###### Abstract  
Active suspension control and direct yaw-moment control (DYC) are widely used in the vehicle control field. To solve the coupling between those two controllers, a coordinated control of active suspension and DYC is proposed to further improve the vehicle roll and yaw stability. To enhance the adaptive ability of the active suspension, a proportional integral control optimized by the genetic fuzzy algorithm is introduced. DYC is proposed based on the sliding mode control. To restrain the chattering, the parameters of the sliding mode control is optimized by a genetic algorithm. Finally, a coordinated controller is presented based on the adaptive distribution of the anti-roll torque in the front and rear suspension. The simulation results show that the proposed active suspension and DYC can greatly improve the roll and yaw stability, respectively. The expected vehicle status can be well tracked. In addition, the coordinated control is compared by simply using two independent controllers under a different tire-road friction coefficient and different steering maneuver. The results show that the coordinated control has an even better performance under each working condition. c 20221211768 202212211768 202212211768 20221212211768 202  
suspension based on the Takagi Sugeno model, which can solve actuator failures while effectively controlling the driving comfort and handling [4]. Considering the uncertainty of the adaptive backstepping for the nonlinear active suspension and the input delay of the actuator, [PERSON] et al. proposed a novel adaptive backstepping controller, which can deal with the input delay of the actuator and achieve a better dynamic performance [5]. The mu-synthesis is used to optimize the active suspension vibration controller in the literature [6]. Compared with the H-infinity controller and passive suspension, it can further restrain the negative vibration of the active suspension system. The DYC is a relatively mature technology which has been studied by many scholars. [PERSON] et al. presented a DYC controller composed of three control levels with the desired yaw moment as the intermediate value, which can improve the lateral stability and agility even at sharp steering [7]. [PERSON] et al. added additional control items to the feedback of the traditional linear quadratic regulator (LQR) to reduce the model uncertainty and improve the interference immunity of the traditional LQR [8]. [PERSON] et al. proposed a new torque distribution method based on the tire state and the yaw moment generating efficiency [9]. Through the method, the lateral force can be fully utilized and a better vehicle stability can be achieved. [PERSON] et al. proposed an adaptive DYC controller with fuzzy sliding mode control (SMC) and designed a continuous discrete sign function through fuzzy control so that the sign function can self-adjust adaptively [10]. Compared with the ordinary sliding mode control without optimization, chattering is effectively suppressed. To improve the coordination performance between different control systems, controllers are usually integrated to get a better effect. For example, active front-wheel steering (AFS) and the DYC are generally integrated to improve the vehicle stability. The two-layer control structure is widely used in this field. The desired front-wheel steering angle and yaw moment are calculated in the upper layer while the real front-wheel steering angle and yaw moment are realized by actuators in the lower layer. Adaptive laws are used in the upper layer while the steering and braking system are controlled by a constraint optimization algorithm in the lower layer which leads to a better tracking performance and lower control efforts [11]. [PERSON] et al. solved the additional steering angle and correction torque with a non-smooth control, which greatly improves the anti-interference capability of the controller [12].