Battery and motor power match
For electric vehicles with single-motor systems, the total power of the motor is generally required to be slightly less than the output power generated by the electrochemical reaction of the battery. If the battery capacity is constant, if the power performance is to be improved, the peak power of the motor can be made slightly larger than the battery. One point, in the process of acceleration and deceleration, the battery capacity will be fully utilized. However, one of the side effects of this is that under normal working conditions, the power of the motor is much richer, and the phenomenon of large horse-drawn cars appears. The motor load is low, the efficiency is reduced, and the cruising range is also reduced. This is the dead end of the single-motor system. When the acceleration is strong, the battery life is short, and the long-life speed is weak.
Tesla solves this problem by introducing a dual motor. Their principle is to match the power of the battery and the motor. During the acceleration process, the two motors work at the same time, and the total motor power is increased to match the peak power of the motor with the peak power of the battery. When driving normally, the single motor works, the total power drops, and the basic and battery rated power are the same. If the load is small, the front motor works, and when the load is large, the rear motor works. In this way, the motor often works in the high efficiency range, and the peak capacity of the battery can be completely released. Untie the knot of acceleration and endurance.
Effective torque distribution
Tesla's front and rear dual motors are one main and one pair, one strong and one weak double motor, which is currently small and large. As shown in the figure below: The power of the front motor is less than half of that of the rear motor.
