Citroen C Zero Traction Currents

This research investigates the characteristics of traction currents of a Citroën C-Zero. The battery pack consists of 88 cells connected in series with a nominal cell capacity of 50Ah. We characterized the amplitude variations, the frequency content, and temporal patterns of traction currents during six driving scenarios: 1. Parking mode: Vehicle stationary with auxiliary systems active 2. Acceleration: High acceleration from standstill to approximately 50km/h 3. Regenerative braking: Controlled deceleration from approximately 50km/h to standstill 4. Constant velocity: Steady--state driving at approximately 25km/h 5. Urban driving: Moderate acceleration and deceleration patterns 6. Dynamic driving: High-performance driving with rapid acceleration and deceleration A Hioki 3275 current clamp, featuring a bandwidth of 2MHz, was connected to the high-voltage cable near to the traction inverter input to record the current. The output signal from the current clamp was measured using a PicoScope 5444D oscilloscope at sample frequencies ranging from 50kHz to 20MHz. Positive currents indicate battery discharge (acceleration), while negative currents represent battery charge (recuperation). Battery-powered traction applications convert electrical energy into mechanical energy for propulsion, e.g. electric vehicles (EVs). A critical component of this systems is the traction inverter, which converts the dc battery voltage into an ac control signal, generating the rotating magnetic field into the electric motor. In EVs, traction inverters operate at switching frequencies ranging from 5 to 20kHz. The frequency of the electric motor control signal depends on the velocity of the EV. As the velocity increases, the motor's mechanical rotational frequency also increases, requiring a higher motor control frequency. Short-time Fourier transform (STFT) analysis revealed the temporal evolution of electrical frequencies below 1 kHz, corresponding to motor control signals that vary with vehicle velocity. The fundamental pulse width modulation (PWM) switching frequency was identified at 7.1 kHz, with associated harmonics and intermodulation products clearly visible in the frequency spectra. For detailed information about data structure, experimental protocols, and data processing methodologies, refer to the README.md file included with the dataset.本研究针对雪铁龙C-Zero（Citroën C-Zero）的牵引电流特性展开探究。该车型的动力电池包由88颗电芯串联组成，单颗电芯额定容量为50Ah。我们针对六种驾驶工况下的牵引电流的幅值变化、频谱成分及时域特征进行了表征分析： 1. 驻车模式：车辆静止且辅助系统处于激活状态 2. 加速工况：从静止起步至约50km/h的大加速度加速过程 3. 再生制动工况：从约50km/h受控减速至静止的过程 4. 匀速行驶工况：以约25km/h的稳态速度持续行驶 5. 城市道路行驶工况：包含中等加减速的行驶模式 6. 动态驾驶工况：带有快速加减速的高性能行驶模式 我们采用带宽为2MHz的日置3275电流钳（Hioki 3275），连接至牵引逆变器输入端附近的高压电缆以采集牵引电流。电流钳的输出信号通过PicoScope 5444D示波器（PicoScope 5444D）进行采集，采样频率范围为50kHz至20MHz。其中，正电流代表电池放电（对应车辆加速过程），负电流代表电池充电（对应能量回收过程）。 动力电池牵引应用通过将电能转化为机械能以实现车辆驱动，例如纯电动汽车（EVs）。该系统的核心部件为牵引逆变器，其功能是将动力电池的直流电压转换为交流控制信号，在电动机内部产生旋转磁场。纯电动汽车的牵引逆变器工作开关频率范围为5~20kHz。电动机控制信号的频率与车辆行驶速度正相关：随着车速提升，电动机的机械旋转频率同步升高，需要更高的电动机控制频率。 短时傅里叶变换（STFT）分析结果显示，低于1kHz的电气频率随车辆速度变化，对应电动机控制信号的时域演化过程。研究识别出7.1kHz的基波脉冲宽度调制（PWM）开关频率，其相关谐波及互调产物在频谱中清晰可见。 若需了解数据集的详细结构、实验流程及数据处理方法，请参阅数据集附带的README.md文件。