在全球氣候治理的大背景及日漸完善的基礎設施推動下，近年電動車產業蓬勃發展，對傳統汽車工業產生不可磨滅的衝擊，亦深刻牽動相關的產業鏈重組。本研究運用華勒斯坦（Immanuel Wallerstein）的世界體系理論（World-Systems Theory, WST），將電動車產業擴張的過程套用至經濟長波的歷史視角及「核心—半邊陲—邊陲」的三元分工系統中，檢視這個轉型過程如何重塑了現有的全球權力結構。
透過相關數據及文獻發現，電動車高度模組化的特性，已削弱汽車產業半世紀以來的進入門檻，以中國為首的強勢半邊陲國家，透過國家政策主導關鍵礦產精煉與動力電池技術，建立起類壟斷優勢構築出「產業核心區」，傳統汽車產業中的核心國家依靠內燃機相關系統累積的專利網優勢被打破；處於底層的邊陲國家亦利用轉型過程的溢價契機，推動礦產加工等產業鏈在地化，展開向上階層流動的嘗試。
然而，挑戰世界體系階層的流動面臨嚴峻的零和博弈，傳統核心國家面對優勢流失、利潤萎縮的危機，展開積極的防禦措施；如以政治力干預市場，推行排他性法規製造貿易壁壘，也試圖透過話語權渲染，阻斷對手的資本擴張。另一方面，軟體定義汽車的典範伴隨著電動化轉型而確立，產業中的高附加價值流向車載系統、晶片算力及數據經濟，核心科技寡頭也藉此介入，半邊陲與邊陲國家則可能再次陷入依賴困境。
結論指出，產業轉型確實為後發國創造了階層流動的機會，然而在深層結構上，電動車產業擴張未脫離現代世界體系──資本主義的無盡積累及不對等交換的本質，況且轉型過程中持續的環境成本外部化，將進一步固化結構，並更激化資本主義經濟接近生態承載極限的矛盾。

Driven by the macro-environment of global climate governance and increasingly well-developed infrastructure, the electric vehicle (EV) industry has boomed in recent years, heavily disrupting the traditional automotive sector and pushing the restructuring of related supply chains. Applying Immanuel Wallerstein’s World-Systems Theory, this study contextualizes the EV industry within the historical perspective of long economic waves and the tripartite division of labor system—comprising the "core, semi-periphery, and periphery"—to examine how this transitional process has reshaped the existing global power structure.
The highly modular design of EVs has significantly lowered the auto industry’s historical barriers to entry. Consequently, strong semi-peripheral countries, notably China, have leveraged state policies to dominate power battery technology and mineral refining. They established a quasi-monopolistic advantage and formed an "industrial core", thereby shattering the patent network advantages accumulated by core countries in the traditional automotive industry through internal combustion engine (ICE) systems. Meanwhile, peripheral nations, capitalizing on the premium opportunities of this transition to promote the localization of industrial chains, such as mineral processing, are attempting to move up the ladder.
However, challenging hierarchical mobility remains a tough zero-sum game. Facing loss of their edge and shrinking profits, traditional core countries have launched aggressive defensive measures, intervening in the market with trade barriers backed by exclusionary regulations and leveraging discursive influence, to curb rivals' capital expansion. Furthermore, as the "software-defined vehicles" paradigm solidifies alongside the electrification transition, high-value-added segments in the sector are shifting toward in-vehicle software, computing power, and the data economy. Tech giants from the core are seizing upon this new shift, potentially plunging the semi-peripherals and peripherals into a renewed state of dependency.
In conclusion, while the EV transition indeed offers opportunities for hierarchical mobility, the world-system's underlying structure remains unchanged on a deeper structural level. The industry's expansion is still driven by the essence of the modern world-system—the endless capital accumulation and unequal exchange. Moreover, externalizing environmental costs to the periphery during the transition process will only solidify this exploitative structure, intensifying the contradictions as the capitalist economy approaches its ecological limit.

一、 中文部分
（一） 專書／專書篇章
Braudel, Fernand。《15至18世紀的物質文明、經濟和資本主義（第二卷）：形形色色的交換》。顧良譯。北京：生活‧讀書‧新知三聯書店，1993。原著出版於1979年。
Braudel, Fernand。《15至18世紀的物質文明、經濟和資本主義（第三卷）：世界的時間》。施康強、顧良譯。北京：生活‧讀書‧新知三聯書店，2002。原著出版於1979年。
Frank, Andre Gunder。《白銀資本：重視經濟全球化中的東方》。劉北成譯。北京：中央編譯出版社，2000。原著出版於1998年。
Gilpin, Robert。《全球政治經濟學：解讀國際經濟秩序》。楊宇光、楊炯譯。上海：上海人民出版社，2006。原著出版於2001年。
Wallerstein, Immanuel。《現代世界體系第一卷：16世紀的資本主義農業與歐洲世界經濟的起源》。郭方、劉新成、張文剛譯。北京：社會科學文獻出版社，2013。原著出版於1974年。
Wallerstein, Immanuel。《現代世界體系第二卷：重商主義與歐洲世界經濟體的鞏固，1600~1750》。郭方、吳必康、鍾偉雲譯。北京：社會科學文獻出版社，2013。原著出版於1980年。
Wallerstein, Immanuel。《現代世界體系第三卷：資本主義世界經濟大擴張的第二時期，1730~1840年代》。郭方、夏繼果、顧寧譯。北京：社會科學文獻出版社，2013。原著出版於1989年。
Wallerstein, Immanuel。《現代世界體系第四卷：中庸的自由主義的勝利，1789~1914》。吳英譯。北京：社會科學文獻出版社，2013。原著出版於2011年。
Wallerstein, Immanuel。《世界體系分析引論》。申昀晏譯。新北市：群學出版有限公司，2025。原著出版於2004年。
Yergin, Daniel。《全球新版圖：頁岩油、電動車、再生綠能，21世紀能源大國的戰略布局與衝突》。季晶晶譯。新北市：聯經出版，2022。原著出版於2020年。
許寶強、汪暉編。《發展的幻象》。北京：中央編譯出版社，2003。
龐建國。《國家發展理論：兼論台灣發展經驗》。臺北市：巨流圖書，2005。
蕭新煌編。《低度發展與發展：發展社會學選讀》。臺北市：巨流圖書，1985。

（二） 論文期刊
于宏源。〈氣候變化、能源安全與世界秩序演變：發達國家和新興市場國家的低碳化競爭〉。《人民論壇：學術前沿》11 (2015)：56-64。
江華。〈世界體系理論研究〉。博士學位論文，復旦大學，2003。
江華。〈超越社會科學的傳統範式：解讀沃勒斯坦的世界體系理論〉。《文史哲》2 (2008)：36-44。
林仲修。〈世界體系理論之建構：兼論其優越與窘困〉。《人文與社會學報》2 (2003)：47-68。
林爽。〈現代化視域下沃勒斯坦世界體系理論研究〉。博士學位論文，黑龍江大學，2012。
劉坤鱧。〈中國的崛起與挑戰：世界體系理論視角的分析〉。《全球政治評論》40 (2012)：115-136。
劉忠諺。〈中國與印尼經貿研究：從世界體系理論角度切入〉。碩士學位論文，國立政治大學，2021。
劉鳴。〈以世界體系理論與全球化理論解讀國際體系轉型〉。《現代國際關係》1 (2009)：48-55。
劉霖。〈中國新能源汽車產業國際競爭力研究：基於中美日三國行業龍頭企業比較的視角〉。碩士學位論文，商務部國際貿易經濟合作研究院，2022。
顏建程。〈依賴理論再思考：淵源、流派與發展〉。碩士學位論文，國立中山大學，2007。

（三） 官方／機構文件
中國國家發改委綜合司。〈關於加快推進充電基礎設施建設 更好支持新能源汽車下鄉和鄉村振興的實施意見〉。發改綜合〔2023〕545號，2023年5月17日。https://www.ndrc.gov.cn/xxgk/zcfb/tz/202305/t20230517_1355814.html。
中華人民共和國自然資源部。〈五部委聯合印發《關於開展智慧網聯汽車“車路雲一體化”應用試點工作的通知》〉。上海市規劃和自然資源局，2024年1月18日。https://ghzyj.sh.gov.cn/hyxw/20240118/694a84ecd4534100a6c9c36228b2eef8.html。
中華人民共和國國務院辦公廳。〈國務院辦公廳關於印發新能源汽車產業發展規劃（2021—2035年）的通知〉。國辦發〔2020〕39號。中華人民共和國中央人民政府，2020年11月2日。https://reurl.cc/L2L1l9。
中華人民共和國商務部等7部門。〈商務部 財政部等7部門關於印發《汽車以舊換新補貼實施細則》的通知〉。商消費函〔2024〕75號。中華人民共和國國家發展和改革委員會，2024年4月26日。https://reurl.cc/kp35y9。

（四） 網路資源
EVthinker。〈工程基礎：一體化大壓鑄技術在新能源汽車中的應用〉。知乎，2024年3月31日。https://zhuanlan.zhihu.com/p/690036265。
May。〈開發全固態電池不使用稀有金屬 成為電動車及3C新選項〉。iKnow科技產業資訊室，2022年3月2日。https://iknow.stpi.narl.org.tw/post/Read.aspx?PostID=18856。
Sherlock。〈比亞迪一年更新汽車軟體200次，背後是一條傳統車廠很難複製的供應鏈〉。INSIDE，2026年4月9日。https://reurl.cc/9WLzyO。
王星淳。〈領導廠商動見觀瞻-寧德時代電動車動力電池技術動態〉。經濟部產業技術司，2024年2月14日。https://reurl.cc/bda6ml。
王滿華。〈3倍工資挖人，應屆生拿百萬年薪，造車新勢力為了搶「算法人」拼了〉。投中網，2022年3月27日。https://reurl.cc/53EN0R。
申佳平。〈國家發改委：三方面破解農村新能源汽車充電「痛點」〉。人民網，2023年5月17日。http://finance.people.com.cn/BIG5/n1/2023/0517/c1004-32688307.html。
朱峻賢。〈過渡產品還是續航良藥 油電混合動力車發展概況〉。財團法人車輛研究測試中心（ARTC），2019年10月17日。https://www.artc.org.tw/tw/knowledge/articles/13405。
吳耿賢。〈車輛電子電氣架構的發展趨勢〉。財團法人車輛研究測試中心（ARTC），2021年12月9日。https://www.artc.org.tw/tw/knowledge/articles/13624。
李宜儒。〈電動車改變車廠生態 台廠靠高度設計及整合能力卡位Tier 0.5供應鏈〉。知新聞，2024年11月10日。https://www.knews.com.tw/news/EB84C7740857C0255B76FDBA82850F87。
李旭玲。〈南瑞集團牽頭編制的三項直流充電技術國家標準正式發佈〉。人民日報，2023年9月18日。http://paper.people.com.cn/zgnyb/html/2023-09/18/content_26019134.htm。
李雅雯。〈中國乘聯分會：1至2月汽車業利潤率僅2.9%〉。經濟日報，2026年4月5日。https://money.udn.com/money/story/5604/9423626。
第一財經。〈中國汽車，向「市場換技術」告別〉。新浪e站，2023年7月18日。https://auto.sina.cn/zz/hy/2023-07-18/detail-imzazaum4873797.d.html。
華福證券。《智能駕駛專題：NOA快速滲透，建議關注智駕產業鏈機會》。2024年5月13日。https://pdf.dfcfw.com/pdf/H3_AP202405211634046883_1.pdf。
賈新光。〈汽車「以市場換技術」：一個偽命題〉。汽車之家，2015年12月1日。https://chejiahao.autohome.com.cn/info/1503524。
新浪財經。〈余承東：華為智選模式是與車企聯合造好車，產品競爭力更強〉。2026年1月19日。https://reurl.cc/8eL33X。
新浪財經。〈新能源汽車三電系統成本占比及行業競爭格局分析〉。2026年3月20日。https://cj.sina.com.cn/articles/view/7880068201/1d5b04c6901901x1sg。
廣編企劃。〈Nissan如何讓 5000 名開發者同步協作？車輛軟體測試時間削減 75% 的雲端秘密〉。INSIDE，2026年1月21日。https://reurl.cc/4lvgqK。
蔡文馨。〈每年燒一次！海運拒載電動車？淺談運車船火災「全部燒光」沉入大海之來龍去脈〉。CARLINK，2023年7月28日。https://www.lian-car.com/articles/read/37388.html。
蔡文馨。〈歐盟「車廠總碳排放量管制」門檻越來越高、許多車廠可能選擇不掙扎直接挨罰！〉。鏈車網，2024年8月26日。https://www.lian-car.com/articles/read/38699.html。
鄭冠淳。〈蓄勢待發 全球電動車進入新賽局〉。兩岸經貿網，2022年12月15日。https://www.seftb.org/cp-4-1828-411c0-1.html。
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龔淑娟。〈【北京車展】寧德時代CIIC一體化智能底盤首次亮相〉。AI汽車網，2024年4月26日。https://auto.jgvogel.cn/c1395624.shtml。

二、 外文資料
（一） 專書／專書篇章
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（二） 論文期刊
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（三） 官方／機構文件
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