芯片连涨两轮！一辆新能源汽车成本或暗增万元

华夏时报网07-15 09:36

2026年7月，全球半导体行业如约迎来年内第二轮价格调整窗口。与年初首轮调价主要受上游原材料成本推动不同，此次调整呈现出海内外头部企业同步、车规级产品领涨、涨幅进一步扩大的显著特征。　　自7月1日起，芯联集成、斯达半导、扬杰科技、聚辰股份及基本半导体等国内主要厂商相继向客户发出涨价函或价格调整通知，涉及产品涵盖车规级IGBT、SiC MOSFET及Nor Flash等核心器件，价格上调幅度集中在...

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The cost of a new energy vehicle may increase by ten thousand yuan","themeId":null,"isJumpTheme":false,"ttsUrl":null,"symbols_score_info":{"300373":1.95,"603005":1.93,"688123":1.87,"TXN":1.84,"TDIV":0.6},"content_text":"2026年7月，全球半导体行业如约迎来年内第二轮价格调整窗口。与年初首轮调价主要受上游原材料成本推动不同，此次调整呈现出海内外头部企业同步、车规级产品领涨、涨幅进一步扩大的显著特征。　　自7月1日起，芯联集成、斯达半导、扬杰科技、聚辰股份及基本半导体等国内主要厂商相继向客户发出涨价函或价格调整通知，涉及产品涵盖车规级IGBT、SiC MOSFET及Nor Flash等核心器件，价格上调幅度集中在15%至25%区间。与此同时，英飞凌、德州仪器、意法半导体等海外龙头亦同步对车规功率半导体及电源模拟芯片提价10%至20%。　　业内人士认为，这一现象显示汽车电子供应链上游的成本压力正在从单一环节向全产业链传导，并最终向整车企业形成合围之势。　　海内外厂商步调一致，成本传导与需求爆发共振　　本轮涨价是上半年全球半导体价格体系持续重塑的自然延续。早在今年2月至5月，超过20家国内外半导体公司已发布年内首轮涨价函。　　进入7月，随着晶圆制造、封装材料及大宗金属价格居高不下，叠加AI算力与新能源车需求持续超预期，第二轮调价几乎以“齐步走”的方式落地。　　具体来看，国内功率半导体代工与IDM厂商调价态度明确。芯联集成于6月30日对客户发函，称受成本上涨因素影响，叠加AI、新能源等需求爆发，公司产能持续紧张，决定在2026年第三季度对产品价格上调15%至25%。　　斯达半导亦表示，受晶圆制造、大宗金属、封装等材料价格上升影响，成本压力已超出内部可消化范围，自7月1日起对IGBT、SiC MOSFET等功率半导体模块和分立器件涨价15%起。　　扬杰科技则宣布全系列产品价格上调10%至15%，聚辰股份对Nor Flash全线产品统一提价25%。　　海外大厂的步调同样紧凑。英飞凌早前宣布，自7月1日起对AI服务器电源芯片、车规IGBT、高压MOSFET等产品涨价10%至20%不等。　　德州仪器、意法半导体等模拟与功率芯片巨头也同步开启年内第二轮调价，提价范围覆盖信号链产品、电源模拟芯片及数据中心应用功率半导体。　　对于本轮涨价的底层逻辑，多家企业在函件中明确指向“成本+需求”双轮驱动。一方面，上游硅片、贵金属及特种气体等原材料价格持续上行，晶圆制造成本居高不下；另一方面，需求端结构性增长加剧了供给紧张。　　公开资料显示，单台AI服务器的功率半导体使用量是传统服务器的3倍以上，部分高端机型可达5倍以上。同时，新能源汽车800V高压平台渗透率提升带动SiC器件需求放量，充电桩新能效国标将于2026年11月1日实施，进一步锁定了下游长期订单。　　扬杰科技在近期机构调研中也证实，其SiC业务目前在手订单饱满，产能利用率处于高位，头部企业订单能见度已覆盖较长周期。　　汽车行业分析师翟强向《华夏时报》记者表示：“当前功率半导体与模拟芯片已成为继AI算力芯片、半导体设备之后的第三条产业投资主线，但市场需求呈现显著分化特征。具备AI配套能力的高可靠车规芯片供不应求，英飞凌核心产品交付周期延长至数月，国内厂商产能普遍趋于饱和。而消费电子类芯片市场则持续低迷，芯片定价逻辑已从通用型转向场景适配型。随着晶圆制造、封测全链路成本上涨，芯片价格正从结构性上涨迈入普涨阶段。”　　整车成本压力骤增，低毛利车型面临利润挤压　　对于下游整车企业而言，这轮来势汹汹的涨价潮正直接转化为账面上的成本压力。功率器件占电控系统成本比重较高，IGBT与SiC MOSFET 15%至25%的涨幅将直接推高电控系统的BOM（物料清单）成本。　　在价格竞争已趋白热化的中国汽车市场，这一变化正在加剧车企的经营难度。乘联会数据显示，2026年1至5月国内乘用车累计零售711万辆，同比下降19%；全行业利润1440亿元，同比下滑20%，利润率仅为3.4%，创下近十年同期新低。　　在行业整体盈利能力本就脆弱的大背景下，上游芯片成本的进一步侵蚀显得尤为突出。　　翟强说道：“智能电动汽车的芯片用量远超传统燃油车，一辆智能电动汽车所需芯片约3000至5000颗，是传统燃油车的十倍。因此，当存储芯片三个月暴涨180%、高端智驾芯片涨超300%时，车身的成本结构很难不被撼动。”　　岚图汽车董事长卢放也在公开场合坦言，汽车降价不符合逻辑，涨价是大概率事件。　　然而，与车企调价意愿形成鲜明对比的是疲软的市场需求。在销量下滑与利润收缩的双重夹击下，整车企业面临着“不涨价亏利润，涨价丢份额”的两难困境。　　翟强说：“尤其是对成本极为敏感的中低端车型，15%至25%的车规芯片涨幅几乎难以通过内部消化，这种压力甚至可能倒逼车企调整产品配置策略或重新评估供应商的锁价机制。同时，在15万至25万元市场竞争将更加残酷，价格战与成本战的双重绞杀可能进一步加速行业洗牌。”　　综合来看，本轮由AI算力与新能源需求共振引发的涨价，已深度影响了汽车产业链的成本结构。翟强认为：“对于车企而言，短期应对涨价压力的关键在于供应链的韧性与国产化替代的节奏，长期则需审视芯片战略布局。本轮涨价趋势有可能延续至2027年，芯片成本或将成为未来数年影响整车企业盈利水平的常态化变量。”（文章来源：华夏时报网）","kind":"news","is_publish_news":true,"is_publish_highlight":false,"is_publish_live":false,"is_publish_wemedia":false,"editions":null,"column":"","sentiment":"-1","news_tag":"","news_rank":0,"isVideo":false,"video":null,"symbols":[],"gpt_button":1,"need_auth":false,"need_login_tip":false,"code":"91000000","status":"200"},"commentList":[],"isCommentEnd":true,"newsSizeData":{"likeSize":0,"commentSize":0,"repostSize":0,"favoriteSize":0,"likeStatus":false,"favoriteStatus":false},"APP":{"userAgent":"Mozilla/5.0 AppleWebKit/537.36 (KHTML, like Gecko; compatible; ClaudeBot/1.0; +claudebot@anthropic.com)","isDev":false,"isTTM":false,"isLaohu8Offline":false,"tenantId":"TBCN","deviceId":"web-server-community-laohu8-v3","version":"4.44.1","shortVersion":"4.44.1","platform":"web","vendor":"web","appName":"laohu8","isIOS":false,"isAndroid":false,"isTiger":false,"isTHS":false,"isWeiXin":false,"isWeiXinMini":false,"isWeiBo":false,"isQQ":false,"isBaiduSwan":false,"isBaiduBox":false,"isDingTalk":false,"isToutiao":false,"isOnePlus":false,"isHuaWei":false,"isXiaomi":false,"isXiaomiWebView":false,"isOppo":false,"isVivo":false,"isSamsung":false,"isMobile":false},"href":"/m/news/2651794438","isCrawlerRequest":true}