## 1 Introduction
used the concept of zero moment point (ZMP) to predict the rollover risk of vehicles [23]. [PERSON] et al. proposed a general rollover index for the detection of rollover in both tripped and un-tripped cases in 2019 [24]. When a rollover index is detected as the risk of rollover, the active anti-rollover control is triggered immediately so that the dynamic behavior of the vehicle is restrained to ensure the rollover stability of the vehicle. Anti-rollover has four basic control methods: active steering, active/semi-active suspension, differential braking, and active stabilizer bar [25]. Among these methods, suspension control is the most direct and effective way to control vehicle roll motion [26; 27]. Meanwhile, an active stabilizer bar or active/semi-active suspension is often used in suspension systems. The active stabilizer bar can provide a large roll stiffness and can achieve a very good anti-rollover effect [28; 29]. It also needs enough installation space. An active and semi-active suspension system is a kind of automobile suspension mechanism that ensures that people in the car have maximum comfort with suitable control strategy [30]. A slow active suspension is used by [PERSON] et al. to change the roll stiffness of the vehicle and avoid un-tripped rollover by reducing the lateral stability of the vehicle [31]. [PERSON] et al. designed the anti-roll control of semi-active suspension and active suspension using a sliding mode algorithm [5]. However, the ideal control effect cannot be obtained by a single method. To guarantee the lateral and yaw stability of the vehicle, chassis integrated control has been increasingly used. [PERSON] et al. integrated continuous damping control (CDC) and electronic stability control (ESC) to improve vehicle rollover stability [32]. [PERSON] et al. also established the CDC, ESC, and active front steering (AFS) integrated control method; the three-mode switching control is proposed to make use of the advantages of AFS and ESC [33]. [PERSON] et al. integrated ESC and active suspension, which can prevent vehicle rollover by directly controlling suspension travel [34]. In the field of automatic driving, many new integrated anti-rollover control methods have also been proposed in recent years [35; 36; 37]. This paper includes the following three parts: the vehicle dynamics model and model verification (Part 1), the design of the optimal distribution strategy of the damping force controller (Part 2), and the simulation and result analysis (Part 3). In Part 1, a 14-degree-of-freedom model, including the longitudinal, lateral, vertical, roll, pitch and yaw direction of vehicle, and rotation and jump of each vehicle wheel, is constructed in MATLAB/Simulink with numerous equations with vehicle suspension system dynamics. The basic parameters of the vehicle are set, and the same parameters are selected for simulation in both MATLAB/Simulink and CarSim. The validity of the model is verified by comparing it with the CarSim model. In Part 2, an optimal distribution of a damping force strategy with continuous damping control is proposed by combining the traditional lateral load transfer ratio control with the optimized equations of suspension damping force. The damping force compensation of the left and right sides is the core of the optimal distribution of the damping force strategy. In Part 3, the effectiveness and optimization effect of the optimal distribution of the damping force strategy is proven by the simulation results under the fishhook and crosswind tests. The result shows that continuous damping control has an evident control effect on vehicle rollover compared with passive suspension. The optimal distribution of the damping force strategy with continuous damping control has better performance than the traditional continuous damping control. Moreover, it provides a certain assistance to vehicle handling stability.