·Does commercial vehicles have no monopoly or cost round anti-monopoly blind spots?

August can be called the “anti-monopoly month” of the Chinese auto industry. Audi, Chrysler, Toyota, Denso and other well-known automobile manufacturers and parts companies were found to have various monopolistic behaviors last month and accepted the punishments they deserved. However, among these penalized companies, there is very little relationship with the commercial vehicle industry. Is there no monopolistic behavior in the commercial vehicle industry, or is the commercial vehicle industry a blind spot in this round of anti-monopoly? Yang Zaiqi, secretary-general of the Commercial Vehicles Branch of the Association, believes that the possibility of monopolistic behavior for parts and components companies supplying commercial vehicle enterprises is relatively large, but foreign-owned vehicle companies do not constitute a monopoly because they sell less in China, but they must be prevented. It forms a monopoly in certain high-end segments.
There may be a monopoly on commercial vehicle parts. An official from the National Development and Reform Commission, who participated in this round of anti-monopoly investigation, said in an interview with the media that there is no monopolistic behavior in the auto industry to examine from the following aspects: First, whether there is no need to use market dominance to tying users during sales. Or the products that are unwilling to buy; the second is whether the zero ratio is less than 3 times; the third is whether there is a big gap between the price of foreign auto products in the Chinese market and the price of the country where the enterprise is located. Of course, deducting tariffs, logistics and other factors The fourth is that there is no peer-price negotiation. The premise of the latter two aspects is that the object to be investigated must have a certain degree of market dominance, whether it is a single enterprise or a corporate alliance.
Yang Zaiyu said that now, it can be considered that there is a monopolistic behavior in foreign parts companies that supply commercial vehicle companies, which is manifested in two aspects. First of all, Bosch and other parts companies are over-priced in China, especially for some key components, such as electronic control components, which have always had a problem of high prices. After the implementation of the National Three, some parts of the high-voltage common rail system of China's commercial vehicle enterprises have long relied on Bosch and other parts giants to supply; after upgrading the country, the electronic control components of the after-treatment system have similar problems. This makes foreign component giants occupy a dominant position in the market.
An expert in the commercial vehicle industry, who asked not to be named, said: "Before the implementation of the National 4th, there was a saying in the industry that Guosi could not upgrade smoothly. It depends on how much Bosch can supply. Now this situation has improved. Many domestic component companies can also manufacture key electronic control components, but Bosch and other foreign component giants still dominate the market."
This has the consequence of the possibility of monopoly. The high price of foreign parts and components creates a high ratio of zero. The frequency of replacement parts for commercial vehicles is much higher than that of passenger cars. The prices of key components are high, bringing the majority of commercial vehicle users. heavy burden. In addition, foreign-funded parts and components enterprises may abuse market dominance and maintain product prices higher than their actual value in the long run. If a single enterprise cannot achieve this goal, several parts and components enterprises may conduct price negotiations and monopolize the market by price alliance. Repel competition.
There is no monopolistic behavior in foreign-funded vehicle companies. For foreign-owned vehicle companies, whether there is a monopolistic behavior, Yang Zaiqi believes that there should be no. “Foreign-owned commercial vehicle companies have relatively few sales in China. Among truck companies, Mercedes-Benz, Volvo, Scania, Mann and other companies have sold 5,000 and 2,000 vehicles in China, and 1,200 vehicles. Among them, Shenwo and other companies also have very little sales. Therefore, foreign-owned commercial vehicle manufacturers still do not have the market monopoly power status." Yang Zaiyu said.
Prevent foreign-funded enterprises from forming monopolies in individual market segments Yang Zaiyu said that although there are no monopolistic behaviors in foreign-brand commercial vehicle companies, it is necessary to prevent these enterprises from forming monopolies in individual market segments in the future. Some surveys have found that in recent years, the main driver of the growth of imported trucks has been the surge in imports of special-purpose vehicles. Sany Heavy Industry, Hualing Xingma, Zoomlion and other companies import a large number of truck chassis to produce more cement pump trucks, fire trucks and other special vehicles. The reason why a considerable number of cement pump trucks and fire trucks in China use imported truck chassis is because the working truck chassis has good working performance and high reliability of the power system. Taking the cement pump truck as an example, the imported truck chassis is not considered to be the reliability of driving and carrying, but the working efficiency in static. As we all know, cement has the characteristics of easy condensation. If the cement pump stops working for various reasons during the construction process, the cement will condense into pieces before pouring to the predetermined workpiece, and the consequences are unimaginable, and the most likely to cause such consequences. The power source of the cement pump truck is static - the engine has failed. Therefore, special-purpose vehicle manufacturers use imported truck chassis to manufacture special vehicles such as cement pump trucks. The most important reason is the lack of confidence in the reliability of domestic engines.
Therefore, Chinese commercial vehicle companies must rely on anti-monopoly laws and regulations to resist foreign monopoly. Second, they must upgrade their technological capabilities so that foreign-funded enterprises cannot dominate the market. The gap between Chinese trucks and Japanese and European trucks is mainly due to the gap in electronic systems. Of course, this electronic system refers to a wide range of electronic chip and software development, the electronic level of production equipment, the electronic level of manufacturing processes and processes, and the electronic level of products. As long as the technical strength of Chinese commercial vehicle companies in this area has increased, it will eliminate the preconditions for the implementation of monopoly by foreign-funded enterprises. It is necessary to rely on anti-monopoly laws and regulations, and second, to enhance the technical strength, so that foreign-funded enterprises can not dominate the market. The gap between Chinese trucks and Japanese and European trucks is mainly due to the gap in electronic systems. Of course, this electronic system refers to a wide range of electronic chip and software development, the electronic level of production equipment, the electronic level of manufacturing processes and processes, and the electronic level of products. As long as the technical strength of Chinese commercial vehicle companies in this area has increased, it will eliminate the preconditions for the implementation of monopoly by foreign-funded enterprises.

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