Electric Drive and Power Domain Industry Report, 2022
  • July 2022
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Electric drive and power domain research: efficient integration becomes a megatrend, and integration with other domains makes power domain stronger.

Electric drive systems have gone through several development phases from independent module, integration of motor and transmission, and partial integration of ECU, motor and transmission, to three-in-one and X-in-one integration. In the trend towards "software defined vehicles", E/E architectures tend to be domain controller centralized and centralized ones. Electric drive systems evolve from conventional "three-in-one integration" at the mechanical level to "X-in-one integration" at the power electronics + "software integration" at the power domain level. Continuous deep FOTA updates favor the better performance of vehicle power systems.

OEMs: accelerate mass production of efficient and intelligent electric drive system solutions.

When selecting electric drive solutions, OEMs will consider five factors - power density, integration level, efficiency, safety and intelligence. These factors are of primary importance whether OEMs choose to self-develop or buy from other components manufacturers. In the next stage, new technologies such as X-in-one integrated electric drive, 800V voltage platform, SiC/GaN power devices and power domain will give a big boost to the electric drive system industry.

BYD's “eight-in-one” electric powertrain: in 2021, BYD introduced an eight-in-one electric powertrain based on e3.0 platform. The high integration of motor, transmission, motor controller, PDU, DC-DC, OBC, VCU and BMS further decreases the space usage and weight of the system. Compared with the previous generation, the solution features 20% higher power density, 15% lighter weight, 20% smaller size, and overall efficiency up to 89%.

As an automaker, BYD builds 400V medium-voltage and 800V high-voltage vehicles on the same platform. The independent boost device and reusable drive system power devices constitute a boost charging topology that enables modular boost architecture. The high-voltage platform adopts 1200V/840A SiC power modules that enable 60% smaller size, 70% lower switching loss, and electric control system efficiency up to 99.7%, relative to IGBT controllers.

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NIO's second-generation electric drive system: NIO has established the route of front permanent magnet synchronous motor and rear induction asynchronous motor. The maximum power of the permanent magnet synchronous motor and the induction asynchronous motor reaches 180KW and 300KW, respectively. NIO chooses ON Semiconductor's latest VE-Trac? Direct SiC power modules for the front permanent magnet synchronous motor of its second-generation electric drive system.

NIO's electric drive systems are provided by its subsidiary Shanghai XPT Technology Limited. XPT has made a one-line, multi-site manufacturing layout in Nanjing, Shanghai and Hefei.

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Components manufacturers: deploy new electric drive system products and expedite technological iteration.

As "three-in-one" integrated electric drive systems mature, the next step will be to achieve "X-in-one integration" at the power electronics level, that is, deep integration of on-board charger (OBC), high-voltage DC/DC converter, inverter and power distribution unit (PDU). Tier 1 suppliers compete to launch new electric drive system products.

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Shanghai Edrive’s GaN “three-in-one” electric powertrain: in November 2021, Shanghai Edrive displayed its GaN three-in-one electric powertrain at Nexperia's booth. The sought-after product boasts much higher efficiency than conventional silicon-based IGBT motor controllers in the same working conditions. The maximum efficiency of GaN-based motor controller reaches 99.34%, and the area with efficiency greater than 90% accounts for 93.58%; that of silicon-based IGBT motor controllers is 98.3%, and the area with efficiency greater than 90% makes up is 83.94%.

Huawei's “X-in-one” electric drive system DriveONE: it integrates seven major components, i.e., BCU (battery control unit), PDU (power drive unit), DCDC (drive power), MCU (microcontroller unit), OBC (on-board charger), motor, and reducer, enabling the deep integration of mechanical and power components. With its superiority in software, Huawei also brings intelligence into its electric drive systems in a bid for integration of terminal-cloud cooperation and control. This X-in-one electric drive system achieves the goal of reducing volume by 20% and the weight by 15%, lowers development cost and realizes matching of vehicle front and rear wheel drives.

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Vitesco Technologies’ fourth-generation electric drive system EMR4: in July 2021, Vitesco Technologies, Continental's former Powertrain Division, unveiled EMR4, its fourth-generation product that offers high power density, compact dimensions, and low weight and covers a power range of 80 kW to 230 kW. Compared with EMR3, EMR4 enables 5% higher efficiency, 30% lower cost and 25% lighter weight, and can carry two high-voltage platforms, 400V and 800V.


Development Trends of Electric Drive System Technology

?“Three-in-one” electric drives keep evolving towards "X-in-one" integrated electric drives.

The conventional "three-in-one" electric drive technology will evolve towards "3+3+X platform", that is, a three-in-one electric drive system (motor, transmission and motor controller) and a three-in-one high-voltage charging and distribution system (DC/DC, OBC and PDU) are combined as a "six-in-one" product, or further integrate with BCU (battery control unit) and VCU (vehicle control unit) among others to constitute a "seven-in-one" or "eight-in-one" product, achieving deep integration of mechanical and power components.

Meanwhile, the electric drive and the vehicle thermal management system are further connected and integrated to form an efficient integrated electric thermal management system. The integration with cooling system composed of motor, electronic control, reducer, DC and power supply, and unified thermal management enable heat source integration, reduce heat exchange and heat loss, and improve heat absorption efficiency of heat pump, so as to extend the cruising range of electric vehicles.

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Yet X-in-one systems still face technical challenges (e.g., thermal management, electromagnetic interference and failure rate), and the cost is high. At present, only a few suppliers (Huawei, BYD, etc.) have the systems mass-produced and fit on vehicles. X-in-one systems will still be a R&D priority of OEMs and Tier 1 suppliers in the future.

The penetration rate of flat wire motors surges.

Flat wire motors provide benefits of high power density, low cost, and good temperature performance. Foreign automakers have applied flat wire motor technology early. In 2021, flat wire motors shone in China. Quite a few blockbuster models including Tesla Model 3/Model Y, Volkswagen MEB-based vehicles, NIO ET7, IM L7, ZEEKR 001, and Great Wall ORA Black Cat carried flat wire motors. The overall penetration rate of flat wire motors has approached 20%.

Flat wire motors require high levels of process, manufacturing technology and equipment automation. Chinese suppliers such as Zhejiang Founder Motor, FinDreams Powertrain, HYCET E-Drive and Huayu E-drive have achieved mass production of flat wire motors.

In BYD’s case, compared with previous-generation that uses round wire motors, BYD e3.0 adopts hairpin flat wire permanent magnet synchronous motors with higher copper space factor, lower copper loss, and a power coverage range of 70-270kW. The ultra-thin silicon steel sheet used to inhibit iron loss contributes to a 40% increase in the motor power and the maximum efficiency up to 97.5%. In terms of deceleration mechanism, low-friction bearings and oil guide structure are used to improve lubrication effect and reduce oil churning loss. The fine gear design helps to cut gear sliding loss. Moreover, low-viscosity oil is introduced for the first time, making the transmission efficiency up to 97.6%.

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The mass production of 800V SiC high voltage platforms is accelerated.

Chinese automakers race to follow up on 800V high-voltage platform architecture, and achieve mass production and delivery in 2022. Xpeng Motors adopts 800V SiC high-voltage products from Inovance Technology. Xpeng G9 packing XPower 3.0 power system provides two offerings: 2WD single motor (maximum power: 230kW (312HP)) and 4WD dual motor (maximum power: 175kW (238HP) / 230kW (312HP)). The efficiency of the electric drive system can reach as high as over 95%. 

Multi-stage gear reducer technology

There is a clear trend of high-speed motors, making reducers head in the direction of two-stage gear deceleration. At present, the motors of Tesla Model 3 deliver rotating speed of up to 17900rpm; most automakers in China have reached 16000rpm and plan 18000-20000rpm. High speed motors however require the support of multi-stage gear reducer technology.

Two-stage gear reducers used in hybrid systems at first are now seen in all-electric systems. Compared with the single-stage gear reducers, two-stage gear reducers allow drive motors to run in a more efficient area, thereby improving the efficiency of the drive system. On the other hand, the use of two-stage gear reducers favors higher gear ratio, better vehicle dynamic properties and shorter 0-100km/h acceleration time.

In addition, the use of two gears makes drive motors more miniaturized and run at lower speeds, thus reducing the cost of motors and ECUs. ZF, GKN, Magna and like have rolled out two-stage gear reducer products. 

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Power domain controllers further evolve towards domain controller centralized and central computing + zonal architectures.

Currently, the three-in-one integrated electric drive has become a mainstream solution in the industry. As "software-defined vehicles" evolve, E/E architectures tend to be domain controller centralized and centralized ones. A number of OEMs and components manufacturers have implemented three-domain architecture, involving: vehicle control domain, intelligent driving domain and intelligent cockpit domain. The vehicle domain controller (VDC) is integrated into the three functional domains: chassis domain, power domain, and body domain.

Independent power domain controller: the power domain combines vehicle controller, motor controller, BMS, on-board charger controller, etc. for example, NETA Auto’s power domain control system (PDCS) integrates software and hardware functions and algorithms of VCU (vehicle control unit) and BMS (battery management system), and uses Infineon multi-core CPU/GPU in hardware architecture. The system provides larger code storage space, greater and securer computing power, and an abundance of input and output communication ports, and supports various forms of composite applications and OTA update capabilities. In the software architecture, the AUTOSAR architecture + MBD modeling application makes software much more reliable and portable. 

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Cross-domain fusion central domain centralized architecture: in Li Auto’s case, LEEA2.0, the domain controller architecture used in Li L9, features three vehicle control domains, of which the central control domain (including power, body and some chassis functions) enables the integration of the body control module (BCM) and the central gateway.

Li L9’s central domain controller uses NXP's latest S32G automotive-grade chip. All of the hardware, systems and software for the controller are self-developed by Li Auto. The functions such as range-extended electric system, air conditioning system, chassis system and seat control system are also independently developed by the automaker, which better ensures the scope and timeliness of OTA updates on Li L9 in the future.

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1 Electric Drive System Products and Industry 
1.1 Overview of Electric Drive System
1.1.1 Introduction to Electric Drive System
1.1.2 Types of Electric Drive Systems: Typical Configurations of Distributed Electric Drive System (1)
1.1.3 Types of Electric Drive Systems: Typical Configurations of Distributed Electric Drive System (2)
1.1.4 Development Trends of Electric Drive System: from Distributed to Integrated
1.1.5 Development Trends of Electric Drive System: Integrated “X-In-One” (1)
1.1.6 Development Trends of Electric Drive System: Integrated “X-In-One” (2)
1.1.7 Development Trends of Electric Drive System: Application of New Electric Drive System Technologies in Various Vehicle Models
1.1.8 Development Trends of Electric Drive System: Wheel Side/Hub Motor Drive Axles
1.2 key Components of Electric Drive System
1.2.1 "Three Big Electrics" and "Three Small Electrics" in New Energy Vehicles
1.2.2 Electric Drive System Industry Chain
1.2.3 Drive Motor: Comparison of Main Technology Routes
1.2.4 Drive motor: Application of Permanent Magnet Synchronous Motor and AC Asynchronous Motor 
1.2.5 Drive Motor: Configuration Topologies and Application Vehicle Models of Different Motors  
1.2.6 Drive Motor: Application of Flat Wire Motor 
1.2.7 Drive Motor: Hairpin Flat Wire Motors Have Found Broad Application in Mainstream Vehicle Models
1.2.8 ECU: Functional Principle of Motor Controller
1.2.9 ECU: Application of Silicon Carbide (SiC) 
1.2.10 ECU: Launched Vehicle Models That Use SiC ECUs
1.2.11 ECU: Application of SiC Devices in OBC, DC/DC and Wireless Charging
1.2.12 Reducer: The Clear Trend towards High-Speed Motors Makes Reducers Head in the Direction of Two-Stage Gear Deceleration
1.2.13 “Three Small Electrics”: Developing Towards Integration
1.3 Development of Key Electric Drive System Technologies
1.3.1 Overall Development of Electric Drive System Technology
1.3.2 High Voltage Platform: 800V Architecture Planning of Automakers
1.3.3 High Voltage Platform: 800V Architecture Products of Electric Drive Suppliers
1.3.4 High Speed Motor: Status Quo in China 
1.3.5 System Integration: Electric Drive and ECU Integration Technology (1)
1.3.6 System Integration: Electric Drive and ECU Integration Technology (2) 
1.3.7 System Integration: Power Electronics X-In-One Integration (1)
1.3.8 System Integration: Power Electronics X-In-One Integration (2)
1.3.9 System Integration: Power Electronics X-In-One Integration (Motor + Inverter + OBC + DC/DC)
1.4 Electric Drive System Industry Chain Structure and Market 
1.4.1 Electric Drive System Market: Passenger Car Market Size (1)
1.4.2 Electric Drive System Market: Passenger Car Market Size (2)
1.4.3 Electric Drive System Market: Commercial Vehicle Market Size (3) 
1.4.4 Electric Drive System Market: Motor and ECU Installations of Suppliers 
1.4.5 Electric Drive System Market: Market Shares of OEMs (In-house) and Third-Party Suppliers (1)
1.4.6 Electric Drive System Market: Market Shares of OEMs (In-house) and Third-Party Suppliers (2) 
1.5 Summary of Electric Drive System Supply Relationships and Products 
1.5.1 Sales and Some Electric Drive System Supply Relationships of Automakers 
1.5.2 Competitive Landscape of Electric Drive System Market
1.5.3 Five Types of Electric Drive System Suppliers (1)
1.5.4 Five Types of Electric Drive System Suppliers (2)
1.5.5 Five Types of Electric Drive System Suppliers (3) 
1.5.6 Summary of X-In-One Electric Drive Products of Tier 1 Suppliers (1)
1.5.7 Summary of X-In-One Electric Drive Products of Tier 1 Suppliers (2)
1.5.8 Comparison of Performance Parameters between X-in-One Electric Drive Systems
1.5.9 Summary of Electric Drive Technical Solutions of OEMs (1)
1.5.10 Summary of Electric Drive Technical Solutions of OEMs (2) 

2 Power Domain Controller Products and Technologies
2.1 Electric Drive Systems Further Develop from Mechanical and Electronic Integration to Power Domain Solution
2.2 Background of the Birth of Power Domain
2.3 Power Domain Software and Hardware Architecture (1) 
2.4 Power Domain Software and Hardware Architecture (2)
2.5 The First Stage of Power Domain Architecture Evolution: Classic Five-Domain Architecture Partition 
2.6 The Second Stage of Power Domain Architecture Evolution: Three-Domain Architecture Partition
2.7 The Third Stage of Power Domain Architecture Evolution: Central Control Domain + Zonal Architecture
2.8 Implementation Cases of Power Domain Controlled Architecture: Huawei’s Hyper-converged Power Domain Solution 
2.9 Implementation Cases of Power Domain Controlled Architecture: ENOVATE’s VBU 
2.10 Implementation Cases of Power Domain Controlled Architecture: NETA Auto’s PDCS
2.11 Summary of Power Domain Controller Products of OEMs and Tier 1 Suppliers (1) 
2.12 Summary of Power Domain Controller Products of OEMs and Tier 1 Suppliers (2)
2.13 Eight Development Trends of Huawei's Hyper-Converged Power Domain (1)
2.14 Eight Development Trends of Huawei's Hyper-Converged Power Domain (2)

3 Electric Drive Technology Layout of Chinese Automakers
3.1 BYD & FinDreams Powertrain
3.1.1 Profile of FinDreams Powertrain
3.1.2 Introduction to BYD e-Platform
3.1.3 BYD e-platform “3311” Electric Drive Concept
3.1.4 Evolution of BYD e-platform: from e1.0 to e3.0
3.1.5 BYD e3.0 8-in-1 Electric Powertrain: Performance Parameters
3.1.6 BYD e3.0 8-in-1 Electric Powertrain: Motor and Motor Controller Design
3.1.7 BYD e3.0 8-in-1 Electric Powertrain: Lightweight Design
3.1.8 BYD e3.0 8-in-1 Electric Powertrain: High-Efficiency Design
3.1.9 BYD e3.0 8-in-1 Electric Powertrain: NVH Optimization
3.1.10 BYD e3.0 8-in-1 Electric Powertrain: Topology Multiplexing
3.1.11 BYD e3.0 8-in-1 Electric Powertrain: Thermal Management
3.1.12 BYD e3.0 8-in-1 Electric Powertrain: Circuits and Chip Integration
3.1.13 New-Generation 150kW 3-in-1 Electric Powertrain of FinDreams Powertrain
3.1.14 BYD’s Intelligent Power Domain Controller Products
3.1.15 Evolution of BYD’s Intelligent Power Domain Controller Technology: Intelligent Control
3.1.16 Evolution of BYD’s Intelligent Power Domain Controller Technology: Intelligent Customization 
3.1.17 Evolution of BYD’s Intelligent Power Domain Controller Technology: Intelligent Monitoring
3.1.18 Evolution of BYD’s Intelligent Power Domain Controller Technology: Function Integration and Challenges
3.2 Changan Automobile
3.2.1 Seven-In-One "Ultra-Integrated Electric Drive" Products (1)
3.2.1 Seven-In-One "Ultra-Integrated Electric Drive" Products (2)
3.2.2 Seven-In-One "Ultra-Integrated Electric Drive": Electric Powertrain Efficiency
3.2.3 Seven-In-One "Ultra-Integrated Electric Drive": Permanent Magnet Synchronous Motor
3.2.4 Seven-In-One "Ultra-Integrated Electric Drive": Electric Drive High-Frequency Pulse Heating Technology 
3.2.5 Intelligent Power Vehicle Control Domain
3.3 Geely 
3.3.1 Sustainable Experience Architecture (SEA) and Geely E/E Architecture (GEEA)
3.3.2 SEA: Electric Powertrain 
3.3.3 Lishen Hi-X "Super HEV": Equipped with Power Domain Controller, with FOTA Updates Available 
3.3.4 Integration of EDU and Power Domain Controller
3.4 Great Wall Motor
3.4.1 Honeycomb Electric Drive
3.4.2 Honeycomb Electric Drive Product Line
3.5 GAC
3.5.1 GAC NE's Dual-Motor and Two Speed Four In One Integrated Electric Drive Unit
3.5.2 GAC NE's Four In One Integrated Electric Drive Unit: Technology Evolution and Performance
3.5.3 GAC NE's Three In One Integrated Electric Drive Unit
3.6 SAIC & Shanghai Automobile Gear Works 
3.6.1 Shanghai Automobile Gear Works
3.6.2 Products and Market Strategy of Shanghai Automobile Gear Works
3.6.3 Shanghai Automobile Gear Works Cooperated with Shenzhen VMAX New Energy on "Seven-In-One" Electric Powertrain 
3.6.4 "Six-In-One" Electric Powertrain of SAIC MAXUS
3.7 Dongfeng Motor & Intelligent Power System Co., Ltd. 
3.7.1 Profile of Intelligent Power System Co., Ltd.
3.7.2 Dongfeng Voyah’s Electric Powertrain
3.7.3 Flat Wire Winding Electric Drive System of Intelligent Power System Co., Ltd.
3.7.4 iD2 Electric Powertrain of Intelligent Power System Co., Ltd. 
3.8 NIO & Shanghai XPT Technology (XPT)
3.8.1 Shanghai XPT Technology 
3.8.2 1st-Generation Electric Drive Systems: 240-300kW IM Electric Drive Systems (1)
3.8.2 1st-Generation Electric Drive Systems: 240-300kW IM Electric Drive Systems (2)
3.8.3 1st-Generation Electric Drive Systems: 100-180kW IM Electric Drive Systems (1)
3.8.3 1st-Generation Electric Drive Systems: 100-180kW IM Electric Drive Systems (2)
3.8.4 2nd-Generation Electric Drive Systems (1)
3.8.4 2nd-Generation Electric Drive Systems (2)
3.8.4 2nd-Generation Electric Drive Systems (3)
3.9 Xpeng Motors
3.9.1 "Three-In-One" Electric Drive System of Xpeng P7 (1)
3.9.1 "Three-In-One" Electric Drive System of Xpeng P7 (2) 
3.9.2 Xpeng X-EEA 3.0 Architecture and Power Domain
3.9.3 Xpeng G9 XPower 3.0 Power System
3.10 Li Auto 
3.10.1 Li L9 "Five-In-One" Powertrain
3.10.2 LEEA2.0 Architecture and Central Domain Controller
3.10.3 LEEA3.0 Architecture
3.11 Leapmotor  
3.11.1 Heracles "Eight-In-One" Electric Powertrain (1)
3.11.1 Heracles "Eight-In-One" Electric Powertrain (2)
3.11.2 Heracles Integrated Motor Assembly (1)
3.11.2 Heracles Integrated Motor Assembly (2)
3.11.3 Cell-to-Chassis (CTC) Battery and Chassis Integration and Intelligent Power Domain Controller
3.12 NETA Auto
3.12.1 Hozon (NETA) E/E Architecture and Three Domain Controllers
3.12.2 Hozon (NETA) PDCS 1.0/2.0 Power Domain Controller
3.12.3 NETA S Electric Powertrain  
3.13 ENOVATE 
3.13.1 E/E Architecture and Vehicle Battery Unit (VBU) 
3.13.2 VBU: Product System Architecture 
3.13.3 VBU: Architecture Design
3.13.4 VBU: Software Integration
3.13.5 VBU: Function Fusion
3.13.6 VBU: Technology Route

4 Electric Drive Technology Layout of Foreign Automakers
4.1 Tesla
4.1.1 "Three-In-One" Electric Powertrain of Tesla Model S
4.1.2 "Three-In-One" Electric Powertrain of Tesla Model S 
4.1.3 Tesla E/E Architecture and Power Domain 
4.2 Volkswagen
4.2.1 1st-Generation Electric Drive: MQB Front Drive Motor APP290
4.2.2 2nd-Generation Electric Drive: MEB Front Drive 80KW Asynchronous Induction Motor
4.2.3 2nd-Generation Electric Drive: MEB Rear Drive Motor APP310
4.2.4 2nd-Generation Electric Drive: Mass Production Case - SAIC Volkswagen ID.4X 
4.2.5 Electric Drive System: Technology Evolution Direction
4.3 Mercedes-Benz
4.3.1 Drive System of EQC 
4.3.2 All-Electric Power System of EQS
4.3.3 Thermal Management and Charging Systems of EQS
4.3.4 All-Electric Power System Motor of EQS
4.4 BMW
4.4.1 Electrification Platform: eDrive Electric Drive System
4.4.2 eDrive Drive Unit 
4.5 Audi
4.5.1 Audi E-tron’s Electric Drive System Products and Performance Parameters
4.5.2 Audi APA250 Front Electric Powertrain and AKA320 Rear Electric Powertrain
4.5.3 Audi APA320 Front Electric Powertrain and ATA250 Rear Electric Powertrain 
4.6 Toyota
4.6.1 Electric Drive System of e-TNGA Architecture 
4.6.2 eAxle Electric Drive Key Technologies of e-TNGA Architecture (1)
4.6.2 eAxle Electric Drive Key Technologies of e-TNGA Architecture (2)
4.7 GM
4.7.1 Ultium Intelligent All-Electric Platform
4.7.2 Ultium Platform: "8-in-1" Electric Drive + Electric Control System
4.7.3 Ultium Platform: Three Motors
4.7.4 Ultium Platform: Electric Drive Control System
4.8 Ford
4.8.1 2 in 1+1 Electric Powertrain of Mach-E 
4.8.2 Rear Axle Drive System Design of Mach E (1)
4.8.2 Rear Axle Drive System Design of Mach E (2)

5 Electric Drive Products and Solutions of Chinese Tier 1 Suppliers 
5.1 Huawei
5.1.1 "Computing + Communication" Architecture (CCA) for Intelligent Vehicles 
5.1.2 Value of CCA + Vehicle Stack Cross-Domain Integrated Architecture
5.1.3 VDC Domain Control Platform
5.1.4 DriveOne Hyper-Converged X-In-One Electric Drive System (1)
5.1.5 DriveOne Hyper-Converged X-In-One Electric Drive System (2)
5.1.6 DriveOne Hyper-Converged X-In-One Electric Drive System (3)
5.1.7 DriveOne Hyper-Converged X-In-One Electric Drive System (4)
5.1.8 DriveOne Hyper-Converged X-In-One Electric Drive System (5)
5.1.9 DriveOne Three-In-One Electric Drive: Performance Parameters
5.1.10 DriveOne X-In-One Electric Drive System: Performance Parameters 
5.1.11 Power Domain Full Stack High Voltage Platform Solution
5.2 Inovance Technology
5.2.1 Profile
5.2.2 Distribution of R&D and Production Worldwide
5.2.3 Overview of Customers
5.2.4 Three-In-One Electric Powertrain System
5.2.5 New-Generation Three-In-One Electric Drive System and Other New Products
5.2.6 Hybrid Technology Route
5.2.7 Key Benefits of Electric Drive Products
5.2.8 Products and Market Strategy
5.3 Zhongshan Broad-Ocean Motor & Shanghai Edrive
5.3.1 Profile of Zhongshan Broad-Ocean Motor
5.3.2 New Energy Vehicle Powertrain System Business of Zhongshan Broad-Ocean Motor
5.3.3 Profile of Shanghai Edrive 
5.3.4 Core Patented Technologies of Shanghai Edrive
5.3.5 GaN Three-In-One Electric Powertrain of Shanghai Edrive 
5.3.6 Shanghai Edrive: Development Trends of Drive Motor Technology (1) 
5.3.6 Shanghai Edrive: Development Trends of Drive Motor Technology (2)
5.4 Jee Technology
5.4.1 Profile
5.4.2 Electric Drive System Products 
5.4.3 800V SiC Power Domain Controller
5.4.4 Products and Market Strategy
5.5 Jing-Jin Electric Technologies
5.5.1 Profile
5.5.2 Products and Businesses 
5.5.3 Electric Drive Products
5.5.4 Three-In-One Electric Powertrain 
5.5.5 250kW SiC Composite Cooling Three-In-One Electric Powertrain
5.5.6 Products and Market Strategy (1)
5.5.6 Products and Market Strategy (2)
5.6 Zhuhai Enpower Electric
5.6.1 Profile 
5.6.2 Operation
5.6.3 Supported Vehicle Models 
5.6.4 Customer Base
5.6.5 "Three-In-One" Electric Powertrain
5.6.6 3rd-Generation Powertrain: "Chip Integrated" Powertrain
5.6.7 Products and Market Strategy (1)
5.6.8 Products and Market Strategy (2)
5.7 Shanghai Dajun Technologies
5.7.1 Profile
5.7.2 Passenger Car Electric Drive System
5.7.3 800V High Voltage SiC Technology Layout
5.8 Shinry Technologies
5.8.1 Profile 
5.8.2 Development Strategy
5.9 Founder Motor
5.9.1 Profile 
5.9.2 History and Geographical Distribution
5.9.3 Product R&D Capabilities
5.9.4 Product Family
5.9.5 Flat Wire Motors
5.9.6 Two-In-One Electric Axle
5.9.7 Parameters of Two-In-One Electric Axle  
5.9.8 New Energy Drive Motor Supported Customers
5.10 Reach Denso
5.10.1 Intelligent Control Unit: xCU
5.10.2 EV Power Domain Controller Solutions
5.11 CRRC Times Electric
5.11.1 Profile
5.11.2 C-Car Platform 
5.11.3 C-Power 220 Electric Drive 
5.11.4 C-Power 220s Electric Drive 
5.11.5 Technical Advantages of C-Power 220s Electric Drive 

6 Electric Drive Products and Solutions of Foreign Tier 1 Suppliers 
6.1 Bosch
6.1.1 Electric Vehicle Business
6.1.2 eAxle Electric Drive System
6.2 Valeo
6.2.1 Profile 
6.2.2 BAIC ARCFOX X-In-One Electric Powertrain
6.3 Vitesco Technologies
6.3.1 Profile 
6.3.2 Development History of Electric Drive Business
6.3.3 4th-Generation Electric Drive System: EMR4
6.3.4 Drive Control Unit and Main Controller (PDCU 200)
6.3.5 Products and Market Strategy (1)
6.3.6 Products and Market Strategy (2)
6.3.7 Products and Market Strategy (3)
6.4 BorgWarner
6.4.1 Profile
6.4.2 M&A History 
6.4.3 Electric Vehicle Business
6.4.4 eGearDrive? Electric Drive Axle + Motor
6.4.5 eDM Electric Drive Module
6.4.6 400V Integrated Electric Drive Module: iDM146
6.4.7 800V Integrated Electric Drive Module: iDM220
6.4.8 Products and Market Strategy (1)
6.4.9 Products and Market Strategy (2)
6.5 Nidec
6.5.1 Profile
6.5.2 Three-In-One Electric Drive System
6.5.3 Layout of Six-In-One Electric Drive System
6.5.4 Products and Market Strategy (1)
6.5.5 Products and Market Strategy (2)
6.6 ZF
6.6.1 Profile 
6.6.2 Hybrid Electric Drive + All-Electric Drive
6.6.3 800V SiC Three-In-One Electric Drive System
6.6.4 Modular Electric Drive Components
6.6.5 Vehicle Motion Domain (VMD) Controller
6.6.6 Products and Market Strategy (1)
6.6.7 Products and Market Strategy (2)
6.7 Schaeffler
6.7.1 Profile
6.7.2 Four-In-One Electric Drive System
6.7.3 Wheel Hub Motor Electric Drive System
6.7.4 800V Three-In-One System
6.8 UAES
6.8.1 Profile 
6.8.2 Mass-Produced Axle: EAU150 
6.8.3 Products and Market Strategy (1)
6.8.4 Products and Market Strategy (2)
6.9 GKN
6.9.1 Profile
6.9.2 Modular Electric Drive System
6.9.3 Scalable Two-Speed G250X Electric Drive System
6.9.4 New-Generation eAxle Products
6.10 Magna
6.10.1 Profile
6.10.2 eDrive Electric Powertrain
6.10.3 HASCO Magna Electric Drive Systems Co., Ltd. Supports Volkswagen ID.4
6.10.4 Plug-in Hybrid System Solutions (1)
6.10.5 All-Electric Power System Solutions (2)
 

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