乘用車角模組和輪邊控制市場（2026 年）

輪邊控制研究：最後一公里底盤創新

輪邊控制系統將底盤傳統的驅動、煞車、轉向和懸吊控制從「集中式」系統轉變為「獨立控制每個車輪」的系統。目前，根據整合程度的不同，系統分為四個開發階段。

第一階段－分散式輪轂馬達/輪邊馬達獨立驅動，實現大規模生產（比亞迪 e4 就是一個典型的例子）；

第二階段－整合驅動和煞車電動輪將電動馬達和煞車整合到車輪本身中，並且有大規模生產的例子（例如舍弗勒的 PowerWheel）；

第三階段－目前關於驅動、煞車和懸吊系統整合的研究和開發實例很少；

階段 4 - 角模組整合了驅動、煞車、懸吊和轉向功能，具有 ±90° 的獨立線控轉向功能，代表性例子包括現代摩比斯的 e-Corner 和 Protean 360+。

• 1. 分散式驅動：輪邊馬達是主流方法。

輪邊驅動和輪轂驅動是分散式驅動系統中兩種重要的技術方案。在輪邊驅動中，驅動馬達位於車輪附近的車橋或懸吊上，馬達的輸出透過減速齒輪和半軸傳遞到車輪。相較之下，在輪轂驅動中，驅動馬達和減速機構直接整合在輪轂內，馬達轉子直接與車輪連接，透過行星齒輪減速驅動車輪。

在當前的市場結構下，輪邊馬達無疑已成為主流。比亞迪e4、長安汽車的「太行」分散式電力驅動系統、澤克爾的四電機分散式電驅動系統、廣汽的三電機全輪驅動系統以及小米SU7 Ultra的三電機方案等車型均採用了輪邊電機架構並已實現量產。其主要優勢在於提升了操控性和乘坐舒適性，因為大部分品質都與懸吊分離。此外，它還具有更高的功率輸出潛力，單馬達可輸出200-300kW甚至更高的功率，從而滿足高性能車輛的動力需求。

以長安汽車的「太行」分散式電力驅動系統為例，該系統採用靈活的「1+2」或「0+2」配置。後軸上的左右馬達完全獨立，分別控制左右車輪。每個車輪均可獨立輸出前進、後退或零扭力。基於四輪獨立控制，驅動和煞車的反應速度從業界平均的100毫秒降低至10毫秒。結合TVC技術，此系統可實現高速爆胎控制、擺式/指南針掉頭以及濕滑或冰雪路面行駛等場景功能。據悉，該產品已首次應用於阿凡達12車型。

雖然輪內馬達提供了更大的空間，但其缺點是會顯著增加簧下質量，直接影響懸吊反應速度和乘坐舒適性。目前，國內唯一搭載輪轂式馬達的量產車型是東風eπ007的「閃版」。該產品由東風汽車集團主導，上海電機驅動有限公司負責生產和整合。在性能參數方面，「閃光版」東風eπ007採用四馬達獨立控制四個車輪的設計。每個馬達的最大輸出功率為100kW，總合最大輸出功率為400kW（約544馬力），最大扭力為620Nm。由於縮短了物理連接，車輪邊的扭矩響應速度提高了10倍以上。

2. 驅動與煞車一體化－並行推進三條技術路線

驅動煞車一體化的核心在於打破傳統驅動和煞車控制分離的架構界限，將原本獨立的驅動和煞車系統的機械結構和控制邏輯深度融合，從而實現功能協調、結構一體化和統一調度。目前，驅動煞車一體化主要有三種技術路線：

驅動和煞車在控制層面實現一體化——驅動單元和煞車單元在機械上是分離的，但它們的控制是統一的。這是最輕量級的整合方案，無需更改硬體架構。華為DriveONE就是一個很好的例子，它透過對驅動和煞車進行同步時序控制，可以將濕滑路面的煞車距離縮短近10公尺。

車軸與車輪一體化解決方案－該方案將煞車從車輪移至電驅動橋，實現了驅動和煞車的實體整合。梅賽德斯-奔馳的「In-Drive」系統就是一個典型的例子。該系統將馬達、變速箱和差速器整合到一個模組中，並將傳統的煞車系統從車輪移至電力驅動單元。與傳統的「旋轉煞車盤+固定煞車皮」煞車結構不同，In-Drive系統採用一對固定在驅動單元兩側的固定煞車盤來實現煞車功能，該煞車碟盤夾住一個與傳動軸相連的旋轉雙面煞車皮。

採用輪內馬達的輪邊整合解決方案

該方案代表了高度整合的方法，將動力傳動系統、變速箱和煞車系統整合在輪轂內。典型案例包括Protean的Pm18-800V、舍弗勒的PowerWheel、AUMOVIO的驅動和煞車單元、亞太機電的輪內馬達以及青山工業的輪內馬達。雖然技術難度最高，但這種方法也是實現角模組的唯一途徑。

輪內馬達輪邊整合案例研究—青山實業、長安汽車、昌盛科技

2025年12月，重慶青山汽車聯合長安汽車與昌盛科技，成功研發出首台整合式驅動煞車功能的輪內馬達工程樣機。此輪輪內馬達最大扭力超過2300牛頓米，最大轉速達1600轉/分，最大扭力密度超過60牛頓米/公斤。透過採用新型輕量化線控刹車結構，其重量比傳統煞車結構減輕了50%。

這些配備輪內馬達的新能源汽車可以實現多種駕駛功能，例如原地旋轉而不磨損輪胎，以及橫向和斜向移動。這種輪內馬達可以使一輛2噸重的車輛在3秒內從0加速到100公里/小時。該產品預計於2028年開始量產。

3. 彎道模組：車輪邊向控制的終極形式

角模組將驅動、煞車、轉向和懸吊的所有功能整合到一個車輪邊模組中。它透過標準化介面與車身連接，重塑了底盤架構，代表了車輪邊控制的極致形式。配備角模組的車輛可實現突破性的功能，例如原地360°轉向、橫向移動和樞軸轉向（圍繞單車輪旋轉）。

角模組的典型例子包括 Protean 360+、舍弗勒 iCM、AUMOVIO 角模組、Mobis e-Corner、亞太 APG 角模組和阿克曼矩陣角模組等產品。舍弗勒開發了「舍弗勒移動平台」（Schaeffler Mover），這是一個基於四個 iCM 的城市自動駕駛概念平台。由於位於四個角落的 iCM 彼此獨立運行，因此該平台具有極高的柔軟性。

它可以原地旋轉 360°，車輛的轉彎半徑小於 5 公尺。

側移式停車：可將車輛側向滑入停車位，而無需倒車。

由於底盤完全扁平，車身可以像積木一樣根據需要進行更換，從而製造無人駕駛艙、無人送貨車或街道清掃車（滑板式底盤平台）。

目前，乘用車的輪邊控制仍處於起步階段，輪邊驅動主要安裝在中檔至豪華車型。

針對輪邊控制的第二階段，即驅動與煞車的整合，眾多廠商正在規劃相關產品。例如，舍弗勒正在研發多種輪內馬達，目前已應用於低速清掃車；浙江亞太機電股份有限公司於2026年4月宣布，其輪內馬達已進入小批量生產階段，並正在進行量產測試。此外，Protean公司的Pm18-800V輪內馬達計畫於2027年量產，並已獲得歐洲OEM廠商的訂單。

輪邊控制的最後階段－角模組，目前仍處於工程原型檢驗階段，但包括紅旗、奇瑞和和諧智慧出行聯盟（HIMA）等在內的眾多廠商正在積極推動該領域的研發。供應商方面，舍弗勒、普羅泰安、奧莫維奧、摩比斯、浙江亞太機電、智達科技、阿克曼矩陣、MATIC機器人車輛技術有限公司和青山實業等均在角模組的研發領域。角模組主要應用於商用車而非乘用車的特定場景，例如封閉迴路境（礦山、港口）、低速行駛（公車、配送、貨運）以及重型自動駕駛場景（礦用卡車、獨立地面車輛）。

目錄

意見總結

第1章：輪邊控制產業概述

車輪邊控制技術的分類

輪邊控制技術支援創新智慧底盤的發展。

• 分散式輪轂/輪邊馬達獨立驅動
• 分散式操作的兩種技術方法
• 分散式驅動迭代路徑
• 將分散式驅動系統與自動駕駛的發展階段相匹配
• 將分散式磁碟機與網域控制架構相匹配
• 輪邊驅動系統配置
• 輪轂驅動系統配置
• 輪內馬達的主要類型
• 車輛中輪內馬達應用範例
• 分散式驅動產品案例
• 分散式電動車底盤的新功能場景
• 整合驅動和煞車技術
• 驅動和煞車一體化技術路線的分類
• 組合式線控刹車（1）：輪轂/輪邊馬達 + EMB
• 線控刹車（2）：主要技術路線
• 線控刹車技術的發展路徑
• 驅動、煞車、懸吊和轉向系統的整合。
• 輪邊整合技術迭代路徑
• 角模組配置的分類及其應用場景
• 轉角模組解決方案的優勢
• 角模組與底盤VMC 的整合
• 角模組量產藍圖
• 角模組相關供應商的技術概要
• 角模組相關供應商的技術解決方案

第2章：車輪邊控制供應商解決方案概述及發展趨勢

第3章：來自不同原始設備製造商的輪邊控制解決方案

• 各OEM廠商提供的輪邊控制解決方案概述
• BYD
• Changan & Avatr
• Geely & Zeekr
• GAC Group
• Dongfeng Motor Corporation
• Leapmotor
• Xiaomi
• Mercedes-Benz
• FAW Hongqi
• Chery
• Harmony Intelligent Mobility Alliance (HIMA)
• Renault

Wheel-side control research: the "last mile" chassis innovation

Wheel-side control dismantles the traditional drive, braking, steering, and suspension control of the chassis from a "centralized" style to "making each wheel independent." By integration level, there are currently four development stages:

The first stage: distributed in-wheel/wheel-side motors are driven separately, and mass production has been achieved (BYD e4 is a typical case);

The second stage: the drive-brake integrated electric wheel integrates the electric motor and brake at the wheel side, with mass production cases available (Schaeffler PowerWheel);

The third stage: there are currently few R&D cases in integration of drive, brake and suspension;

The fourth stage: the drive-brake-suspension-steer integrated corner module features +-90° independent steer-by-wire, with typical cases including Hyundai Mobis e-Corner and Protean 360+.

• 1. Distributed drive: wheel-side motors represent the mainstream route

Wheel-side drive and wheel hub drive are two important technical routes for distributed drive. Wheel-side drive arranges the drive motor on the axle or suspension near the wheel, and the motor output is transmitted to the wheel through the reducer and half shaft; wheel hub drive integrates the drive motor and reduction mechanism directly inside the wheel hub, and the motor rotor is directly connected to the wheel, and drives the wheel after being reduced by the planetary gear.

In the current market structure, wheel-side motors are absolutely the mainstream. BYD e4, Changan Taihang Distributed Electric Drive, ZEEKR Quad-Motor Distributed Electric Drive, GAC Triple-Motor Four-Wheel Drive, Xiaomi SU7 Ultra Triple-Motor Solution, etc. have been mass-produced, with wheel-side motor architectures. The core advantages lie in that most of the mass is unsprung isolated, delivering better maneuverability and comfort; there is a higher power ceiling, with a single unit capable of outputting over 200-300kW, which meets the power requirements of high-performance vehicles.

Taking the Changan Taihang Distributed Electric Drive as an example, the system adopts a "1+2" or "0+2" flexible configuration. The left and right motors of the rear axle are completely independent, controlling the left and right wheels separately. Each wheel can independently output forward, reverse or zero torque. Based on four-wheel independent control, the driving and braking response speed is compressed from the industry average 100ms to 10ms. Superimposed on TVC, scenario functions such as high-speed tire puncture control, pendulum/compass U-turn, wet/ice and snow pavement control can be realized. It is reported that this product was first used on Avatr 12.

Although the in-wheel motor frees up more space, it has the disadvantage of significantly increasing the unsprung mass, which directly affects the suspension response speed and driving comfort. At present, only one production vehicle model in China, namely the flash version of Dongfeng eπ 007, is equipped with a hub motor. The product is led by Dongfeng Motor Corporation, with Shanghai Electric Drive Co., Ltd. responsible for manufacturing and integration. In terms of performance parameters, the flash version of Dongfeng eπ 007 has four motors that control the four wheels separately. The maximum power of each motor is 100kW, the combined maximum power is as high as 400kW (approximately 544 horsepower), and the peak torque is up to 620 Nm. Thanks to the shortened physical link, the wheel-side torque response is faster by more than 10 times.

2. Drive-brake integration: three technology routes in parallel

The core of drive-brake integration is to break the traditional architectural boundary of "separate control over drive and brake" and deeply integrate the mechanical structure and control logic of the originally independent drive system and braking system to achieve functional coordination, structural integration and unified scheduling. At present, there are three mainstream technology routes for drive-brake integration:

Integration of drive and brake at the control level: drive and brake units are mechanically separated but control is centralized. This is the lightest integrated route without changing the hardware architecture. A typical example is HUAWEI DriveONE, which can shorten the braking distance on slippery pavements by nearly 10 meters through drive-brake synchronous-timing control;

Axle-wheel integrated solution: the brake is relocated from the wheel side into the electric drive axle, realizing physical integration of drive and brake. Representative cases include Mercedes-Benz In-Drive, which integrates the motor, transmission and differential into the same module by migrating the traditional braking device from the wheel to the electric drive unit. Different from the "rotating brake disc + fixed brake pad" structure of traditional brakes, In-Drive uses a pair of stationary brake discs fixed on both sides of the drive unit to clamp a rotating double-sided brake pad connected to the drive shaft to enable the braking function.

In-wheel motor wheel-side integrated solution

This solution integrates the powertrain, transmission and braking devices inside the wheel hub as the most integrated route. Typical cases include Protean Pm18-800V, Schaeffler PowerWheel, AUMOVIO Drive-Brake Unit, Asia-Pacific Mechanical & Electronic's in-wheel motor and Tsingshan Industrial's in-wheel motor and other products. This route is the most technically difficult, but it is also the only way to the corner module.

In-wheel motor wheel-side integration case: Tsingshan Industrial & Changan Automobile & Change Technology

In December 2025, Chongqing Tsingshan Industrial teamed up with Changan Automobile and Change Technology to successfully roll off the first "drive-brake integrated" in-wheel motor engineering prototype. The peak torque of the in-wheel motor exceeds 2300N*m, the peak speed reaches 1600rpm, and the peak torque density of the motor alone exceeds 60Nm/kg. By being equipped with a new lightweight brake-by-wire architecture, the weight is reduced by 50% compared to the traditional braking architecture.

New energy vehicles equipped with such in-wheel motors can achieve diversified motion functions such as turning around without tire wear, traveling laterally and diagonally. The in-wheel motors can support a 2-ton vehicle to acceleration from 0 to 100 km/h in 3 seconds. It is reported that the product will be industrialized in 2028.

3. Corner module: the ultimate form of wheel-side control

A corner module integrates all drive, brake, steering, and suspension functions into a single wheel-side module. It is connected to the body through a standardized interface to reconstruct the chassis architecture. It is the ultimate form of wheel-side control. Vehicles equipped with corner modules can achieve disruptive functions such as in-situ 360° steering, lateral movement, and fulcrum steering (rotating with a single wheel as a fulcrum).

Representative cases of corner modules include Protean 360+, Schaeffler iCM, AUMOVIO Corner Module, Mobis e-Corner, Asia Pacific APG Corner Module, Ackerman Matrix Corner Module and other products. Based on four iCMs, Schaeffler has created an urban autonomous driving concept platform - Schaeffler Mover. Because the iCMs on the four corners work independently of each other, the platform is extremely flexible:

360° in?place rotation, with vehicle turning radius less than 5m;

Lateral side?shift parking: the vehicle can directly slide sideways into parking spots without reverse maneuvering.

Since the chassis is completely flat, the body can be replaced like building blocks with an unmanned cabin, unmanned courier vehicle or sweeper vehicle (skateboard chassis platform) as needed.

At present, passenger car wheel-side control is still in the first stage - wheel-side drive is mostly installed in mid-to-high-end vehicle models.

In the second stage of wheel-side control, namely drive-brake integration, many vendors have planned related products. For example, Schaeffler has deployed a variety of in-wheel motors and has already applied them to low-speed sweepers; Zhejiang Asia-Pacific Mechanical & Electronic disclosed in April 2026 that its in-wheel motors had undergone small-batch production, with mass production projects under experiments; Protean's Pm18-800V in-wheel motor is planned to be mass produced in 2027, and has received an order from a European OEM.

The final stage of wheel-side control - the corner module is still in the engineering prototype verification stage, but many companies are making layout herein, like OEMs including Hongqi, Chery, and Harmony Intelligent Mobility Alliance (HIMA). As for suppliers, Schaeffler, Protean, AUMOVIO, Mobis, Zhejiang Asia-Pacific Mechanical & Electronic, Zhida Technology, Ackerman Matrix, MATIC Robotic Vehicle Technology, and Tsingshan Industrial are deploying corner modules. Corner modules will be applied to certain scenarios (such as closed scenarios (mines, ports), low-speed operations (buses, distribution, connections), heavy-duty autonomous scenarios (mining trucks, IGVs), etc.) involved with commercial vehicles instead of passenger cars.

Table of Contents

Summary of Views

1 Overview of Wheel-Side Control Industry

Wheel-Side Control Technology Classification

Wheel-Side Control Technology Caters to Evolution of Novel Intelligent Chassis

• 1.1 Distributed In-Wheel / Wheel-Side Motor Independent Drive
• Two Technical Routes for Distributed Drive
• Iteration Route of Distributed Drive
• Matching of Distributed Drive with Autonomous Driving Development Stages
• Matching Between Distributed Drive and Domain Control Architecture
• Configuration of Wheel-Side Drive System
• Configuration of In-Wheel Drive System
• Main Types of In-Wheel Motors
• Vehicle Application Cases of In-Wheel Motors
• Distributed Drive Product Cases (1)
• Distributed Drive Product Cases (2)
• New Functional Scenarios for Chassis of Distributed Electric Drive Vehicles
• 1.2 Drive-Brake Integration Technology
• Classification of Drive-Brake Integration Technical Routes (1)
• Classification of Drive-Brake Integration Technical Routes (2)
• Classification of Drive-Brake Integration Technical Routes (3)
• Classification of Drive-Brake Integration Technical Routes (4)
• Compound Brake-by-Wire (1): In-Wheel / Wheel-Side Motor + EMB
• Compound Brake-by-Wire (2): Main Technical Routes
• Development Path of Compound Brake-by-Wire Technology (1-9)
• 1.3 Drive-Brake-Suspension-Steer Integration
• Iteration Path of Wheel-Side Integration Technology
• Corner Module Configuration Classification and Its Application Scenarios
• Advantages of Corner Module Solutions
• Collaboration Between Corner Module and Chassis VMC
• Mass Production Roadmap of Corner Modules
• Technology Summary of Corner Module Related Suppliers
• Technical Solutions of Corner Module Related Suppliers (1)
• Technical Solutions of Corner Module Related Suppliers (2)

2 Summary and Trends of Solutions of Wheel-Side Control Suppliers

• 2.1 Supplier Cases of Distributed In-Wheel / Wheel-Side Motor Independent Drive
• Distributed Drive Product Case (1): JJE's Products (1-3)
• Distributed Drive Product Case (2): PanGood - Axial-Flux Wheel-Side Motor
• Distributed Drive Product Case (2): PanGood - Passenger Car Wheel-Side Drive Products
• Distributed Drive Product Case (2): PanGood - Distributed Electric Drive Products
• Distributed Drive Product Case (3): Schaeffler - Iteration Path of Distributed Drive Products
• Distributed Drive Product Case (3): Schaeffler - Multi-Path Distributed Drive Solutions
• Distributed Drive Product Case (3): Schaeffler - Distributed Electric Drive Solutions
• Distributed Drive Product Case (3): Schaeffler - Coaxial Distributed Electric Drive System
• Distributed Drive Product Case (3): Schaeffler - Axial-Flux Motor
• Distributed Drive Product Case (4): CATL Intelligent Technology - Axial Flux Distributed Electric Drive System
• 2.2 Cases of Drive-Brake Integration Suppliers
• Drive-Brake Integration Supplier Case (1): Toyota
• Drive-Brake Integration Supplier Case (2): s-DRIVE
• Drive-Brake Integration Supplier Case (3): Bosch
• Drive-Brake Integration Supplier Case (4): NSK
• Drive-Brake Integration Supplier Case (5): Schaeffler
• Drive-Brake Integration Supplier Case (6): AUMOVIO - Drive-Brake Unit (DBU)
• Drive-Brake Integration Supplier Case (7): Hitachi Astemo
• Drive-Brake Integration Supplier Case (8): DeepDrive
• Drive-Brake Integration Supplier Case (9): Zhejiang Asia-Pacific Mechanical & Electronic
• Drive-Brake Integration Supplier Case (10): Protean - Development History
• Drive-Brake Integration Supplier Case (10): Protean - In-Wheel Motor Product Roadmap
• Drive-Brake Integration Supplier Case (10): Protean - In-Wheel Motor Application Cases
• Drive-Brake Integration Supplier Case (10): Protean - Product Cost Advantages
• Drive-Brake Integration Supplier Case (10): Protean - Latest Technologies
• Drive-Brake Integration Supplier Case (10): Protean - Technology Iteration
• Drive-Brake Integration Supplier Case (10): Protean - Core Products
• Drive-Brake Integration Supplier Case (10): Protean - Latest R&D Updates
• Drive-Brake Integration Supplier Case (10): Protean - EV Performance Improvements
• Drive-Brake Integration Supplier Case (10): Protean - In-Wheel Motor Mass Production Plan
• 2.3 Cases of Drive-Brake-Suspension-Steer Integration Suppliers
• Corner Module Supplier Case (1): Schaeffler
• Corner Module Supplier Case (2): REE
• Corner Module Supplier Case (3): Protean
• Corner Module Supplier Case (4): AUMOVIO
• Corner Module Supplier Case (5): Hyundai Mobis
• Corner Module Supplier Case (6): Zhejiang Asia-Pacific Mechanical & Electronic
• Corner Module Supplier Case (7): Zhida Technology
• Corner Module Supplier Case (8): Ackermann Matrix
• Corner Module Supplier Case (9): MATIC Robotic Vehicle Technology

3 Wheel-Side Control Solutions of OEMs

• Summary of Wheel-Side Control Solutions of OEMs (1)
• Summary of Wheel-Side Control Solutions of OEMs (2)
• 3.1 BYD
• Iteration History of Distributed Wheel-Side Drive
• Analysis of e4 Technology
• Highlights of e4 Technology
• Application Cases of e4 Technology
• Analysis of e3 Technology (1-4)
• e3 Technology Application Case (1)
• e3 Technology Application Case (2)
• In-Wheel Motor & Corner Module Technology Layout (1)
• In-Wheel Motor & Corner Module Technology Layout (2)
• InWheel Motor & Corner Module Technology Layout (3)
• 3.2 Changan & Avatr
• Changan's Wheel-Side Control Technology (1): Taihang Distributed Electric Drive (1)
• Changan's Wheel-Side Control Technology (1): Taihang Distributed Electric Drive (2)
• Changan's Wheel-Side Control Technology (1): Taihang Distributed Electric Drive Application Case (1)
• Changan's Wheel-Side Control Technology (1): Taihang Distributed Electric Drive Application Case (2)
• Changan's Wheel-Side Control Technology (2): In-Wheel Motor
• Research on Changan's Corner Module
• Changan's Automobile Wheel-Side Control Technology Reserve (1)
• Changan's Automobile Wheel-Side Control Technology Reserve (2)
• 3.3 Geely & Zeekr
• Geely Group's Wheel-Side Control Technology (1): Distributed Drive (1)
• VREMT'S 800V Integrated E-Drive System Technology Platform
• VREMT'S 800V Platform Solutions
• Geely Group's Wheel-Side Control Technology (1): Distributed Drive (2)
• Geely Group's Wheel-Side Control Technology (2): Corner Module
• 3.4 GAC Group
• GAC Group's Wheel-Side Control Technology (1): Distributed Drive
• Qisheng Powertrain's 400V Distributed E-Drive Products
• GAC Group's Technology Layout for In-Wheel Motor & Corner Module
• 3.5 Dongfeng Motor Corporation
• Dongfeng Motor Corporation's Wheel-Side Control Technology (1): Distributed Drive (1)
• Dongfeng Motor Corporation's Wheel-Side Control Technology (1): Distributed Drive (2)
• Intelligent Power System's Axial-Flux Distributed E-Drive System (1)
• Intelligent Power System's Axial-Flux Distributed E-Drive System (2)
• Innovation of Intelligent Power System's Axial-Flux Motor (1-3)
• Application of Intelligent Power System's Axial-Flux Motor in Distributed E-Drive
• Intelligent Power System's Distributed E-Drive Technology: FT0 Radial Flux Coaxial 3-in-1 Distributed E-Drive
• Technical Comparison of Intelligent Power System Distributed Drive Technologies
• Dongfeng Motor Corporation's Wheel-Side Control Technology: In-Wheel Motor
• Intelligent Power System's In-Wheel Motor Technology Layout
• 3.6 Leapmotor
• 3.7 Xiaomi
• 3.8 Mercedes-Benz
• 3.9 FAW Hongqi
• 3.10 Chery
• 3.11 Harmony Intelligent Mobility Alliance (HIMA)
• 3.12 Renault