative fuel technologies, almost 90% of respondents are planning investments in hybrid systems, energy storage based on battery and hydrogen fuel cell technology over the next five years.
KPMG research provides insights from more than 200 global automakers, suppliers and dealers on the challenges and opportunities in emerging markets over the next five to 10 years related to consumer preferences and technological innovation, as well as new business models , opportunities for growth and improved profitability.
©2015-2019 site
All rights belong to their authors. This site does not claim authorship, but provides free use.
Page creation date: 2017-12-12
Geographically, the automotive industry of the world is concentrated in three main regions - North America, Europe and Asia (here, first of all, we are talking about three countries - China, Japan and South Korea). At the same time, it should be noted that securities automotive corporations are weakly traded on the stock market. Thus, according to Deutsche Bank estimates, the share of the automotive industry in the EU and the US accounts for 1.6% and 0.6% of the capitalization of their total stock markets, respectively. Although about twenty years ago, this figure was at the level of 3.6 and 4%, respectively. Even with powerful companies like Ford dominating the corporate stock market, their debt is increasing at a rapid pace. In Japan, however, automobile corporations are more active participants in the stock market.
The boom in the production of consumer goods more than a hundred years ago was associated precisely with the intensive development of the automotive industry. The latter, having first appeared in France and Germany, has matured in its modern form solely due to the introduction of conveyor assembly by G. Ford. As a result, for a long time, the automotive industry was ahead of other industries in terms of the level of production organization. The industry first encountered accumulated dissatisfaction from buyers in the United States in the 1960s, who considered cars still not safe enough, and as a result of a sharp increase in oil and petroleum products prices as a result of the global energy crisis, this industry for the first time among others felt on state regulation, which consisted mainly in the issue of anti-monopoly policy and the greening of automotive production.
At present, the leading production and marketing technologies are concentrated in the global automotive industry. The most advanced brands of the global economy operate in this industry. No product is characterized by such a degree of circulation on secondary market like for cars. However, in the modern global automotive industry, a lot of problems, the main ones being:
A high degree of fragmentation in the global car market, pushing a slowdown in production growth;
The relative high cost of car production is not for orders, but for a warehouse;
The practice of assembling cars from large units and assemblies that has developed within the framework of detailed specialization leads to the fact that a significant part of the added value is created not by the assembly plant, but by manufacturers of automotive components;
Expected in the medium and long term, a more massive transition to electric vehicles, which, obviously, will significantly reshape the structure of the traditional automotive industry.
In addition to these problems, the development of the global automotive industry is characterized by a number of new determinants trends, indicating the importance of this industry and related industries in the economies of the leading countries of the world.
The automotive industry in developing countries has shown phenomenal growth over the past 10–15 years, driven by liberalization, economic growth in general and rising demand for cars in particular, as well as active government policies to stimulate and attract foreign direct investment in this segment of the economy.
These growth rates were particularly high in China, India and Thailand (Figure 1.1).
Rice. 1.1. Average annual growth rates of car production for 1997-2013 in leading developing countries
In developing countries, two groups can be distinguished according to the level of development of the automotive industry. One group includes South Korea, Brazil, China and India, the other includes Thailand, Mexico, Malaysia and Indonesia. Both groups represent countries with "belated" industrialization. However, there is one significant difference between them. The second group of countries develops the national automobile industry mainly to limit the outflow of foreign currency and meet domestic demand. These countries do not claim leadership in world car production, at least in the short term. In contrast, the countries of the first group have created impressive production capacity for the production of cars and steel (like South Korea) or have good opportunities become leading players in the global automotive market. The real size and potential of the market, as well as high rates of economic growth, make it possible to call these countries not "emerging markets", but "emerging automotive centers".
The key role in the development of the national automotive industry in developing countries is played by the state and its support in creating the necessary infrastructure, developing national innovation systems, and forming a national and sectoral industrial policy. Other manifestations of government intervention are taxation and attraction of foreign investment, especially in the case of an import substitution strategy. Macroeconomic policy can also constrain or stimulate growth in an industry through financial instruments. Local authorities also play an important role in the development of regional industrial policy, creating conditions for the formation of industrial regions and clusters.
In China, the industrial organization looked like this. Automobile factories were under the direct control of the Ministry of the Automotive Industry. In addition, the vertical of power included provincial ministries and municipalities. The location of enterprises throughout the country at the initial stages of industrialization was subject to political decisions. When the first foreign companies went to Chinese market, they were sent to different regions countries to organize joint ventures with local companies.
Because foreign car companies establishing JVs in China are not always interested in transferring advanced technologies Chinese national companies, and moreover, often seek to completely absorb them, the state has developed a program for the development of the automotive industry, the main features of which are as follows (Table 1.3).
Table 1.3
Key Features of China's Automotive Industry Development Policy
