Not long ago, the State Council’s anti-monopoly committee’s legislative plan and work arrangements, the Development and Reform Commission and relevant departments studied and drafted the “Anti-Monopoly Guideline for the Automobile Industry (Draft for Solicitation of Comments)†(hereinafter referred to as the “Anti-Monopoly Guidelineâ€), and in 2016 From 23rd to April 12th, public solicitations were solicited. The "Anti-Monopoly Guideline" specifically mentions that it is not allowed to restrict the production of the dual-standard parts and the circulation of the same-quality parts.
When the "Anti-Monopoly Guide" was promulgated soon and various departments stepped up the monopoly of auto parts, the reporter interviewed Guo Jian, chairman of Suzhou Anzhi Auto Parts Co., Ltd., who had worked for Bosch in Germany for many years. Guo Jian is well aware of the zero relationship between Germany and the distribution channels of auto parts. At present, he is also engaged in the integration of smart radar-related radar and laser software in China.
German Bosch
Foreign parts companies can fully integrate the DNA of the vehicle
Guo Jian told reporters that unlike the hollowing out of the core technology reserves of domestic auto companies, many foreign vehicle companies such as Volkswagen, Mercedes-Benz and BMW have conducted research and development of a large number of core technologies, leading leading suppliers of electronically controlled components, and thus new products. At the beginning of the match, the entire vehicle company can propose a complete definition of product requirements and hardware and software resources, and participate in the entire R&D process, fully integrating into the DNA characteristics of the company. The product development of this kind of customized enterprise's own DNA features requires that the entire vehicle company will require exclusiveness of its entire product supply chain and set a corresponding protection period for hardware and software resources. Taking the NXP radar MPC5775K chip as an example, because Delphi developed the next generation of radar, and cooperated with NXP, the radar chip was customized and exclusively developed. This kind of exclusive protection period was created on the one hand. The progress of competitors' research and development, on the other hand, the preferential introduction of products, non-universal, also increased the cost of post-maintenance, but also increased the user's cost of use. Chip suppliers such as NXP can only fully accept Delphi's demand for product development and production routes. Ascended to the level of auto parts. Taking Bosch in Germany as an example, Volkswagen has dominated the entire development process of Bosch MRR medium-range radar. The medium-range radar developed by Bosch can only be supplied to Volkswagen's MQBB platform during the protection period. In a word, foreign companies are dominated by foreign automakers and the custom development of parts and components companies has resulted in the closure and exclusion of different auto companies' supply chains.
The resistance lies in the control of the entire vehicle company's own technology
"The domestic vehicle companies are limited by the pre-research of core technology in the early stage and cannot provide a complete definition of product requirements in the early stage of product introduction, so that domestic suppliers are completely "educated" markets, and domestic OEMs are completely obedient to foreign suppliers. The product input, the performance of each product is completely "homogeneous", can not reflect the DNA characteristics of each product, and lack of sufficient exclusive control of the supply chain." Guo Jianru said.
Guo Jian talked about the difficulty of breaking the monopoly of accessories channels from the perspective of parts and components technology intellectual property. He believes that China's resistance to breaking the channel of accessories comes from the unique DNA demand of the entire vehicle company for its own products, and it also prevents the vehicle manufacturers from losing their own forward-looking technical knowledge reserves. In addition, after the automotive parts and components are common, it is still difficult for consumers to obtain substantial benefits. Because consumers are faced with 4S stores, and 4S stores are supplied directly from vehicle companies, rather than parts suppliers, even if parts suppliers reduce their prices, the cost is reduced, and vehicle companies supply to 4S stores. Parts will still not have substantial price cuts and concessions. Therefore, if the 4S shop does not get rid of the control of the entire vehicle company, it will be difficult for the circulation of the homogenous accessories to benefit consumers. For example, taking a domestic vehicle equipped with a radar and vision system as an example, its premium version equipped with a radar and camera, the corresponding price is 3-4 thousand yuan more expensive than the unequipped luxury version, and Delphi and other suppliers provide The price of radar for car companies is only 1,000 yuan, and the camera is only 800 yuan. With the large-scale mass production of radars and cameras, vehicle companies are constantly reducing the profits of suppliers, and consumers as end customers cannot enjoy this. Let's go.
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