# A Review of Coordinated Control Technology for Chassis of Distributed Drive Electric Vehicles
## 3 Two-Dimensional Coordinated Control Strategies for DDEV Chassis
### Lateral and Vertical Coordinated Control Strategies  
An inherent and complex coupling relationship also exists between the vehicle's lateral and vertical dynamics, and this coupling effect has a direct and significant impact on both the vehicle's handling stability and ride comfort [85; 86]. For example, when an ASS designed to enhance ride comfort actively adjusts the vehicle's body attitude, it inevitably alters the instantaneous vertical load on each wheel. This load variation will directly affect the tires' effective cornering stiffness and the maximum lateral adhesion force they can generate, thereby posing potential constraints on the vehicle's steering response characteristics and limit its handling performance [87]. DDEVs, by virtue of their architectural characteristic of independent, rapid, and precise controllability of each wheel's driving/braking torque, provide a more flexible and powerful platform for integrating and efficiently coordinating key chassis subsystems such as AFS [88; 89] and ASS/SAS [90; 91; 92]. The key to implementing this type of lateral and vertical coordinated control lies in constructing an advanced control strategy capable of integrating multi-source information. This strategy must perceive in real time and comprehensively assess the vehicle's dynamic states in both lateral (e.g., yaw rate, sideslip angle of the center of gravity, lateral accelera \begin{table}
\begin{tabular}{c c c c} \hline
**Coordinated Subsystem** & **Applied Control Algorithm** & **Achieved Control Effect** & **Refs** \\ \hline AFS, DYC & Sliding mode backstepping control & Improves vehicle handling and stability and enhances speed tracking performance & [77] \\ \hline AFS, DYC & MPC coordinated with a proportional–integral controller & Exhibits better path tracking performance than standalone AFS under high-speed maneuver conditions and eliminates effects of crosswind & [78] \\ \hline AFS, DYC & Adaptive control based on the Lyapunov method, with an adaptive law for variations in cornering stiffness & Significantly enhances vehicle stability during emergency obstacle avoidance maneuvers under various road conditions & [79] \\ \hline AFS, differential braking & MPC & Improves yaw stability control, achieves faster convergence, reduces impact on longitudinal dynamics & [80] \\ \hline DYC, ARS, 4 WID/4 WIS & Expert PID, MPC, SMC & Improves trajectory tracking performance, enhances handling stability and economy & [81] \\ \hline Torque vectoring (TV), rear wheel steering (RWS) & Parallel PI controller, extended Kalman filter & Increases maximum lateral acceleration, increases entry speed for double lane-change maneuvers, and reduces driver workload & [82] \\ \hline Longitudinal control (reference speed), lateral control (steering angle) & Reinforcement learning control, robust control (H\(\circ\)) & Achieves high-quality trajectory tracking, enables various driving styles, and limits trajectory tracking error & [83] \\ \hline Longitudinal control (reference speed), lateral control (steering angle) & MPC, recurrent neural network & Provides more accurate vehicle state prediction and significantly enhances accuracy and stability of path tracking, especially in challenging high-speed scenarios & [84] \\ \hline \end{tabular}
\end{table} 
Table 2: Lateral and longitudinal cooperative control strategies. tion) and vertical (e.g., roll angle, suspension travel, wheel load) dimensions, and based on this, perform a synchronized and optimized allocation of control commands. This requires the coordination of multiple key subsystems. ASS/SAS are responsible for the precise control of vertical forces and the suppression of vehicle roll and pitch. Simultaneously, active steering and differential braking systems affect the vehicle's lateral dynamic behavior. A high degree of command sharing and action coordination among these systems is essential to ultimately optimize the overall vehicle performance. Figure 6 shows a typical hierarchical coordinated control framework for the lateral and vertical dynamics of DDEVs.