An Anti-Skid Control System Based on the Energy Method for Decentralized Electric Vehicles

Round 1

Reviewer 1 Report

I'd like to make some general comments to your work.

Comment #1

in traction application motor drives (inverter) receive from the driver or from the Vehicle Control Unit a torque reference and not a power one. In fact to start the vehicle from standstill (u=0,v=0,wi=0) it’s necessary to ask some torque to be delivered at zero speed, that is a zero power condition. So it’s not clear how your algo should work in that condition.

Comment #2

Motor characteristics has not been properly described. It’s important to consider the torque speed diagram of the motor that constitute the maximum toque the motor is able to provide at any speed. This diagram is also dependent from the battery voltage.

Furthermore No info about motor rating in term of power, torque, current are provided.

Comment #3

Motor control con be considered and neglectable for the presented paper. In facts motor can be considered as an ideal actuator, simply introducing the above mentioned limitations (comment #2) and some equivalent transfer function representing the motor controller behavior (i.e. introducing ramps/delay/filter between the torque reference and the torque delivered)

Author Response

Please see the attachment.

Author Response File: Author Response.pdf

Reviewer 2 Report

The paper is interesting with an explanatory mathematical background and rational modeling. It suits the journal’s aim. However, some issues require the authors’ attention for further improvements.

1_ The authors should acknowledge in the introduction that the anti-skid control system highly depends on the condition of the pavement’s surface too (apart from vehicles’ features) in terms of texture and skid resistance. You may see and cite indicative studies focusing on the multi-parametric nature of tire-road friction (e.g., https://doi.org/10.3390/vehicles4030042).

2_ What type of vehicle was used for simulations? Is there any impact of the vehicle weight? Please elaborate.

3_ How was the developed approach validated (i.e., real-scale measures, etc.)? Please comment.

4_ Lines 283-284: Please provide literature justification for selecting this adhesion value. Are there any sensitivity issues? 

5_ Please provide discussion points in support of Figure 9.

6_ Anti-slip control might become critical on icy conditions. Is there any plan to include such a simulation? Please add study limitations and/or future research prospects.

Author Response

Please see the attachment.

Author Response File: Author Response.pdf

Round 2

Reviewer 1 Report

a major revision was requested.

just some rephrasing has been introduced and a new table

my evaluation is the same as the previous

Author Response

Please see the attachment.

Author Response File: Author Response.pdf

Reviewer 2 Report

The paper was improved. Two additional minor comments:

In lines 46-48 you might replace as: "Besides, one should bear in mind that the anti-skid capability in the tire-road interaction greatly depends on the pavement conditions, including in particular with the texture and skid resistance of the road’s surface [17]". The point of this remark is just to remind to the potential readers, that the anti-slip behavior depends on the infrastructure condition too, a factor usually overlooked in relevant modeling simulations.

 

In lines 395-396 you might clarify by adding at the end of the sentence: "...considering more slippery/icy conditions where tire-road friction becomes even more critical."

 

Author Response

Please see the attachment.

Author Response File: Author Response.pdf

Round 3

Reviewer 1 Report

the authors have addressed all my previous comments