Due to long-term dependence on imported technology production, the independent brand development of China's shipbuilding manufacturers has been affected. The engine accounts for about 10% of the ship's cost, and Chinese companies lack competitiveness in the core patents in this field, and can only pay patent fees to foreign companies. To this end, China's machine-building enterprises have to pay hundreds of millions of dollars in patent royalties every year, and this cost is still rising year by year. It can be seen that for the healthy development of the marine diesel engine industry and the entire shipbuilding industry, the construction of independent brands is imminent.
"The power problem is not solved, and the shipbuilding power is an empty talk." Zhang Xiangmu, director of the Equipment Industry Department of the Ministry of Industry and Information Technology, is heartbroken. In his view, the issue of power has always been a weakness of China's equipment manufacturing industry. No matter in the aviation field, the marine equipment field, or the automobile and engineering machinery fields, there is basically no independent intellectual property system in terms of power.
Sense of shame and then courage. The two central enterprises of CSSC and China Shipbuilding Heavy Industry Group have jointly awarded the "big hand" and innovative development model of power equipment capital operation this year. Experts believe that in the context of the implementation of the "One Belt and One Road" strategy and the acceleration of the "Made in China 2025", how to quickly change the status quo of China's manufacturing industry's "heart-making" and weak power equipment has become a top priority. The large-scale integration of the two major ship-going enterprises with reform as the core, capital as the link and power-oriented, indicates that China's shipbuilding industry has led the "transformation of China" to the "China's creation".
In January of this year, CSSC completed the acquisition of the latter low-speed machine business through Winterthur Gas and Diesel Company (WinGD), a joint venture with Wärtsilä in Switzerland. On October 28 this year, CSSC Wärtsilä Engine (Shanghai) Co., Ltd., a joint venture between China State Shipbuilding Corporation and Finnish Wärtsilä Group, officially started construction. After the completion of the company, it will focus on high-power medium-speed and dual-fuel engines. market. In less than a year, CSSC has completed the internationalization of high-end products such as medium-speed machines, low-speed machines and dual-fuel engines in the power equipment field through mergers and acquisitions and joint ventures.
In addition, Fengfan, a listed company of China Shipbuilding Industry Corporation, disclosed the major asset restructuring plan in September this year, and plans to inject 16 companies with core power assets of five military institutes held by CSIC to invest RMB 14.4 billion in power assets. And raised matching funds of 13.875 billion yuan. According to the announcement, the research institutes and corporate assets injected into the company are mainly built around the seven major powers of gas power, steam power, chemical power, civil nuclear power, heat engine power, all-electric power and diesel engine power. Professor Zhang Shengkun, chairman of the Shanghai Society of Naval Architecture and Ocean Engineering, said in an interview with China Industry News that although China has made breakthroughs in the core research of marine diesel engines and gradually reached the international advanced level, however, it must be squarely pointed out that China is in the gas There are no independent brands for machine and dual-fuel engines, and the gap in gas turbines is also large. The state needs to establish some “leading” key projects to tackle the problem and continuously narrow the gap with the international advanced level.