基于证据推理的家用轿车综合评价研究

针对消费者在挑选家用轿车时遇到的"不确定"和"不知道"信息,研究了基于证据推理(ER)的家用轿车综合评价体系。建立递归证据推理的算法及相应的推理合成步骤,通过分析消费者选车时的考虑因素,建立家用轿车指标体系。最后,通过案例分析,说明该方法的有效性和实用性。     

我国家庭购车意向如何 五成多居民想购买10万元价位可接受

中国汽车消费市场日渐旺盛,那么提到买车,究竟有多少人想买,什么价钱消费者最能接受呢？国家统计局中国经济景气监测中心的最新调查结果表明,一半以上的居民有购车愿望,有８成居民认为轿车价格在１０万元以内合适。据调查,有购车愿望的居民占５２．６％,比一年前调查时的比例高４４．５％;没有购车愿望的居民比例为４０．６％,比一年前调查时的比例降低２６．９％。业内人士分析,有购车愿望居民比例的大幅度提高,反映了今年我国经济的强劲回升,居民特别是城市居民收入的稳步增长。调查显示,高达８０．４％的居民表示家用轿车合…     

国内市场家用轿车性价比的计算

一、引言 随着我国加入WTO,进口车关税的大幅降低.在进口车的冲击下,国产车不断推出与世界同步的新车型、新品牌,而车价也大幅下降,再加上国家不断出台鼓励汽车进入家庭的政策,这大大刺激了居民家庭消费者的购车欲望.某种车的性价比有多高?如何衡量?……一系列围绕性价比的问题应运而生.     

艾力绅考验

作为一直以销售家用轿车为主的东风本田，它能否在更加偏向商务、机构用户为主的高端商务MPV上同样表现出色？     

经济实用 十款主流10万元级家用轿车行情

家用轿车永远是汽车销售市场最热门的销售车型。10万元级的家轿更是汽车厂家争夺市场份额的主要车型，本期《汽车消费报告》就推荐十款指导价在10万元级的家用轿车，希望对您近期的选购能有所帮助。     

幸福生活需要动感

现在这辆思域顶配VTjX已经是我们拥有的第二辆思域了。从10年前拥有自己的第一辆家用轿车算起，中间因为种种原因我们陆续更换了几款不同的车型，而当我们首次与思域亲密接触的时候，它对我们来说已经是拥有过的第四款家用轿车了。当时没想到从此竟然和思域结下了不解之缘，以至于再次更换家用车的时候毫不犹豫地直接选择了思域，只不过从首辆的EXi手动低配换成了自动挡顶配VTiX。     

汽修行业报告

近年来，随着我国居民生活水平的提高和消费观念的更新，家用轿车已不再仅仅停留于“爱你却还不能靠近你”，而是真正“飞入寻常百姓家”了。汽车保有量的激增，同时催育了另一庞大消费市场——汽车后市场。     

菲亚特500 一款车改变一个国家

在这个靴子一样的国家乃至整个欧洲，菲亚特500处处受到追捧，成为二战后欧洲普及家用轿车。直到今天，菲亚特500仍拥有大量死忠，这其中就包括F1车王舒马赫     

注意汽车金融满意度

了解消费者对汽车金融产品和服务的主要需求是现阶段调查的主要目的,在此基础之上,才能构建一个合理准确的满意度评价体系时近年关,越来越多的汽车厂商期待通过不同的手段来利激销售。其中,"零利率、零月供、零首付"的汽车金融不仅为经销商拓宽了利润空间,也让很多消费者提前实现了购车梦想。在我们最近一项汽车消费信贷调查中,84.6%的被调查者表示可以接受贷款购车的方式。现在,国内消费者贷款购车的比例已经超过了10%,汽车金融的概念逐渐被大众熟知并接受。随着业内对汽     

高品质 低价位“赛欧”吹来风潮起

一款对当今中国家用轿车很可能起决定性意义的车型，于金秋10月浮出水面。上海通用汽车有限公司向外界宣告：上海通用将于年内下线名为“赛欧”(SAIL)的紧凑型轿车，别克家族又将喜添“新丁”。     

Exploring competition efficiency of automobile brands: An extensional data envelopment analysis-metafrontier framework

This study integrates metafrontier with bootstrapping to investigate automobile vehicle efficiency. The results are as follows: (1) general cars exhibited the most favorable performance in terms of price, costs, and mileage. (2) Metafrontier efficiency was the highest for general cars, which may be because this automobile type has the highest prevalence. Sports cars had the most favorable group frontier. (3) General cars had the most favorable performance in terms of miles-per-gallon. The conclusions could enhance consumers' green cognition and serve as a reference in purchase decision-making; they can provide manufacturers with directions regarding future product designs to mitigate technology gaps.     

An empirical analysis of effects of gasoline price change on transportation behavior in Japan,with consideration of regional differences

This empirically analyzes the effect of gasoline price change on various aspects of surface transport behavior comprehensively, with consideration of regional differences as to whether or not the region includes a major metropolitan agglomeration area (hereafter, “megalopolis”), by means of carefully arranging yearly time-series data from fiscal 1987 to fiscal 2008 in Japan. The aim is to look at common as well as different effects among regions and to draw policy implications relating to fuel price, as well as to fuel tax, towards developing a low-carbon transport system, which are applicable to other countries including emerging countries where a demographic disparity between megalopolis areas and rural areas might be increasing. The methodology includes the multiple regression models complemented by the 1st order auto-regressive models of error terms, where the elasticities of gasoline price and those of income regarding usage of personal automobiles, of public transport and of passenger railways with or without periodic tickets, and fuel consumption on cars, as well as ownership of various types of cars, are estimated for individual gross-regions. In both gross-regions, higher gasoline prices are commonly shown to be related to lower ownership of larger private passenger cars, higher ownership of light cars, lower ownership of the total private passenger cars, lower passenger-km per capita in cars, lower fuel consumption on cars and higher transit ridership. The result suggests general automobile-fuel-price policy implications, the extent of which is differentiated by spatial characteristics, and estimates the adverse effect of the possible abolition of the provisional gasoline tax rate on the emissions in both gross-regions. The application of result is also tried in exploring effect of other policy measures such as expressway tolls.     

Privatisation and vertical integration under a mixed duopoly

This paper analyses the privatisation of public firms when private firms may be vertically integrated with their suppliers. We consider a mixed duopoly with a vertically integrated public firm. The private firm bargains the price of the input with its supplier if they are not vertically integrated. We find that for a given bargaining power of the private firm, it vertically integrates with its supplier if goods are weak substitutes. We also find that there is less vertical integration in the mixed duopoly than in the private duopoly. Finally, in general, the public firm is privatised when goods are close substitutes and the bargaining power of the private firm is low enough.     

Upstream conduct and price authority with competing organizations

We characterize the degree of price authority that competing upstream principals award their downstream agents in a setting where these agents own private information about demand and incur nonverifiable distribution costs. Principals cannot internalize these costs through monetary incentives and design “permission sets” from which agents choose prices. The objective is to understand the forces shaping delegation and the constraints imposed on equilibrium prices. When principals behave noncooperatively, agents are biased toward excessively high prices because they pass on distribution costs to consumers. Hence, the permission set only features a price cap that is more likely to bind as products become closer substitutes, in sectors where distribution is sufficiently costly, and when demand is not too volatile. By contrast, when principals behave cooperatively, the optimal delegation scheme is richer and more complex. Because principals want to charge the monopoly price, the optimal permission set features a price floor when the distribution cost is sufficiently low, it features instead full discretion for moderate values of this cost, and only when it is high enough, a price cap is optimal. Surprisingly, while competition (as captured by stronger product substitutability) hinders delegation in the noncooperative regime, the opposite occurs when principals maximize industry profit.     

The impact of corporate social responsibility associations on trust in organic products marketed by mainstream retailers: a study of Italian consumers

This paper investigates the determinants of consumer attitudes toward organic products marketed by mainstream retailers under a private label. Since organic products are credence goods, consumers cannot directly verify whether these products comply with official standards. Organic labels are the primary source of consumer trust in organics, but these labels must be noticed and understood before consumers will actively seek them out. In that some consumers may not prioritize product labels when they shop, it is sometimes up to retailers to strengthen consumer trust. Within the antecedents of this trust, we isolated the contribution of the corporate social responsibility associations held by consumers about retailers. We surveyed Italian customers interested in organics and found that they are more likely to trust the private‐label organic products sold by a retailer when it is considered socially responsible. Our results also show that consumer trust translates into brand loyalty and a willingness to pay a premium price for organic products. Copyright © 2009 John Wiley & Sons, Ltd and ERP Environment.     

国有股转让折价:流动性限制与控制权收益--一项基于上市公司的经验研究

本文以1999-2001年沪市上市公司209项国有股股权转让事件为研究样本,从两个理论层面展开讨论股权转让折价的影响因素:国有股的流动性限制与控制权收益。研究发现,国有股权折价水平主要取决于公司经营的不确定性,公司较大的经营波动性,提高了股权转让折价水平,也正说明了转让折价主要是由于国有股权不可流通造成的;从控制权收益角度,本文发现公司规模、业绩对股权转让折价水平的影响是负向的。     

Long-run underperformance following private equity placements: The role of growth opportunities

Our results show that the post-offering performance of private equity issuers is related to growth opportunities. We find significant long-run underperformance in stock returns following private placements only for firms with high Tobin's q. High-q firms experience not only poor stock price performance but also poor operating performance. Low-q firms, in contrast, do not display significant stock price or operating underperformance. We further examine three potential explanations for this relation: over-investment in assets by managers, investor skewness preference, and over-optimism about earnings prospects. Our results are consistent with the view that investors are overly optimistic about the prospects of high growth firms.     

Insider trading,overconfidence, and private information flow

In this study, we investigate a dynamic model wherein an overconfident and a risk-neutral informed trader optimally exploit their long-lived private information regarding the value of an asset. We find that when the degree of overconfidence becomes larger, or the intensity of private information flow becomes larger relative to the initial private signal, the market becomes more stable. Additionally, we find that the greater the intensity of private information flow relative to the initial private signal, the more evident the patient transaction and the slower the information is incorporated in the price.     

Autoverkopen en autopark in Nederland, 1950–1970

Summary This is a study of the demand for the ownership of new or firsthand cars, i.e. the demand of ‘first owners’ who habitually buy new cars which are then traded in long before they are obsolescent. Upon combining the evidence of various surveys with time-series for 1950-64 it is found that this ownership has an income elasticity of 2 and a price elasticity of – 1.25 in respect of the constant-quality index of new car prices earlier provided. On the average new cars are traded in after three years so that roughly one third of the existing stock is replaced every year. These values together determine an equation for purchases of new cars which accurately predicts new registrations in 1965 and 1966. Projections for the years 1967-70 are provided. In the model employed the total number of cars (including used cars) is determined by the active demand exerted by ‘first owners’ on one hand and by the hitherto fairly constant scrappage rates on the other. Projections of the overall ownership rate can therefore be derived from the forecasts of new registrations. The ownership rate will approach 80% around 1970, and it is likely that at that stage the current scrappage rates will cease to apply in view of the greater predilection for comparatively younger cars.     

Autoverkopen en autopark in Nederland, 1950–1970

Summary  This is a study of the demand for the ownership of new or firsthand cars, i.e. the demand of 'first owners' who habitually buy new cars which are then traded in long before they are obsolescent. Upon combining the evidence of various surveys with time-series for 1950-64 it is found that this ownership has an income elasticity of 2 and a price elasticity of – 1.25 in respect of the constant-quality index of new car prices earlier provided. On the average new cars are traded in after three years so that roughly one third of the existing stock is replaced every year. These values together determine an equation for purchases of new cars which accurately predicts new registrations in 1965 and 1966. Projections for the years 1967-70 are provided.
In the model employed the total number of cars (including used cars) is determined by the active demand exerted by 'first owners' on one hand and by the hitherto fairly constant scrappage rates on the other. Projections of the overall ownership rate can therefore be derived from the forecasts of new registrations. The ownership rate will approach 80% around 1970, and it is likely that at that stage the current scrappage rates will cease to apply in view of the greater predilection for comparatively younger cars.