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ÀÚµ¿Â÷ ¿£Áø °ü¸® ½Ã½ºÅÛ ½ÃÀå ±Ô¸ð, Á¡À¯À², µ¿Ç⠺м® º¸°í¼ : ÄÄÆ÷³ÍÆ®º°, ¿£Áø À¯Çüº°, Â÷·® À¯Çüº°, Áö¿ªº°, ºÎ¹® ¿¹Ãø(2025-2030³â)Automotive Engine Management System Market Size, Share & Trends Analysis Report By Component (Electronic Control Unit, Sensors), By Engine Type (Gasoline, Diesel, Hybrid, Electric), By Vehicle Type, By Region, And Segment Forecasts, 2025 - 2030 |
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¿¹¸¦ µé¾î, ¼ö¼Ò ¿¬¼Ò ¿£ÁøÀº Áß¿äÇÑ Çõ½ÅÀ» ´ëÇ¥Çϸç, »÷µð¾Æ ±¹¸³ ¿¬±¸¼Ò´Â ¼ö¼Ò ¿¬·á ICE°¡ ¿¬·á ´ë Àü±â È¿À² 50%¸¦ ´Þ¼ºÇÏ¸é¼ Áú¼Ò »êȹ°(NOx) ¹èÃâÀ» °ÅÀÇ Á¦·Î·Î ÁÙÀÏ ¼ö ÀÖÀ½À» ÀÔÁõÇß½À´Ï´Ù. ÀÌ·¯ÇÑ ´É·Â ´öºÐ¿¡ ¼ö¼Ò´Â ÇÏÀ̺긮µå Â÷·® ¹× °íÁ¤½Ä Àü·Â ÀÀ¿ë ºÐ¾ßÀÇ ½Ç¿ëÀûÀÎ °úµµ±âÀû ¿¬·á·Î ÀÚ¸®¸Å±èÇϰí ÀÖ½À´Ï´Ù. EMS°¡ ´Ù¾çÇÑ ¿¬·á ÈÇÐ ¹°Áú¿¡ ÀûÀÀÇÒ ¼ö ÀÖ´Â ´É·ÂÀº ź¼Ò Á߸³ÀÇ ¹Ì·¡¸¦ ½ÇÇöÇÏ´Â µ¥ ¸Å¿ì Áß¿äÇÕ´Ï´Ù. °í±Þ ¿¬¼Ò ¿£Áø ÇÏÀ§ ÇÁ·Î±×·¥ÀÇ ¿¬±¸´Â ¿£Áø ¼³°è¿Í ¿¬·á Ư¼ºÀ» µ¿½Ã¿¡ ÃÖÀûÈÇÏ¿© ÀüÅëÀû ¹× ´ëü ¿¬·á ¸ðµÎ¿¡¼ ÃÖÀûÀÇ ¿¬¼Ò µ¿·ÂÀ» È®º¸ÇÏ´Â µ¥ ÃÊÁ¡À» ¸ÂÃß°í ÀÖ½À´Ï´Ù. ¿¹¸¦ µé¾î, ¿¡Åº¿ÃÀÇ ³ôÀº ¿Áź°¡´Â ½ºÆÄÅ© Á¡È ¿£Áø¿¡¼ ¾ÐÃà ºñÀ²À» ³ôÀÏ ¼ö ÀÖ¾î °¡¼Ö¸° ´ëºñ ¿ È¿À²À» 10-15% Çâ»ó½Ãŵ´Ï´Ù. ÀÌ·¯ÇÑ ÁøÀüÀº EMS°¡ ±âÁ¸ ICE ¾ÆÅ°ÅØÃ³¿Í ¹Ì·¡ Àç»ý °¡´É ¿¬·á »ýÅÂ°è »çÀÌÀÇ °ÝÂ÷¸¦ ¸Þ¿ì´Â ¿ªÇÒÀ» °Á¶ÇÕ´Ï´Ù.
ÇÏÀ̺긮µå Àü±â ÆÄ¿öÆ®·¹Àΰú ÷´Ü EMSÀÇ ÅëÇÕÀº ¿¬ºñ °³¼± ¹× ¹è±â °¡½º °¨ÃàÀ» À§ÇÑ ÇÙ½É Àü·«À¸·Î ºÎ»óÇϰí ÀÖ½À´Ï´Ù. DOEÀÇ ¿¬±¸¿¡ µû¸£¸é, ³»¿¬ ±â°ü°ú ÇÏÀ̺긮µå Àü±â ½Ã½ºÅÛÀ» °áÇÕÇϸé Â÷·® µî±Þ ¹× ÁÖÇà Á¶°Ç¿¡ µû¶ó ¿¬ºñ°¡ 25-50% Çâ»óµÉ ¼ö ÀÖ½À´Ï´Ù. ÁÖ¸ñÇÒ ¸¸ÇÑ »ç·Ê·Î Ç÷¯±×ÀÎ ÇÏÀ̺긮µå Àü±âÀÚµ¿Â÷(PHEV) ÀÌ´Ï¼ÅÆ¼ºê°¡ ÀÖ½À´Ï´Ù. ¿ÀÅ© ¸®Áö ±¹¸³ ¿¬±¸¼Ò´Â ÇÏÀ̺긮µå ½Ã½ºÅÛÀÇ Áö¼ÓÀûÀÎ °úÁ¦ÀÎ ³Ã½Ãµ¿ ¹è±â °¡½º¸¦ ÃÖ¼ÒÈÇϱâ À§ÇÑ ¿£Áø Á¦¾î Àü·«À» °³¹ßÇß½À´Ï´Ù.
¿£Áø È¿À²¼º Çâ»óÀÇ Ãß±¸´Â ½ÃÀå ¼ºÀåÀ» ÃËÁøÇßÀ¸¸ç, ÀÌ´Â ±ØÇÑÀÇ ¿Âµµ¿Í ¾Ð·ÂÀ» °ßµô ¼ö ÀÖ´Â Àç·á°¡ ÇʼöÀûÀÔ´Ï´Ù. ¹Ì±¹ ¿¡³ÊÁöºÎ(DOE)ÀÇ Â÷·® ±â¼ú »ç¹«¼Ò(VTO)´Â °æ·® Çձݰú °í±Þ ¼¼¶ó¹ÍÀ» Â÷¼¼´ë ¿£ÁøÀÇ ÇÙ½É ±â¼ú·Î Áö¸ñÇßÀ¸¸ç, ÀÌ ±â¼úÀÌ 2030³â±îÁö ¹Ì±¹ Â÷·®ÀÇ 25%¿¡ Àû¿ëµÉ °æ¿ì ¿¬°£ 50¾ï °¶·±ÀÇ ¿¬·á Àý°¨ È¿°ú¸¦ ±â´ëÇÒ ¼ö ÀÖ½À´Ï´Ù. ¿¹¸¦ µé¾î, ÇǽºÅæ Å©¶ó¿î°ú ½Ç¸°´õ ¶óÀ̳ʿ¡ Àû¿ëµÈ ½Ç¸®ÄÜ Ä«¹ÙÀ̵å(SiC) ÄÚÆÃÀº ¿ ¼Õ½ÇÀ» ÁÙ¿© 1,500¡ÆC¸¦ ÃʰúÇÏ´Â ¿¬¼Ò ¿Âµµ¸¦ °¡´ÉÇÏ°Ô Çϸç, ÀÌ´Â ÀüÅëÀûÀÎ ¾Ë·ç¹Ì´½ ºÎǰº¸´Ù ¿ È¿À²ÀÌ 15% Çâ»óµË´Ï´Ù. ÁßÀåºñ ¿£Áøµµ ÇÇ·Î ÀúÇ×¼ºÀÌ Çâ»óµÈ ö ±â¹Ý ÁÖÁ¶ ÇÕ±ÝÀÇ ÀÌÁ¡À» Ȱ¿ëÇÏ¿© µðÁ© ¿£ÁøÀÇ ÃÖ°í ½Ç¸°´õ ¾Ð·ÂÀ» ³ôÀÏ ¼ö ÀÖ½À´Ï´Ù. Àç·á °Ô³ð ÀÌ´Ï¼ÅÆ¼ºê´Â ÄÄÇ»ÅÍ ¸ðµ¨¸µÀ» ÅëÇØ ÀÌ·¯ÇÑ Àç·áÀÇ °³¹ßÀ» °¡¼ÓÈÇÏ¿© ÇÁ·ÎÅäŸÀÔ Á¦ÀÛ Áֱ⸦ 40% ´ÜÃàÇß½À´Ï´Ù. ÀÌ·¯ÇÑ Çõ½ÅÀº ÇöÀç 45%ÀÎ ÁßÀåºñ ¿£ÁøÀÇ Á¦µ¿ ¿ È¿À²À» 2030³â±îÁö 55%·Î ³ôÀÌ´Â DOEÀÇ ¸ñÇ¥¸¦ ´Þ¼ºÇÏ´Â µ¥ ÇʼöÀûÀÔ´Ï´Ù.
º¸´Ù ³ôÀº ¿£Áø È¿À²À» Ãß±¸ÇÏ¸é ½ÃÀå ¼ºÀåÀ» µÞ¹ÞħÇϰí ÀÖÀ¸¸ç ±Ø´ÜÀûÀÎ ¿Âµµ¿Í ¾Ð·ÂÀ» °ßµð´Â Àç·á°¡ ÇÊ¿äÇÕ´Ï´Ù. Office(VTO)´Â °æ·® Çձݰú ÷´Ü ¼¼¶ó¹ÍÀ» Â÷¼¼´ë ¿£ÁøÀ» À§ÇÑ Áß¿äÇÑ Àο¡ÀÌºí·¯·Î ½Äº°Çϰí ÀÖÀ¸¸ç, ¹Ì±¹ Â÷·®ÀÇ 25%¿¡ µµÀԵǸé 2030³â±îÁö ¿¬°£ 50¾ï °¶·±ÀÇ ¿¬·á¸¦ Àý¾àÇÒ ¼ö ÀÖ½À´Ï´Ù. ¿¹¸¦ µé¾î, ÇǽºÅæ Å©¶ó¿î°ú ½Ç¸°´õ ¶óÀ̳ʿ¡ Àû¿ëµÈ ÅºÈ ±Ô¼Ò(SiC) ÄÚÆÃÀº ¿ ¼Õ½ÇÀ» ÁÙÀ̰í 1,500 ¡É¸¦ ÃʰúÇÏ´Â ¿¬¼Ò ¿Âµµ¸¦ °¡´ÉÇϰÔÇÕ´Ï´Ù. ÀÌ¿Í °°ÀÌ, ³»ÇǷμºÀÌ Çâ»óµÈ ö ±â¹ÝÀÇ ÁÖÁ¶ ÇÕ±ÝÀÇ ÇýÅÃÀ» ¹Þ°í ÀÖ¾î, µðÁ© ¿£Áø¿¡ ÀÖ¾î¼ÀÇ ½Ç¸°´õ ¾Ð·ÂÀÇ ÇÇũġ¸¦ ³ôÀÏ ¼ö°¡ ÀÖ½À´Ï´Ù. ÀÌ·¯ÇÑ Àç·áÀÇ °³¹ßÀ» °¡¼ÓÈÇϰí ÇÁ·ÎÅäŸÀÔ »çÀÌŬÀ» 40% ´ÜÃàÇß½À´Ï´Ù.
DOEÀÇ °øµ¿ ÃÖÀûÈ ÀÌ´Ï¼ÅÆ¼ºê´Â ¿¬·á ¹èÇÕ°ú ¿£Áø ±¸Á¶¸¦ µ¿½Ã¿¡ °³¹ßÇÏ´Â EMS ¼³°èÀÇ ÆÐ·¯´ÙÀÓ ÀüȯÀ» »ó¡ÇÕ´Ï´Ù. ÀÌ Á¢±Ù ¹æ½ÄÀº ¿¬·á ÈÇÐ ¹× ¿¬¼Ò µ¿¿ªÇÐ °£ÀÇ »óÈ£ÀÛ¿ëÀ» Ȱ¿ëÇØ È¿À²¼ºÀ» ±Ø´ëÈÇÕ´Ï´Ù. ¿¹¸¦ µé¾î, ¾Æ¸£°ï ±¹¸³¿¬±¸¼Ò°¡ ÁßÁ¡ ¿¬±¸ ÁßÀÎ °¡¼Ö¸° ¾ÐÃà Á¡È(GCI) ¿£ÁøÀº Àú¿Áź ¿¬·á¸¦ »ç¿ëÇØ Èñ¹Ú ¿¬¼Ò ¿¬¼Ò¸¦ °¡´ÉÇÏ°Ô ÇÏ¿© ÀüÅëÀûÀÎ ½ºÆÄÅ© Á¡È ¿£Áøº¸´Ù 35% ³ôÀº ¿¬ºñ È¿À²À» ´Þ¼ºÇÕ´Ï´Ù.
»÷µð¾Æ ±¹¸³¿¬±¸¼ÒÀÇ ¿¬¼Ò ¿¬±¸ ½Ã¼³Àº µð¸ÞÆ¿ ¿¡Å׸£(DME)¿Í µðÁ©À» È¥ÇÕÇÑ ¸ÂÃãÇü ¿¬·á ºí·»µå°¡ Á¡È ¾ÈÁ¤¼ºÀ» À¯ÁöÇÏ¸é¼ ºÐÁø Çü¼ºÀ» 90% °¨¼Ò½ÃŲ´Ù´Â °ÍÀ» ÀÔÁõÇß½À´Ï´Ù. ÀÌ·¯ÇÑ Çõ½ÅÀº ´Ù¾çÇÑ ¿¬·á È¥ÇÕ¹°¿¡¼ ÃÖÀûÀÇ ¿¬¼Ò ´Ü°è¸¦ º¸ÀåÇϱâ À§ÇØ EMSÀÇ ½Ç½Ã°£ ¿¬·á ºÐ»ç ŸÀÌ¹Ö ¹× ¾Ð·Â Á¶Á¤ ´É·ÂÀ» ±â¹ÝÀ¸·Î ÇÕ´Ï´Ù. DOE´Â °øµ¿ ÃÖÀûȸ¦ ÅëÇØ 2030³â±îÁö °æ·® Â÷·®ÀÇ È¿À²À» 10% Çâ»ó½Ãų ¼ö ÀÖÀ¸¸ç, À̴ ÷´Ü ¿£Áø ¿¬±¸¸¸À¸·Î´Â ´Þ¼ºÇÒ ¼ö ÀÖ´Â 25%ÀÇ °³¼±À» º¸¿ÏÇÒ °ÍÀ̶ó°í ÃßÁ¤ÇÕ´Ï´Ù.
Automotive Engine Management System Market Summary
The global automotive engine management system market size was estimated at USD 65.54 billion in 2024 and is projected to reach USD 80.25 billion by 2030, growing at a CAGR of 3.6% from 2025 to 2030. Modern engine management systems are increasingly designed to accommodate renewable and alternative fuels, a shift driven by the need to reduce greenhouse gas emissions and dependence on fossil fuels, which boosts the market growth.
The U.S. Department of Energy emphasizes that internal combustion engines (ICEs) can operate on fuels such as natural gas, propane, biodiesel, and ethanol without significant modifications to existing infrastructure.
For instance, hydrogen combustion engines represent a pivotal innovation, with Sandia National Laboratories demonstrating that hydrogen-powered ICEs achieve 50% fuel-to-electricity efficiency while producing near-zero nitrogen oxide (NOx) emissions. This capability positions hydrogen as a viable transitional fuel for hybrid vehicles and stationary power applications. The adaptability of EMS to diverse fuel chemistries is critical for enabling a carbon-neutral future. Research under the Advanced Combustion Engines subprogram focuses on co-optimizing engine designs with fuel properties, ensuring optimal combustion dynamics for both conventional and alternative fuels. For example, ethanol's high octane rating allows for higher compression ratios in spark-ignition engines, improving thermal efficiency by 10-15% compared to gasoline. Such advancements underscore the EMS's role in bridging the gap between existing ICE architectures and future renewable fuel ecosystems.
The integration of hybrid electric powertrains with advanced EMS has emerged as a cornerstone strategy for improving fuel economy and reducing emissions. DOE studies reveal that combining internal combustion engines with hybrid electric systems can enhance fuel efficiency by 25-50%, depending on vehicle class and driving conditions. A notable instance is the Plug-in Hybrid Electric Vehicle (PHEV) initiative, where Oak Ridge National Laboratory developed engine control strategies to minimize cold-start emissions, a persistent challenge in hybrid systems.
By decoupling engine operation from immediate driver demand, series hybrid configurations enable optimized warm-up cycles, reducing hydrocarbon emissions by 45% during cold starts. Furthermore, the application of synergistic technologies, such as engine downsizing and turbocharging, allows manufacturers to maintain performance while reducing displacement. Ricardo's roadmap for gasoline engine efficiency highlights that downsizing a 2.0L engine to 1.4L, coupled with direct injection and variable valve timing, can improve fuel economy by 20% without sacrificing power output. These advancements rely on EMS algorithms that dynamically adjust air-fuel ratios, ignition timing, and boost pressure to balance efficiency and drivability.
The pursuit of higher engine efficiencies propelled the market growth, which necessitates materials capable of withstanding extreme temperatures and pressures. DOE's Vehicle Technologies Office (VTO) identifies lightweight alloys and advanced ceramics as critical enablers for next-generation engines, with the potential to save 5 billion gallons of fuel annually by 2030 if deployed across 25% of the U.S. fleet. For instance, silicon carbide (SiC) coatings on piston crowns and cylinder liners reduce heat loss, enabling combustion temperatures exceeding 1,500°C, a 15% improvement in thermal efficiency over conventional aluminum components. Heavy-duty engines benefit similarly from iron-based cast alloys with enhanced fatigue resistance, allowing higher peak cylinder pressures in diesel engines. The Materials Genome Initiative has accelerated the development of these materials through computational modeling, reducing prototyping cycles by 40%. Such innovations are integral to achieving the DOE's target of 55% brake thermal efficiency for heavy-duty engines by 2030, up from the current 45% baseline.
The DOE's co-optimization initiative represents a paradigm shift in EMS design, where fuel formulations and engine architectures are developed in tandem. This approach leverages the interplay between fuel chemistry and combustion dynamics to maximize efficiency. For example, gasoline compression ignition (GCI) engines, a focus of Argonne National Laboratory, utilize low-octane fuels to enable lean-burn combustion, achieving 35% higher fuel economy compared to conventional spark-ignition engines.
Similarly, the Combustion Research Facility at Sandia National Laboratories has demonstrated that tailored fuel blends, such as di-methyl ether (DME) mixed with diesel, reduce soot formation by 90% while maintaining ignition stability. These breakthroughs rely on EMS capabilities to adjust injection timing and pressure in real-time, ensuring optimal combustion phasing across diverse fuel mixtures. The DOE estimates that co-optimization could yield a 10% efficiency gain in light-duty vehicles by 2030, complementing the 25% improvement expected from advanced engine research alone.
Global Automotive Engine Management System Market Report Segmentation
This report forecasts revenue growth at the global, regional, and country levels and provides an analysis of the latest industry trends in each of the sub-segments from 2018 to 2030. For this study, Grand View Research has segmented the global automotive engine management system market report based on component, engine type, vehicle type, and region: