# A Review of Recent Advances in Roll Stability Control in On-Road and Off-Road Vehicles
## 4 Roll Stability Control in Road Vehicles
### Active Roll Stability Control Technologies
#### 4.2.2 Integrated Stability Control  
Although using a single actuator for roll stability control can suppress vehicle roll to some extent, single control strategies often have limitations. Active braking, while capable of quickly adjusting the yaw moment and reducing the rollover risk, can adversely affect the vehicle's longitudinal motion performance. Active steering can optimize roll dynamics by altering tire lateral forces, but its control ability is constrained by the physical limitations of the front and rear steering angles. Active suspension, though effective in reducing the body roll angle and improving load distribution, incurs high implementation costs and may not provide sufficient lateral stability under extreme conditions.  
Under complex dynamic conditions, a single actuator often cannot meet the requirements for vehicle maneuverability and roll stability, leading to the rise of integrated multi-actuator control for rollover prevention [94]. [PERSON] et al. [103] proposed an integrated yaw-roll predictive control method for all-wheel-drive electric vehicles, coordinating torque distribution and differential braking. This approach prioritized the use of efficient actuators, maintaining the yaw rate, sideslip angle, and roll angle within safe limits, while balancing energy efficiency and safety. Vehicle and simulation tests showed significant improvements in stability on flat and unstructured surfaces, with differential braking only intervening when necessary. [PERSON] et al. [104] designed a hierarchical control architecture for commercial vehicles, integrating engine torque limitation, differential braking, and active front-wheel steering within an adaptive MPC framework. HIL tests demonstrated effective coordination of actuators under sharp steering, reducing rollover tendencies and enhancing active safety. [PERSON] et al. [105] proposed a three-level chassis coordination control system combining differential braking, semi-active suspension, and the active roll moment. Simulations showed that this system significantly improved maneuverability and roll stability compared to single-control approaches. [PERSON] et al. [106] introduced a multi-objective control strategy integrating active steering, differential braking, and active suspension, using higher-order sliding mode and backstepping controllers. This strategy enhanced the handling response and suppressed rollover risks in extreme scenarios. In multi-axle vehicles, [PERSON] et al. [107] developed an integrated control system using differential braking and active steering with sliding mode control to allocate yaw and lateral forces dynamically. Their system, with optimized subsystems, improved the computational efficiency, robustness, and control performance, increasing the safe driving speed and overall effectiveness.  
In conclusion, multi-actuator integrated control can compensate for the limitations of single-actuator systems by coordinating different control strategies, providing superior roll stability control. However, multi-actuator coordination control involves key technical challenges, such as nonlinear coupling, control allocation optimization, and actuator dynamic response matching. Future research could further explore optimization strategies based on intelligent control, improve real-time computational efficiency, and develop actuator fault-tolerant control to enhance the practicality and robustness of multi-actuator rollover prevention systems.