Dissertations / Theses on the topic 'Opel automobile'

The topic of this master's thesis is implementation of the Opel Partner programme as new cars sales support of the importer Opel. Introductory theoretical part of this thesis is at first focused on explanation of marketing concepts and tools, that are in praxis very closely related to the Opel Partner programme. Next theoretical part concerns european automotive market and more detailly Czech and Slovak automotive markets with greater focus on Opel brand. Practical part of this thesis is fully concerned to Opel Partner programme. At the beginning, the programme is detailly introduced and the entire proces of it's working is described. In the next parts of practical section, there is detailed sales analysis and analysis of other followed indexes of the programme. After that selected marketing activities realized for sales support are evaluated. Final part of this thesis focuses on own recommendations how to enhance effectiveness of the programme.

Considerable research is being carried out into the parameters that affect catalyst performance in order to meet the latest emission regulations. The conversion efficiency and the durability of automotive catalytic converters are significantly dependent on catalyst flow performance. Related investigations are commonly conducted using CFD techniques which represent an inexpensive and fast alternative to experimental methods. This thesis focuses on the flow performance of automotive catalytic converters using both experimental and computational techniques. The work describes the effects of inlet flow conditions on catalyst performance, the application of radial vanes to catalyst systems and the refinement of the CFD flow model which increases the accuracy of the predicted catalyst flow performance. the effects of inlet flow conditions on the flow maldistribution across the catalyst face and the total pressure loss through the system were assessed using a steady air flow rig. Tests were conducted over a range of Reynolds numbers typically encountered in automotive catalytic converters using a uniform and a fully-developed inlet flow condition. The results showed that the flow maldistribution significantly increases with Reynolds number notably in wide-angled diffusers. The catalyst flow performance is considerably improved when the inlet flow is uniform rather than fully-developed, the non-dimensional total pressure loss is reduced by 8% at Re=60000 and the flow maldistribution across the catalyst face is decreased by 12.5% and 15% respective Reynolds numbers of 30000 and 60000 when using a 60 degree diffuser. The total pressure loss through the system was found to be mostly associated with the monolith brick resistance. When the flow maldistribution is approximately 2, the pressure loss across the monolith brick represents 80% of the system pressure loss. The flow maldistribution across the catalyst face was improved by locating a system of radial splitters in the diffuser. The optimum flow performance was found to be a complex function of the vane design. A maximum improvement in the flow maldistrution indices M and Mi of 25% and 50% respectively was achieved at the expense of an increase in total pressure loss of 13.5% at Re = 60000. Both CFD and flow visualisation techniques were used as an aid to interpreting the flow field in the diffuser. Although a qualitative agreement was obtained using CFD, the flow maldistribution across the catalyst face was underpredected by up to 20%. The accuracy of the flow predictions was significantly improved by investigating the flow field in the monolith channels. Flow recirculation occurs in the channel entry length when the flow approaches the monolith channels at an angle which induces an additional implemented into four models of the flow through axisymmetric catalyst assemblies using various diffuser geometries and inlet flow conditions. By including the flow entrance effects in the porous media approach, the flow maldistribution was predicted within 8% instead of 15% when these effects are neglected. Further investigation of the flow in the monolith channels will be required to accurately model three-dimentional flows (racetrack catalysts) and to include various channel geometries and system flow rates.

This research analysed four main themes – role of government, globalisation, foreign direct investment (FDI), and industrial clusters in the context of Chinese automobile industry. The aim was to explore how these four elements were brought together to achieve industrial development and modernisation in the Chinese automobile industry since 1949. In particular, the globalisation process, speedily driven by the world economy, has been shaping the automobile industry in a profound way. With this mega trend, China was able to initiate a set of policies undertaken by the government to develop its own automobile industry in several regional clusters across the country, which in turn hastened the progress of modernisation. Moreover, FDI has been critical for remaking a once backward automobile industry into one that has large-scale assembly capacity, comprehensive local supply networks, and a new generation of indigenous car brands and models. The overall methods adopted for this research are semi-structured face to face interviews and case studies. In order to accomplish the research aim, 11 interviews have been carried out with key personnel drawn from the Chinese automobile industry. Participants have been chosen because of their expertise on this topic. In addition, three case studies were developed on the performance of three different types of firms operating in China: private (Geely), state-owned (Chery), and joint venture (Beijing Hyundai). Three cases were analysed in-depth in order to gain a rich understanding of the context of operation in the Chinese automobile industry. The key conclusions are both the role of government and FDI by multinational firms have been crucial to the development of the automobile industry in China and will be so for many years to come.

In response to the increasingly widespread use of catalytic converters for meeting automotive exhaust emission regulations considerable attention is currently being directed towards improving their performance. Experimental analysis is costly and time consuming. A desirable alternative is computational modelling. This thesis describes the development of a fully integrated computational model for simulating monolith type automotive catalytic converters. Two commercial CFD codes, PHOENICS and STAR-CD, were utilised to implement established techniques for modelling the flow field in catalyst assemblies. To appraise the accuracy of the flow field predictions an isothermal steady flow rig was designed and developed. A selection of axisymmetric inlet diffusers and 180o expansions were tested, with the velocity profile across the monolith, the wall static pressure distribution along the inlet section and the total pressure drop across the assembly being measured. These datum sets were compared with predictions using a variety of turbulence models and solution algorithms. The closest agreement was achieved with a two-layer near wall approach, coupled to the fully turbulent version of the RNG k-ε model, and a nominally second order differencing scheme. Even with these approaches the predicted velocity profiles were too flat, the maximum velocity being as much as 17.5% too low. Agreement on pressure drops was better, the error being consistently less than 10%. These results illustrate that present modelling techniques are insufficiently reliable for accurate predictions. It is suggested that the major reason for the relatively poor performance of these techniques is the neglecting of channel entrance effects in the monolith pressure drop term. Despite these weaknesses it was possible to show that the model reproduces the correct trends, and magnitude of change, in pressure drop and velocity distributions as the catalyst geometry changes. The PHONETICS flow field model was extended to include the heat transfer, mass transfer and chemical reactions associated with catalysts. The methodology is based on an equivalent continuum approach. The result is a reacting model capable of simulating the three-dimensional distribution of solid and gas temperatures, species concentrations and flow field variables throughout the monolith mat and the effects that moisture has on the transient warm-up of the monolith. To assess the reacting model’s accuracy use was made of published light-off data from a catalyst connected to a test bed engine. Comparison with predicted results showed that the model was capable of reproducing the correct type, and time scales, of temperature and conversion efficiency behaviour during the warm-up cycle. From these predictions it was possible to show that the flow distribution across the monolith can significantly change during light-off. Following the identification, and subsequent modelling, of the condensation and evaporation of water during the warm-up process it was possible to show that, under the catalyst conditions tested, these moisture effects do not affect light-off times. Conditions under which moisture might affect light-off have been suggested. Although the general level of model accuracy may be acceptable for studying many catalyst phenomena, known deficiencies in the reaction kinetics used, errors in the flow field predictions, uncertainty over many of the physical constants and necessary model simplifications mean that accurate quantitative predictions are still lacking. Improving the level of accuracy will require a systematic experimental approach followed by model refinements.

This thesis describes an investigation into the spatial species conversion profiles of a Cu-zeolite SCR under engine conditions at low exhaust gas temperatures; this was then compared with a CFD model that models the catalyst via a porous medium measuring 5 x 5 x 91 cells assuming a uniform cross-sectional flow distribution. Species conversion rates were sampled at fixed points in the axial direction. The analysis of the spatial conversion profiles is a more rigorous method in assessing the ability of a mathematical model to predict the experimental data. It can also assist in the optimisation of the catalyst size, minimising packaging requirements and manufacturing costs. The experiments were undertaken on a light-duty diesel engine at a speed of 1500rpm, and at a load of 6bar BMEP; this provided exhaust gas temeraqtures between 200 and 220°C. NO2:NOx ratios were controlled by changing the size and position of the diesel oxidation catalyst, the inlet NH3: NOx ratio was also also varied, ammonia gas was used instead of urea for the purposes of simlicity. The advantage of testing on an actual engine over lab-babed studies is that the conditions such as exhaust gas composition are more realistic. A 1D CFD model was constructed using the ‘porous medium approach’ with kinetics obtained from open literature. Results from the simulations were then compared with the experimental data for the same engine conditions. It was observed that the majority of the NOx conversion took place in the first half of the brick for all NH3: NOx ratios investigated, and that the formation of N2O via NO2 and ammonia had the same influence as the ‘fast’ SCR reaction just after the inlet, which the CFD model failed to predict for the base case analyses. The influence of the inlet ammonia on the model was also noticed to be greater than in the experiments. Simple transient analyses were also undertaken on the short SCR bricks for NO2: NOx ratios of 0.6 and 0.07, and it was observed that the response time to steady-state was noticeably higher in the experiments than in the model. Modifications made to the model, including decreasing the influence of the ‘fast’ SCR reaction, and the addition of an empirical term onto the ammonia adsorption provided a noticeably better agreement for different NH3: NOx injection ratios. The desorption kinetics in the model were also altered by increasing the strength of the bonding of the ammonia onto the adsorption sites. This improved the transient agreement between the model and the experiments, but reduced the steady-state concentrations at the exit of the brick for all NH3:NOx ratios investigated.

This thesis comprises a programme of work investigating the use of active human computer models and the effects of forthcoming automotive safety features on vehicle occupants; more specifically, their unbelted kinematics and sustained injuries. Since Hybrid III anthropometric crash test dummies are unable to replicate human occupant kinematics under severe braking, the thesis highlighted the need to research the most appropriate occupant computer model to simulate active safety scenarios. The first stage of the work focussed on occupant kinematics and developed unique human occupant reflex response target curves describing the head and torso relative angle change as a function of time, based on human volunteers’ low deceleration sled tests. These biomechanics curves were, subsequently, used to validate an active human model, asserting its torso response, while confirming that further development in its neck response was necessary. The sled test computer validation proved that only an active human model was suitable to model a pre-braking phase. The second stage of the work combined the occupant’s kinematics of the pre-braking phase, followed by a subsequent frontal crash into a rigid barrier inducing an airbag deployment. The results suggested that, in a 1g frontal deceleration pre-braking phase, the kinematics of an unbelted occupant within the vehicle compartment was complex and in some cases extreme. With the parameters adopted within this unique study, it was observed that occupant motion and position relative to the airbag system varied depending on awareness level, seat friction, braking duration and posture. Additionally, it was observed that a driver holding the steering wheel with one hand could be out of the airbag deployment reach due to extreme Out-Of-Position (OOP). Results also concluded that the dynamic OOP scenario was intricate and would yield to higher occupant injuries. Future studies, into brake dive, seat geometry, seat stiffness and cabin packaging, are recommended to capture the vehicle configuration providing the highest dynamic OOP safety risk. Finally, the investigations conducted, as part of this doctoral programme, led to the provision of new knowledge in the validation of active human models, a unique demonstration of the importance using human computer models, rather than crash test dummies, as well as the potential for the evaluation of future restraint systems in dynamics unbelted OOP, considering various posture scenarios.

Automotive catalytic converters are increasingly used to reduce emissions from internal combustion engines to comply with emission regulations. Maldistributed flow across the catalyst affects its warm up, light off time, ageing, and conversion efficiency. This thesis concerns flow distribution in automotive catalytic converters and methods to improve CFD predictions. Previous studies showed that modelling the monolith flow resistance using the Hagen- Poiseuille’s formulation under predicted flow maldistribution. The predictions were improved by incorporating an additional pressure loss term V2 2 1  , where V is transverse velocity just upstream of a monolith channel, for oblique entry of the flow into the monolith known as the entrance effect. Further improvement was obtained by incorporating the critical angle of attack method. However, there was no experimental evidence to support these oblique entry loss formulations. There also remained the possibility that under prediction of flow maldistribution might be due to the failure to predict flow in the diffuser accurately. A one-dimensional oblique angle flow rig was designed and built to measure the effect of oblique entry flow losses in monoliths. Experiments were performed at different angles of attack (α), using different lengths of substrate and a methodology was developed to obtain the oblique flow entrance losses. The results showed that the pressure loss attributed to the entrance effect increased with the angle of attack. The entrance effect was also found to be dependent on channel Reynolds number and substrate length. The theoretical assumption of V2 2 1  predicts accurately at low Reynolds number but looses its validity at high Reynolds number. From the experimental studies, an improved correlation for the entrance effect has been derived as a function of major controlling variables, i.e., angle of attack, length of the substrates and Reynolds number. A two-dimensional rig was designed to measure the flow field using PIV in a 2-D diffuser placed upstream of two different length substrates. The results showed that the flow in a wide angle diffuser consisted of a central core, free shear layer and recirculation regions. The near-field region was found similar to that of a plane jet. The flow field was found to be independent of Reynolds number. Increasing the substrate length resulted in a flattening of the axial profiles close to the substrate face. A CFD study was undertaken to predict maldistributed flow at the exit of the substrate for an axisymmetric catalyst model by incorporating the measured entrance effect correlation. A fixed critical angle of attack (αc,F) approach was used whereby the entrance effect is assumed constant for α>αc,F. Incorporating the entrance effect with αc,F= 810 improved the prediction of maldistribution in the flow profiles. A 2-D CFD study was undertaken to predict the flow distribution in the diffuser and downstream of the substrate. A comparison of the CFD predictions in the diffuser using different turbulence models showed that all the turbulence models used in this study over predicted the width of the central core region and the V2F turbulence model gave velocity predictions that compared best with PIV. Incorporating the entrance effect improved the predictions close to the diffuser-substrate interface and downstream of the substrate.

L’innovation d’expériences accroît la valeur perçue des offres et constitue un levier marketing stratégique pour les automobiles autonomes. Les jeunes chinois représentent une cible élective d’innovateurs pionniers. Nous interrogeons la co-création d’expériences de valeur et la construction de la signification de l’imaginaire expérientiel qui résulte de l’innovation d’une ambiance en écho aux besoins d’hyperesthésie des passagers. L’objectif est de comprendre comment se construit cette signification en analysant le système symbolique de l’ambiance en Chine et la structure du récit de l’imaginaire expérientiel, à l’intersection des concepts d’ambiance, d’expérience et d’imaginaire. Après un détour par les pensées chinoises et japonaises pour enrichir les concepts d’ambiance et d’atmospherics défini en marketing, nous mettons en évidence leurs systèmes d’interactions et d’énergies pour conclure que l’ambiance est un système sémiotique, décrit par la sémiotique structurale. Par une approche empirique associant la technique des collages projectifs et une approche sémiotique des descriptions narratives qui les accompagnent, nous déterminons les structures des imaginaires expérientiels des jeunes chinois dans l’automobile de demain en environnement urbain. Nous apportons une contribution nouvelle de la sémiotique au marketing de l’innovation expérientielle et à la génération d’idées. Cette approche théorique valorise les clients lead-users en tant que co-créateurs d’expériences innovantes dont les récits imaginaires constituent la matière brute créative. Elle constitue une alternative aux approches de type brainstorming pour relever les défis de l’innovation en rupture
Innovating new experiences is an innovation strategy that increases product differentiation and the perceived value of offers for the future autonomous cars. Young Chinese customers are a relevant target group of lead users to co-create those experiences. We address the co-creation of valuable experiences with targeted potential users and the building of the meaning of experiential imaginary that results from innovations (based on digital medias) echoing the need for sensory atmospherics while strolling in the city. We aim at understanding how meaning is built and first analyze the ambiance in China in terms of symbolic systems. We analyze the narrative structures of the experiential imaginary, considering the narratives as a major component of ambiance experiences and imaginary. Preliminary research on Chinese and Japanese ambiance concepts highlights a system of interactions and energies, major components of the experience of the atmospherics. We adopt the structuralism point of view of atmospherics as a semiotic system. With an empirical approach that associates projective techniques to semiotic analysis of the corresponding narratives, we describe the structural system of the experiential imaginary of young Chinese customers when imagining driving in the city in tomorrow’s cars. Semiotics offers a novel contribution of to innovation marketing and idea generation of experiential innovations. This theoretical stance valorizes the outside-in paradigm of future lead-users as co-creators of innovative experiences, whose imaginary narratives are raw materials for creativity. This approach is an alternative to brainstorming and its limits for creating disruptive innovations

Automotive catalytic converters are used extensively in the automotive industry to reduce toxic pollutants from vehicle exhausts. The flow across automotive exhaust catalysts is distributed by a sudden expansion and has a significant effect on their conversion efficiency. The exhaust gas is pulsating and flow distribution is a function of engine operating condition, namely speed (frequency), load (flow rate) and pressure loss across the monolith. The aims of this study are to provide insight into the development of the pulsating flow field within the diffuser under isothermal conditions and to assess the steady-state computational fluid dynamics (CFD) predictions of flow maldistribution at high Reynolds numbers. Flow measurements were made across an automotive catalyst monolith situated downstream of a planar wide-angled diffuser in the presence of pulsating flow. Cycle-resolved Particle Image Velocimetry (PIV) measurements were made in the diffuser and hot wire anemometry (HWA) downstream of the monoliths. The ratio of pulse period to residence time within the diffuser (J factor) characterises the flow distribution. During acceleration the flow remained attached to the diffuser walls for some distance before separating near the diffuser inlet later in the cycle. Two cases with J ~ 3.5 resulted in very similar flow fields with the flow able to reattach downstream of the separation bubbles. With J = 6.8 separation occurred earlier with the flow field resembling, at the time of deceleration, the steady flow field. Increasing J from 3.5 to 6.8 resulted in greater flow maldistribution within the monoliths; steady flow producing the highest maldistribution in all cases for the same Re. The oblique entry pressure loss of monoliths were measured using a one-dimensional steady flow rig over a range of approach Reynolds number (200 < Rea < 4090) and angles of incidence (0o < α < 70o). Losses increased with α and Re at low mass flow rates but were independent of Re at high flow rates being 20% higher than the transverse dynamic pressure. The flow distribution across axisymmetric ceramic 400 cpsi and perforated 600 cpsi monoliths were modelled using CFD and the porous medium approach. This requires knowledge of the axial and transverse monolith resistances; the latter being only applicable to the radially open structure. The axial resistances were measured by presenting uniform flow to the front face of the monolith. The transverse resistances were deduced by best matching CFD predictions to measurements of the radial flow profiles obtained downstream of the monolith when presented with non-uniform flow at its front face. CFD predictions of the flow maldistibution were performed by adding the oblique entry pressure loss to the axial resistance to simulate the monolith losses. The critical angle approach was used to improve the predictions, i.e. the oblique entry loss was limited such that the losses were assumed constant above a fixed critical angle, αc. The result showed that the perforated 600 cpsi monolith requires the entrance effect to be restricted above αc = 81o, while the losses were assumed constant above αc = 85o for the ceramic 400 cpsi monolith. This might be due to the separation bubble at the monolith entrance being restricted by the smaller hydraulic diameter of the perforated monolith thus limiting the oblique entry loss at the lower incidence angle.

Flooding is impossible to prevent completely, consequences of excess water can however, be reduced and often avoided via flood risk management. With the increase in impermeable surfaces, approaches that have the intention of imitating natural drainage to manage storm-water are known as Sustainable (Urban) Drainage Systems (SUDS). Pollutants from vehicles have been identified as a concern in the urban environment, with origins including exhaust emissions, engine oil leakage and erosion of vehicle components. Investigation of vegetated parking surfaces (VPS) to limit the impact of pollutants are scarce, therefore this study aims to determine pollution tolerance of grass species for use in VPSs, prior to investigating the effects that vehicles have on a vegetated surfaces and alternative methods in which to analyse them. A pot trial investigated effects of increasing oil concentrations on the growth of four grass species. F. rubra L. was found to tolerate contamination to a higher degree than the other species and L. perenne L. produced more cumulative biomass throughout the investigation. A parallel study determined that Ca, Cu, K, Mg, Mo, P and Zn accumulated in grass shoots, indicating that F. rubra L. and L. perenne L. may be suitable for further analysis. field trial focused on a regularly-used L. perenne L.-covered VPS at a local school, analysing the influence of vehicles on vegetated parking bays. Compaction and mean element concentrations increased across the VPS, with distance from the roadside. Use of mineral magnetism as a proxy for geochemical detection did not prove successful as no significant correlation was identified between magnetic susceptibility (χ) and element concentration. Use of GIS provided this study with an alternative method for data presentation. Usually covering large scale analyses, an interactive geovisual map of geochemical dispersal and compaction across the VPS provided a novel method of visualising results from an investigation of this scale.

The identity of the Tin Can Tourists of the World, the first recreation automobile organization, has been poorly defined in the historical discourse, the factors contributing to the 1919 formation of the organization in Tampa, Florida represents a landmark shift in tourism in America towards the automobile. The group's subsequent solidification of a distinct identity gives insight beyond their organization. The thesis defines their identity as well as looks at their impact on American automobility and tourism. The thesis therefore focuses on the previously undefined concept of recreational automobility giving it definition and showing how the group helped to define it. The group's early role in mass use and adaptation of the automobile for recreation represents the first steps in creating a market for recreational vehicles. The imposition of organization on the camping experience by the Tin Can Tourists and their influence on creating special places for the practice of their activities helped define recreational automobility. The footprint left by the Tin Can Tourists helped shape part of America's modern tourist industry. The legacy of their ideas about recreational automobility also suggests influence they had on later groups using recreational vehicles. This thesis examines and clarifies the identity and influence of the Tin Can Tourists of the World as a window on important trends in automobility and tourism.
ID: 031001505; System requirements: World Wide Web browser and PDF reader.; Mode of access: World Wide Web.; Title from PDF title page (viewed July 26, 2013).; Thesis (M.A.)--University of Central Florida, 2012.; Includes bibliographical references (p. 111-114).
M.A.
Masters
History
Arts and Humanities
History

碩士
國立臺北科技大學
工業工程與管理系EMBA班
104
This study focused on the automotive center console armrest storage box, along with how easy open, easy to remove the design storage box items. We First survey of existing models on the market, in the center console storage box to open the case of the function. The opening function, observing its designed advantages and disadvantages, has different styles. Armrest opening functions in the current market are divided into two, one is turned on automatically bounce;thed aother is no handrail support force,need external support. Both of the features are the following disadvantages: armrest full open andrebound, inadvertently, the bounce maybe hurt the armrest in the back seat of staff; nosupport force being turned on, you need to hand, this does not meet the one-handoperation convenience. In this study, by using the handrail on the hinge and the console to avoid the existdefects of rebound or automatically under the swap, is connected to achieve openanywhere in the center console storage box hover. Currently on the market turnedincreasingly focused on safety handrail and cost considerations, but also the future trendsin the automotive industry functional approach; In the Security section, the driver in theopen armrest, if unable to open the armrest, or turn to bounce in order to avoid open is inplace, or to avoid injuring the back seat of the people, so that more or less will distract thedriver, causing safety problems This study investigates center console armrest features open research model and explores specific factors affecting corporate research model strategic choice to further tap. The research model and mechanism innovation performance, enterprises to improve theirinnovation performance and made significant technological breakthrough important.

The nature of automobile dynamics is complex. While they might not be aware of it, the driver of a vehicle is making many complex decisions producing a complex series of actions that effect the motion of the vehicle. Usually the driver can perform a sequence of actions which move the vehicle in a way in which the driver intends, however, occasionally all drivers find themselves having to correct the vehicle in a way that they did not expect. The problem here is in the control system and the high performance available in the vehicles that are driven on the roads. With the brake pedal linked directly to the force on the brake disks, the driver of the vehicle simply applies pressure that corresponds to the rate at which they intend to stop. At the limits of tyre adhesion this breaks down as more brake pressure fails the slow the vehicle quicker, and the vehicle actually takes longer to stop. To produce safer vehicles, car developers and manufacturers have developed anti-lock brakes and stability control systems. These state of the art systems monitor driver commands that inherently reflect their intention and the behaviour of the vehicle. When the vehicle behaves in a way that does not follow the driver's intent the system intervenes and selectively applies braking, limits engine power or changes other relevant parameters to assist the driver in retaining control of the vehicle. Systems such as these use mathematical models based on simplified assumptions of vehicle behaviour. Because of this they are built to be robust, commercially available systems fail to capitalise on the full performance potential of the vehicle. Since systems such as these become active in emergency situations, every small gain in performance can make up the difference between life and death. Neural networks, as emerging decision making tools offer another approach to the problem of modelling non-linear dynamic, multi variable vehicle physics. Neural networks use artificial intelligence to find relationships between inputs and outputs. These relationships are not assumed or based upon a simplified physical analysis, but are built based on the past experiences of the network. For automobile dynamic prediction a special vehicle 'Intelligent Car' was conceived, constructed and tested in real world driving conditions. Structured driving tests were carried out gathering sufficient data to train ant test the potential of neural networks for the application. The results from these tests represent some of the first outcomes from preliminary research in the 'Intelligent Car' Project. This study outlines the design and development of the University of Tasmania's Intelligent Car together with results from training various neural network models to predict its brake forces and comparison with measured values.

碩士
亞洲大學
國際企業學系碩士班
95
Because the automobile market of Taiwan marches toward the ripe market gradually in this thesis, market scale and stomach receive the automobile market of Taiwan limited in capacity, the competition appears even more fiercely. However, under the circumstances that the government support with the open method of policy , pass with the foreign car factory's technological cooperation, having cultivated many domestic car factories, among them the five domestic car factories had already become the market leader. After Taiwan joins WTO, bring the new opportunity to the domestic car factory of Taiwan and person who imports car industry . This third of open auto industry of research case was the master of Honda since 2002 and original day to finish cooperation to go to the domestic car factory cooperating with modern car factory of Korea S. to enjoy and compete continuously The advantage ? Three open automobile industry persons are in the face of the new external environment condition challenge, which kind of management tactics soes as to ensure successfully need to adopt? It is a research motive of this research. It is main research objects that this research selects three open auto industries that S.Korean Hyundai Motor cooperates in Taiwan, with three open auto industry view , discuss anything, inspect the successful factor of the key that the automobile industry manages . This research is with theories , such as managerial structure of the tactics , competitive strategy and way of entering ,etc., prove three open auto industry market adopt why it will be management tactics of the conduct in Taiwan. Finally, this research, to the case company and cooperative S.Korean automobile industry person, put forward the feasible tactics that can succeed in managing the market of Taiwan continuously in the future: 1)Three open auto industries have innovation ability , good marketing service system and high-quality labourer with high efficiency, the industry should be devoted to the spare part and key technological development, in order to promote the competitiveness. ; 2)Because the domestic automobile market has not reached the large-scale production , key technology is limited by in mother's factory again, cause the cost to remain high, uncompetitive, should expand the overseas market actively . ; 3)The scope increasing product performance , increasing the product line, products of the new generation of development. ; 4)Under the surging competition of the big factory of the automobile abroad, the customer that separates in the specific district in order to concentrate fire power and resource, carry on the difference tactics , like this , can still maintain occupation rate of market of certain proportion and profit-making space . ; 5)Expand the peripheral undertaking investment of the automobile level. In addition, the case company still needs the change up to the market and external environment, inspect the validity of its current tactics regularly, and make the tactics direction to adjust in case of necessity , enable management tactics to accord with the trend change of the market, this is practice of adopting attitude tactics management of the action.