The article is a bit confusing.<p>The basic concepts here are 1) integrating the motor, rear axle, and differential into one unit, and 2) integrating all the high voltage electrical components and their controls into another unit. This doesn't mean the electronics are down at axle level.<p>If you look at a modern "E-Axle", it's a wheel and axle assembly with a modestly sized motor mounted on the side of the differential.[1] These are BYD E-Axles for large vehicles. Others integrate those into buses and trucks.
The car-sized versions would be smaller.
The E-Axle component contains all the "greasy bits", as automakers use the term. Looking at those things, you can see them going together easily on an automated assembly line. No need to work at funny angles, assemble big objects around other objects, or other assembly hassles. No shafting or belts - just wires.<p>This is reasonable enough. It is, however, a major change from traditional automaking priorites. Traditionally, The Engine was the core vehicle component. Final drive, differential, and axle were way down in priority. GM's worst plant used to be Detroit Gear and Axle. (It was bought in 1992 by a startup guy who made it non-union, wrote a book about it, and then went bankrupt.)<p>So it's a bit of a shock for auto companies to find that the axle people are now in charge. An electric car needs only an e-axle, a battery, and a HV electronics box as the power train. That comes from the power train supplier. The vehicle manufacturer adds a frame, wheels, body, interior, and dashboard. It all plugs together with CANbus.<p>[1] <a href="https://dotto-tech.ca/byd-e-axle-%26-system" rel="nofollow">https://dotto-tech.ca/byd-e-axle-%26-system</a>