## 1 Introduction
Passive suspension control cannot be adjusted in real time, hence the availability of active and semiactive suspension control in the field of suspension control. Semiactive suspension can achieve ride comfort control similar to that of active suspension but with minimal power consumption [14; 15]; it is thus the most widely used and applicable controllable suspension system [16]. The concept of sky-hook damping \"on-off\" control with semiactive suspension was first proposed by [PERSON] in 1974. Sky-hook control can improve ride comfort but handling stability inevitably deteriorates [17]. In 1983, Toyota developed a semiactive suspension vehicle (Toyota Soarer 280 GT) equipped with three adjustable working conditions. In 1989, semiactive control was combined with active control in Ford's Thunderbird, and the combination surpassed passive suspension in terms of ride comfort and handling stability [18]. In 1997, [PERSON] M et al. proposed a ground-hook control algorithm to improve handling stability further [19]. Continuous damping control (CDC) technology of ZF Sachs is based on proportional valve control. Damping control is achieved by changing the damper aperture at a high corresponding frequency with CDC [20]. The new Audi A6 allroad Quattro technology combines CDC technology with air suspension technology to realize adaptive control. A similar adaptive control technology is Hydractive, which was proposed by Citroen [21]. With the maturity of semiactive suspension technology, semiactive control has been integrated into chassis systems. The linear quadratic Gaussian (LQG) method for integrated control of suspension and steering system was adopted by [PERSON] m et al. to analyze lateral stability of vehicle [22]. [PERSON] and [PERSON] developed a hierarchical integrated control of steering and active suspension systems;the strategy effectively solves the problem of steering effect on the active suspension actuator force and significantly improves the ride comfort and handling performance of vehicles [23]. [PERSON] et al. designed a robust controller for active suspension by using the hybrid \(\upmu\) synthesis method [24]. [PERSON] added a central differential brake to the integrated control of active yaw and active traction distribution to study the effects of front and rear axle load transfer on lateral stability [25]. In 2008, an experiment on a hybrid vehicle console frame was performed on dSPACE [26]. [PERSON] et al. designed an index called RI to prevent rollover, characterize rollover risk, and reduce the use of ESC [27]. On the basis of this RI, a model-based state estimator was designed and used to suppress roll motion caused by maneuvers and road disturbances [28]. In 2009, [PERSON] presented a method involving the use of the derivative of yaw rate to control CDC and thereby integrate ESC and CDC [29]. A double-layer control strategy between suspension, steering, and braking systems was proposed to improve the performance of vehicles under different driving conditions. On the basis of integral sliding mode control theory, the control modes under different working conditions were switched according to the monitoring and identification of states [30; 31]. [PERSON] et al. regarded the ride comfort and handling stability of vehicles as functions of vehicle speed and road driving conditions and proposed the control principle of hybrid suspension based on vehicle speed and road conditions [32]. [PERSON] et al. proposed a three-step integrated chassis control algorithm with braking force, active rolling moment, and damping coefficient distributed [33]. [PERSON] et al. used linear quadratic regulator and LQG optimal control theory to design an active lateral stabilizer bar to reduce vehicle roll angle and roll angle rate [34]. Vehicle dynamics management (VDM) offers great advantages, including the reduction of sensors and system complexity. It can also eliminate interference conflicts between various systems while achieving global optimal performance.