Elon Musk’s Tesla CEO fascinating engineering behind the new electric motor, called the IPMSynRM. Electric cars are fantastically engineered machines, and Tesla is often considered a leading name in the electric vehicle sector. In this video, I will explain The motor that have a totally different design, making use of both magnetic and reluctance action.

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The Permanent Magnet Motor, has permanent magnets in the rotor instead of bars. The RMF in the outer tube therefore interacts with the permanent magnetic field, producing force and causing the rotor to turn. The issue with this is that the permanent field causes back EMF in the outer windings, an EMF which opposes and therefore reduces the AC input EMF. This is due to Faradays law, and the affect is larger as the rate of change of flux increases. A permanent magnet motor produces good torque when you start the car or ride up a hill, however as the vehicles velocity increases, the motor performs terrible.
A motor that does perform very well at high speeds is a Synchronous Reluctance Motor (SynRM). Reluctance is a mediums ability to oppose magnetic fields, iron has low reluctance, whereas air has high reluctance. By cutting air slots into an iron rotor, the areas of high reluctance cause the rotor to rotate at the same frequency as the RMF as it tries to maintain a low reluctance state. The torque produced is known as reluctance torque. SynRMs perform well at high speeds as they eliminate the problem of back EMF caused by permanent magnets.
The IPM-SynRM is a combination of Permanent magnet and SynRM motors, and if we integrate it by placing the permanent magnets into the slotted cuts of the SynRM motor, deep within the iron core to achieve a more desired characteristic in EV application - high efficiency at low and high speeds.

Now lets take a short look on Tesla Model S Plaid's Drive Unit
The Plaid cars are equipped with a total of three electric motors. One in the front for the front axle, and two in the rear for the rear wheels with torque vectoring system. The total system output is 1,020 hp. The drive units integrate high-speed electric motor, inverter, and single-speed transmission. One of the key elements of the new drive units are carbon-sleeved rotors, used for the first time in series production. The sleeve is actually a carbon fiber that is wrapped around the motor by a special machine made by Tesla automation. The fiber wrap put the rotor in compression and limits expansion allowing the higher RPM. Main advantage is a much stronger EM field compared to a rotor held together by metal. The motor has to wind at extremely high tension, as cooper and carbon have different thermal characteristics and there is a very tight air gap. The end result is a very good power curve of the Plaid car, far ahead of the previous key Tesla Model S cars, despite at the time of introduction, each of them was state-of-the-art.
The carbon fiber rotor sleeve is something that is high-end, but not a "breakthrough" for high-performance PM motors. There are several vendors that specialize in making the sleeves and rotors. They reduce rotating mass plus increase sleeve strength to keep the magnets in place under the extreme centripetal forces at high RPMs.