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href="http://service.weibo.com/share/share.php?title=%E6%B1%BD%E8%BD%A6%E5%8D%8A%E5%AF%BC%E4%BD%93%E4%B9%8B%E7%8E%8B%E6%9B%B4%E4%BE%9D%E8%B5%96%E4%B8%AD%E5%9B%BD%E4%BA%86&url=http%3A%2F%2Fwww.casmita.com%2Fnews%2F202408%2F09%2F16218.html&pic=" target="_blank"><i class="icon icon-weibo"></i><span>微博</span></a> <a class="share-qzone" href="https://sns.qzone.qq.com/cgi-bin/qzshare/cgi_qzshare_onekey?url=http%3A%2F%2Fwww.casmita.com%2Fnews%2F202408%2F09%2F16218.html&title=%E6%B1%BD%E8%BD%A6%E5%8D%8A%E5%AF%BC%E4%BD%93%E4%B9%8B%E7%8E%8B%E6%9B%B4%E4%BE%9D%E8%B5%96%E4%B8%AD%E5%9B%BD%E4%BA%86" target="_blank"><i class="icon icon-qzone"></i><span>Qzone</span></a> <a class="share-wechat"><i class="icon icon-wechat"></i><span>微信</span></a> </div> <div class="content-box"> <h1 class="title" id="title">汽车半导体之王更依赖中国了</h1> <div class="info"> <span style="padding-right:1em">日期：2024-08-09</span> <span id="hits">阅读：605</span> </div> <div class="introduce">核心提示：全球电动汽车市场的寒潮，让产业链上的巨头们也感到阵阵寒意。</div><div id="content"><div class="content" id="article"><p> <span style="text-indent: 2em;">全球电动汽车市场的寒潮，让产业链上的巨头们也感到阵阵寒意。</span></p> <p>当地时间8月5日，汽车半导体市场“领头羊”英飞凌主动开启大裁员，CEO汉尼贝克宣布将在全球缩减1400个岗位，并计划将另外逾1400人迁往劳动力成本较低的国家。这是由于该公司的财报表现的不如预期。</p> <p>据英飞凌2024财年三季报（2024年4-6月），英飞凌当季各项财务数据都有大幅下滑。营收录得37.02亿欧元，同比下降9%；净利润同比大跌51.78%至4.03亿欧元。</p> <p>并且英飞凌对接下来的市场并不乐观，第三次下调了全年营收预期，从最初170亿欧元降至150亿欧元。</p> <p>财报会上，汉尼贝克坦言“周期性筑底过程正在上演，裁员也是之前宣布节省成本计划的一环”。不仅是减员，近期英飞凌还将两家后端制造工厂“摆上货架”，作价6422万美元卖出。</p> <p>勒紧腰带，很大程度上是英飞凌感受到了需求端的增长乏力，其库存压力正快速攀升。</p> <p>当下，全球电动车的普及速度未达预期，尤其是欧美汽车市场需求持续疲软，使得通用、奔驰、保时捷等汽车巨头纷纷放弃此前设定的电动车销售目标，转型的波动由此传导至上游产业链。</p> <p>“西方车企改变了转型时间表，一些客户已经推迟了订单，导致许多地区的库存水平超过了终端需求”。汉尼贝克在财报会上如是说道。</p> <p>不仅是英飞凌，份额排名二、三的恩智浦和意法半导体也出现了营收、利润率下滑，后者二季度营收降幅高达25.3%；腰尾部企业更没能熬过巨变期，咨询公司Falkensteg数据显示，今年上半年，德国已有20家年营收超千万欧元的汽车零部件供应商申请破产，同比激增60%。</p> <p>要知道，在英飞凌的四个业务部门中，汽车板块是核心收入来源，上一季度为公司贡献了57%的营收。因此，即便身处行业头部位置，它也不得不调整姿态。</p> <p>调研机构IDC数据显示，去年全球汽车半导体市场实现营收692亿美元，英飞凌以13.9%的占比排名第一。它的拳头产品汽车微控制器（MCU），几乎出现在动力总成、电气电子架构、智驾系统（ADAS）、雷达和底盘等各个汽车关键系统之中。</p> <p>好在寒意之下，中国市场仍带给了它积极信号。</p> <p>汉尼贝克指出，中国新能源汽车仍在继续普及、消费需求强劲，这将帮助英飞凌提振业绩。去年，英飞凌在中国汽车半导体市场的占有率达到13.8%，依旧稳坐王位。</p> <p>业内人士指出，由于车规级MCU认证难、周期长，叠加MCU芯片更新迭代速度较慢，因此Tier1和整车厂倾向于能提供稳定解决方案的供应商，较少更换供应商。这在很大程度上决定了全球车规级MCU市场长期稳定的格局，以英飞凌及恩智浦为代表的大厂占据着绝对主导权。</p> <p>然而时移世易，即便是在高增长的中国电动车市场，英飞凌也要开始面临国产供应商的分食的压力了。</p> <p>如今中国电动车市场的竞争已步入深水区，狂卷之下主机厂们寻求降本的迫切，以及智能化迭代的速度都在不断提高。有供应链人士透露，“市场竞争太激烈，一两年前卖得很好的产品，现在客户都觉得贵”。</p> <p>这给了国产MCU“平替”玩家送来机遇。</p> <p>中信证券指出，2018年以来，国内厂商通过中低端车规MCU芯片领域切入，实现了稳定量产；中高端方面，以国芯科技、芯旺微等为代表厂商已逐渐实现了技术突破，具备了初步国产替代的能力。</p> <p>去年，包括国芯科技、杰发科技、芯旺微、比亚迪半导体、芯驰科技等均实现了百万颗以上的规模出货量。在竞争加剧的影响下，海外大厂垄断全球车规MCU的局面，或许很快就将逆转。</p> <p>不过该领域的国产替代尚需时日。中国电子企业协会指出，目前中国汽车芯片国产化率约8%，其中车规级MCU的核心芯片自给率不到5%。</p> <p>作为欧洲半导体行业“三驾马车”之首，脱胎于西门子集团的半导体部门的英飞凌，必须根据市场的变化适时调整自己的姿态和收入结构。</p> <p>如果它能加快提升产品力的步伐，它仍有希望与国内玩家一起分享这片市场，提高自身盈利稳定性。这一项也被汉尼贝克列为重点，“除了管理当前的需求周期外，我们还在努力进一步增强竞争力。”</p> <p>在全球和中国汽车市场的巨变面前，机遇与危机永远共存。英飞凌仍需加快变革的脚步，才能守住自己的桂冠。</p> <p>本文来自华尔街见闻</p></div> </div> <div class="award"><div onclick="Go('http://www.casmita.com/member/award.php?mid=21&itemid=16218');">打赏</div></div><div id="comment" style="display:;"> <div class="block-head"><a href="http://www.casmita.com/comment/index.php?mid=21&itemid=16218"><b id="comment_count" class="px16 f_red">0</b> 条评论</a></div> <div id="comment_main"><div></div></div> </div> <script type="text/javascript" src="http://www.casmita.com/file/script/comment.js"></script> <div class="related"> <a href="http://www.casmita.com/news/search.php?kw="></a><a href="http://www.casmita.com/news/index.php?catid=7"></a> <div class="bui-box single-mode"> <div class="single-mode-rbox"> <div class="single-mode-rbox-inner"> <div class="title-box"><a href="http://www.casmita.com/news/202411/29/17286.html" target="_blank" class="link">投资73.8亿元，安捷利美维高端封装基板项目一期竣工投产</a></div> <div class="bui-box tags-bar"></div> <div class="bui-box footer-bar"> 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