일본자동차산업의 對中직접투자에 관한 연구

김춘희 건국대학교 2002 국내석사

There were a lot of competitors in auto industry and usually a lot of autos, especially Japanese autos, were sold in international trade. But, from the 1990s, the developmental strategy of the auto industry had to be changed because both national and international auto markets were already saturated. Especially, Asian market that was once greatly expected was finally found very limit. However, the potential market of Asian - China, the need of auto has quickly increased along with the fast economic growth. Chinese government also do their best to attract foreign investment on auto industry and expect auto production to grow into one of their main industries. In this kind of background, Japanese auto enterprises began to invest directly in China and they have succeeded in it. With this kind of background, since the middle of the 1990s, Japanese auto enterprises began to invest directly in China and their operations were very successful. Those companies included Toyota, Honda, Isuzu, and Nissan, etc. All of them are main enterprises that stand out from their national and international competitors. Up to now, eleven main auto enterprises in Japanese have already entered auto market in China. In this paper, the reason that Japanese auto industry can compete with other competitors from Europe and America was attributed to successful application of operational strategy. Toyota and Honda are good examples of using operational strategy. However, Japanese enterprises are facing more fierce competition from other countries that also aim on Chinese market after China has joined WTO. Consequently, they have to strengthen their competitive and come up with new strategy dealing with the changes to keep their success in China, the most important market of Asian. It is therefore necessary to carry out research on Chinese market continuously. Direct investment strategy that Japanese companies took is a good model that Korean auto industry can follow. Korean enterprises can learn from the strategy Japanese enterprises operated in Chinese market for their own future success. Japanese enterprises' complete market investigation, direct investment to a specific region, full use of enterprise's reputation and popularity, local market developmental skill, and the detailed future plans were discussed in this paper. It was suggested that direct investment into China of Korean enterprise should be benefited from following these ways. First, enterprises should establish a new model concerning with Chinese needs. Second, they should develop more detailed operations in target market. Third, they should polish this kind of operations for a long time development. In China, the stage of the competitors from developed auto industry all over the world, the popularization of auto will be accelerated because of the direct investment from oversea enterprises. There are new problems coming up, such as environmental and traffic problems. Therefore, any country that wants to do auto businesses in China, those problems are important and needed to be understood and dealt with correctly. This situation also emphasized the necessity of corresponding strategy developing.

한·일 자동차 산업의 국제경쟁력 비교분석에 관한 연구

정혜민 세종대학교 대학원 2024 국내석사

日本の自動車産業における部品取引に関する分析 : 2000年代を中心に

金知愛 한국외국어대학교 국제지역대학원 2017 국내석사

북미의 일본계 현지공장과 한국자동차산업의 해외진출

이용규 연세대학교 1990 국내석사

Does geographical proximity matter? : the spatial dynamics of the South Korean and Japanese automobile industries

이용숙 Rutgers, The State University of New Jersey 2001 해외박사

This dissertation addresses why and how firms in developmental situations choose to locate where they do. In this dissertation, I challenge the abstract, ahistorical, and Western centric theories of location: the classical location, agglomeration, and business network theories. To show how non-western firms make locational decisions within institutional configurations populated by the developmental state and other multiple actors, I construct an historically specific evolutionary theory of industrial location patterns for the auto industry in South Korea and Japan. In the first pre-industrialization periods, individual entrepreneurs establish small service and supplier firms in the metropolitan regions because of proximity to rich urban customers. In a subsequent period of state-led industrialization, the state's industrial promotion policy concentrates on existing large firms located in the metropolitan area and implicitly favors continued production and expansion in this area. However, as it adopts regional development policies, the state explicitly induces new entrants to locate in peripheral regions. In the next stage, assemblers may opt for single sourcing and exclusive inter-firm networks, as the private sector emerges and grows. They are thus likely to attract suppliers producing large and bulky parts and systems-component suppliers making modular subassemblies to locate near their assembly plants. However, in spite of the assembly firms' efforts to encourage agglomeration, adversarial business relations, labor management relations, and labor shortages discourage geographical proximity between assemblers and suppliers. In addition, diseconomies of agglomeration or labor problems at existing plants encourage decentralization, resulting in new domestic plants in greenfield sites. Finally, as the Korean economy becomes more globalized, trade policies and the assembly firms' transplant strategies diminish inter-firm organizational linkages with their domestic suppliers in favor of transactions with foreign supplier firms both at home and abroad. I have chosen four assembly firms - Toyota, Nissan, Hyundai, and Daewoo - and their suppliers firms as test cases, employing both qualitative and quantitative data. I combine techniques relying upon interviews, archival analysis, site visits, and longitudinal data from annual reports. The results help regional scientists and policymakers understand likely future patterns of auto industry location in China and other Asian countries.

自動車産業におけるメ一カ一と部品サプライヤ一との企業間關係の日美韓比較

이광근 고베 상과 대학 2000 해외박사

본 논문의 목적은 자동차산업에 있어서 메이커와 부품서플라이어의 기업간 관계를 연구대상으로, 특히 일본적 부품거래시스템이 한국과 미국에서도 유효한지를 분석함과 동시에 최근의 일본과 미국의 부품거래시스템의 추이를 검토하여, 금후 한국자동차산업의 국제경쟁력 강화를 위한 부품거래시스템의 방안을 도출하는데 있다. 이에 본 연구에서는 먼저, 일본자동차산업의 형성이후, 특히 1980년대에 들어와서 그 산업이 급속히 국제경쟁력을 고양시켜 오래 된 발달과정에 대해 역사적으로 분석하였다. 분석결과로서 일본자동차산업이 국제경쟁력을 갖게 된 것은 메이커와 부품서플라이어의 기업간 관계가 양자간의 상호보완적 관계에 근거한 장기/계속적 거래관계를 유지 해 온 것에 의한 경제적 합리성에 있음을 밝혔다. 또한 필자는 이러한 경제적 합리성을 설명하는 이론으로서 이중구조론에 대신해 거래비용론, 중간조직론, 네트워크 조직론을 중심으로 전개하여 네트워크 조직론이 일본 기업에의한 장기/계속적 기업간 관계를 설명하는 가장 적절한 이론임을 주장하였다. 아울러 기업간 관계에 대한 역사적, 이론적 분석을 바탕으로 일본의 대표적 자동차 메이커인 토요타자동차를 예로 들어 창업이후 당사가 전개해 온 부품거래시스템을 실증적으로 연구하였다. 다음으로는 이상의 연구를 근거로 일본자동차산업의 경쟁력 향상에 공헌해 온 메이커와 부품 서플라이어와의 네트워크적 기업간 관계가 한국과 미국에서도 유효한지에 관해 분석하였다. 먼저 한/미 자동차산업의 발전과정을 살펴보고, 이어서 양국에서 도입하고 있는 일본적 부품거래시스템의 실태를 살펴보았다. 그 결과 양국 자동차 메이커들은 많은 부분에서 일본적 부품거래시스템을 도입하고 있었다. 구체적으로 보면 효율성 향상을 위한 생산기술적 측면인 내제율 삭감이나 부품메이커 수의 삭감 및 JIT방식 등의 도입은 양국에서 유효한 것으로 판단되어졌다. 하지만 이러한 생산기술적 측면에 비해 일본자동차 메이커와 부품 서플라이어와의 거래관행의 도입이 한/미에서는 상호보완적 관계에 의한 기업간 관계보다는 적대적 거래관계의 경향이 강하고 그로 인해 일본적 거래시스템의 실현의 어려움 지적되었다. 그 이유는 거래관행이 역사적으로 긴 시간에 걸쳐 형성되어 사회에 깊게 뿌리박고 있는 문화와도 같아서 단기적으로는 변화하기 어렵기 때문이다. 마지막으로 최근의 일본과 미국의 부품거래시스템의 동향을 고려하여 한국자동차산업이 추구해가야 할 방안을 제시하였다. 제시에 앞서 무엇보다도 중요한 것은 자동차메이커 각 사가 세계적 규모의 경쟁 속에서 자사가 어떤 자동차 메이커가 되는가 하는 장래비전의 설정과 그것을 실현시키기 위한 경쟁력 있는 시스템 구축에 있음을 지적하였다. 예를 들어 해외 자동차 메이커가 중국시장을 향해 자동차를 제조/수출 할 경우, 한국자동차 메이커는 중요한 기지가되는 이점을 가지고 있다. 이러한 이점을 살리는 것도 한국자동차 산업이 나가야 할 중요한 전략전개의 하나이다. 아울러 이를 위해서는 먼저 자동차메이커에 의한 부품메이커의 기술지원과 부품메이커자신도 타사와의 기술제휴나 합병에 의한 규모확대가 필요하고, 또한 정부도 이것을 지원해 나아감으로서 급변하는 환경 속에서 살아남을 수 있는 경쟁력 있는 부품거래시스템이 형성되어진다고 생각되어진다.

일본 산업의 고립적 진화에 대한 고찰

박예림 한국외국어대학교 국제지역대학원 2025 국내박사

This study explores the processes and characteristics of industries in Japan that have evolved predominantly within domestic markets, leading to a divergence from international standards. It utilizes the theory of isomorphism, which is rooted in sociological institutionalism within new institutionalism, to analyze the background and impacts of these developments. The first research focus, the Japanese mobile phone industry, once boasted world-class technological prowess and experienced significant growth in the 1990s and early 2000s; however, with the emergence of smartphones, it has significantly lost influence in both domestic and international markets. The primary reasons for this decline can be organized into two main factors. The first factor contributing to the decline is the proprietary communication standards and technology of "garake" (feature phones). Japan maintained a local standard known as PDC instead of adopting globally accepted standards such as GSM or CDMA during the second generation of mobile phones. NTT DoCoMo attempted to establish a global standard during the third generation, but this effort was unsuccessful, leading to a return to local standards. While the technological capabilities and features of garake were unparalleled, this customized technology remained unused in overseas markets. The second factor contributing to the decline is the vertical integration model within the industry. This structure allowed mobile carriers to exert substantial influence over manufacturers. As American smartphones entered the Japanese market, this model posed challenges for Japanese manufacturers in independently developing technology or responding to global competition. The internal dynamics of isomorphism further solidified and propagated the decline of the Japanese mobile phone industry. Before its privatization, the Japan Telecommunications Corporation established a vertical trading structure, which NTT DoCoMo adhered to, resulting in a pattern of coercive isomorphism. Following this, other mobile operators quickly adopted services and technologies similar to those of NTT DoCoMo, leading to a process of mimetic process. The unique communication standards and vertical integration model served as catalysts for the industry’s decline, accelerated by these isomorphic processes. The second research focus is the kei car industry, which examines its development, decline, and market characteristics. Key findings reveal that the kei car market is defined by its lack of international trade and a strong emphasis on domestic demand, with kei cars constituting over 30% of total automotive sales in Japan. Domestic manufacturers, particularly Suzuki and Daihatsu, fiercely compete within an oligopolistic market, influencing each other’s successes. The launch of Suzuki's Alto model in 1979 notably accelerated the kei car market's growth, demonstrating mimetic process among competitors. Additionally, the demand for kei cars has risen in response to Japan's aging population, appealing to elderly consumers through economic viability and practicality, while their smaller size attracts women seeking convenient family vehicles. Industrial characteristics include proprietary standards and implicit regulations, with strict guidelines based on three-wheeled vehicles that differentiate kei cars from foreign models and protect the domestic market. Kei cars also benefit from lower taxation and insurance premiums compared to standard vehicles, enhancing their appeal. Lastly, the National Car Concept established by the Japanese government in 1955 has guided the kei car industry, fostering competition and market formation. These government-driven regulations and policies have resulted in coercive isomorphism, leading to a standardized vehicle production landscape. Consequently, the kei car market has evolved into a unique industry shaped by regulatory frameworks, demographic factors, and intense competition. The final research focus examines the Japanese beer market, specifically the products of happōshu (low-malt beer) and new genre beverages (beer-like beverages). This analysis investigates the distinct development patterns and underlying dynamics of these products through the lens of isomorphism. Key findings include the following: First, Japan's liquor tax system imposes differential tax rates based on malt content, with higher taxes applied to beers with higher malt ratios. This regulatory environment incentivizes the development of new products, resulting in happōshu and new genre beverages being able to sell at lower tax rates, thus gaining strong domestic market positions. However, their lack of international trade limits their competitiveness on the global stage. Second, consumer trends indicate a "beer departure," especially among younger consumers, revealing a shift towards more affordable and diverse options such as happōshu and new genre beverages. Economic uncertainties have made consumers increasingly price-sensitive, boosting demand for these alternatives. Third, amendments to the taxation laws have created unique market structures for happōshu and new genre products, focusing exclusively on the domestic market and yielding low shares of exports and imports. These products, rooted in Japan's specific tax benefits, face challenges in expanding globally. Overall, the analysis indicates that the Japanese market for happōshu and new genre products has experienced coercive isomorphism due to the government's tax laws, compelling liquor companies to align their product development and market strategies accordingly. Additionally, a trend of mimetic process has emerged, particularly among major players like Suntory and Sapporo, as other liquor companies benchmark their successful strategies to enhance competitiveness. In the research findings across three Japanese industries highlight that their development primarily within domestic markets has been shaped by structural factors from isomorphism and environmental influences. Coercive isomorphism has played a significant role, with Japan Telecommunications Corporation's policies leading to standardization in the mobile phone sector, and government regulations and tax systems contributing to the formation of the kei car market. Similarly, the beer industry has been regulated by government tax laws based on malt content, facilitating the entry of happōshu and new genre products into the market. Mimetic process is also evident through inter-company benchmarking, seen in the adoption of NTT DoCoMo's standards by other telecom companies, and competitive practices among kei car manufacturers like Suzuki and Daihatsu, as well as branding strategies among major players in the beer sector. These industries share characteristics shaped by environmental factors, including a strong focus on domestic growth and limited international trade, due to unique regulations and laws. Kei cars and the markets for happōshu and new genre products continue to thrive, catering to segments like elderly, female, and young consumers. Overall, the interplay of structural and environmental factors has led to the isolated development of these industries, reinforcing tendencies towards international isolation while centered on domestic markets.