汽车维修业发展现状及对策研究

随着我国经济的持续发展,汽车市场也呈现出一片繁荣景象。繁荣的汽车市场给汽车维修业的发展带来了机遇。本文阐述了我国汽车维修业发展的现状,分析了我国汽车维修业发展过程中普遍存在且亟待解决的问题,并研究出了相应的解决方法。     

浅谈如何提高现代汽车维修技术的质量

汽车维修业是中国汽车工业和道路运输业发展起来的服务行业,是维持或恢复车辆完好技术状况的保障,也是道路运输业正常运行的条件。现代汽车制造技术和道路运输业的发展以及汽车快速进入家庭,中国汽车维修业与社会生产、人民群众的生活密切度与日俱增,汽车维修服务成为社会关注的焦点,为汽车维修业提供了新的需求和发展机遇。     

汽车“三包”对汽车维修业的影响分析

汽车"三包"是我国为保护消费者权益制定的专门针对汽车的强制性的汽车质量保证的法律法规,将会对汽车维修业产生很大的影响。结合汽车维修业的特点,研究了汽车"三包"政策的实施内容,分析了汽车"三包"的实施将会给汽车维修业带来的影响和挑战,从维修技术、维修设备、维修工艺等方面提出了改进措施和方法。     

信息资源在我国汽车维修业中的应用前景探讨

人类对信息需求日益高涨,我国汽车维修业也不例外,维修技术人员对汽车维修信息方面的需求越来越强烈,现代汽车维修企业管理离也不开信息资源与信息技术;信息资源在汽车维修业的应用前景广泛。     

青海汽车维修业对汽车维修人员的要求

随着汽车技术的发展,汽车维修业将成为具有很大发展空间和极具挑战性的行业.青海汽车维修人员如何面对当前维修市场的现实情况,通过分析和研究青海汽车维修业的发展动向,给青海汽车汽车维修人员提出了新的要求.     

以信息技术促进我国汽车维修业的发展

在汽车工业和汽车技术迅猛发展的今天,信息资源和信息技术在我国汽车维修业的应用前景十分广阔.我国的汽车维修行业要把握好这个难得的机遇,推动整个汽车维修行业技术与管理的全面提升,使我国的汽车维修业尽早赶超世界先进水平.     

南京汽车4S店维修业发展现状

近二十年来,中国汽车市场发展速度惊人。在欧美国家盛行的汽车4S店模式已遍全国各地,为中国的汽车市场注入了活力,壮大了汽车产业。但在4S店快速发展的过程中,仍然存在一些问题。对南京市汽车4S店维修业的现状进行调查,分析了南京4S店维修业存在问题,并提出了解决措施。     

信息资源在汽车维修业中的应用

分析了汽车维修业对信息资源的需求及存在问题,并探讨了信息资源在汽车维修界的应用前景。     

浅谈我国汽车维修业的未来发展

随着汽车技术的快速发展,日益呈现出汽车维修的高科技特征,与此同时,汽车维修理念也不断更新。汽车维修已不再是简单的零件修复,现代汽车维修是汽车销售、零件销售、资讯及售后服务四位一体紧密结合。汽车维修的新趋势是维修对象的高科技化、维修设备现代化、维修咨询网络化、维修诊断专家化、维修管理电脑化及服务对象的社会化。我国的维修业在发展的道路上面临竞争和挑战,只有在维修业的人力、信息、以及品牌化上加以关注,加强投入。才能适应汽车业发展的新形势。     

关于促进中小微汽车维修企业发展的思考

近年来,随着我国汽车工业的飞速发展,车辆保有量在迅速增多,汽车维修市场发展空间巨大,成为推动地方经济发展的"朝阳产业",前景非常广阔。目前,汽车维修企业普遍存在集约化程度不高、供给与需求不协调、作为经营者的市场主体经营行为不规范、维修从业人员整体技术水平低、筹融资能力差等现状,制约了汽车维修业的健康发展。因此本文通过汽车维修企业特别是中、小维修汽车企业现状,积极探寻能够促进中、小微汽车维修业发展的可行路径,对完善行业管理及企业经营具有十分重要的意义。     

两辆策略车LPBZS协作的优化方案及实例分析

文中结合山东省临沂市物流业发展现状及存在的问题,以两辆车的LPBZS协作策略为理论优化基础,对临沂市物流企业进行分析,以减少运输成本,以期优化临沂市乃至全国物流业的市场效益。     

Opel Eisenach GMBH—Creating a high-productivity workplace

The German automotive industry continues to struggle against increasingly adverse conditions—pampered workers, inefficient production techniques, and a strong currency that threatens to price cars out of the market. Enter an unlikely competitor-General Motor's Opel subsidiary in Eisenach, in the former German Democratic Republic. Designed as a unique experiment, the recreated plant combines a lean production system, cellular assembly, flexible working arrangements, learning opportunities, and teamwork to create a high-productivity workplace. Interviews with workers at Opel Eisenach show that this approach has a profound impact on worker motivation. The plant produced 160,000 cars in 1995, a remarkable accomplishment that has caught the attention of the entire European auto industry.     

U.S.-Japan automobile trade: A Bayesian test of a product life cycle

Using Bayesian procedures for gradual switching regression models we estimate shifts in production and demand functions. We find that by 1970 the Japanese automobile industry had attained an efficient mass production process and was ready to meet the shift in the U.S. demand for Japanese cars.     

我国电动汽车产业扶持政策的社会效益及对策研究

论文首先对我国电动汽车产业政策进行总结,然后选择电动汽车上市公司为对象进行研究,基于2009年到2011年汽车上市公司相关数据基础上,研究汽车上市公司的企业税负和政府补贴程度,进行产业政策的社会效益评价,以期提出能促进电动汽车产业发展的相关建议。     

报废汽车逆向回收物流体系研究

汽车产业迅猛发展的同时,也带来了严重的汽车报废问题,中国正从"世界最大停车场"变成"世界最大汽车垃圾场"。本文就建立报废汽车逆向回收物流体系进行了简要探讨。     

白车身质量关键控制点的设立和控制方法

随着汽车行业的迅猛发展,批量生产的制造模式,生产节拍越来越快,用户对汽车的制造质量以及安全性能也更为关注,如何在生产过程中保证关键环节的质量要求,避免出现批量质量问题变得越来越重要。文章通过介绍白车身焊点结构特点,对白车身关键点的设立原则及控制方法进行研究,从根本上保证白车身的关键过程制造质量。     

中国汽车逆向物流发展研究

随着我国经济持续发展和人民生活水平的日益提高,汽车销售需求持续增长.伴随而来的是汽车业的兴起,汽车回收、汽车环保、汽车逆向物流也成为社会普遍关注的话题.文章旨在研究中国汽车逆向物流的发展现状与问题,分析其深在的原因,并结合国外发达国家近些年来汽车逆向物流方面发展的情况,总结其发展经验,提出一系列切实可行的发展方案.     

我国轿车性价比评价模型

我国轿车市场日渐成熟,消费者购车更加理性,希望购买到性价比高的车子。目前市场上关于轿车性价比的评价多为定性的描述。运用价值工程理论构建出我国家用轿车性价比的评价模型,对家用轿车进行定量描述,期望能为消费者的购车提供一定的参考。     

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.