Active roll control device and method

Abstract

The present invention relates to an active roll control device and method. The active roll control device includes a first actuator, which is arranged adjacent to a front wheel or a rear wheel and is configured to adjust the roll stiffness. When the vehicle is in a low-friction steering driving state, a controller operates the first actuator in a reverse phase control manner in a direction in which the roll angle increases.

Description

Technical Field

[0001] The present invention relates to a vehicle wheel control technology, and more particularly to an active roll control device and method for controlling rear wheels of a vehicle in a reverse phase control manner. Background Art

[0002] The prior art has developed a front wheel and rear wheel allocation ratio control method based on a yaw rate estimation error. In the method that has been developed, a yaw rate error is calculated based on information obtained by a vehicle speed sensor and a steering angle sensor, and a front wheel and rear wheel allocation ratio control operation is performed based on the yaw rate error. Specifically, if the yaw rate is too large, the rear wheel allocation ratio is reduced. On the contrary, when the yaw rate is insufficient, the rear wheel allocation ratio is increased. That is, only the allocation ratio control operation is performed without changing the control amount or direction.

[0003] However, in the case of such distribution ratio control, there is a problem that the tire grip / lateral force is reduced under low friction driving conditions that need to ensure stability. Therefore, compared with ordinary vehicles, the stability of such a vehicle is deteriorated, for example, the probability of skidding and loss of control is increased, or the limit range of grip is reduced. Summary of the invention

[0004] Exemplary embodiments of the present invention are directed to providing an active roll control apparatus and method for controlling rear wheels of a vehicle in an inverse phase control manner.

[0005] Other objects and advantages of the present invention can be understood by the following description and become clear with reference to the exemplary embodiments of the present invention. Likewise, it is obvious to those skilled in the art that the objects and advantages of the present invention can be achieved by the claimed method or its combination.

[0006] According to an exemplary embodiment of the present invention, the active roll control device may include: a first actuator, which is arranged adjacent to the front wheel or the rear wheel and configured to adjust the roll stiffness; a controller, which is configured to operate the first actuator in a reverse control manner in the direction of increasing the roll angle when the vehicle is in a low-friction steering driving state.

[0007] The active roll control device may further include a vehicle sensor configured to generate vehicle state information, and the controller may be configured to use the vehicle state information to determine whether the vehicle is in a low-friction steering driving state. The first actuator may be arranged adjacent to the rear wheels. The active roll control device may further include a second actuator, which is arranged adjacent to the front wheels or the rear wheels and is configured to adjust the roll stiffness. The controller may be configured to operate the second actuator in a direction of reducing the roll angle at a control rate greater than the control rate used when the vehicle is in a normal steering driving state. The normal steering driving state is to maintain normal active roll stabilization (ARS) control operation so that the vehicle can travel under the current steering situation. The second actuator may be arranged adjacent to the front wheels.

[0008] In addition, the vehicle state information may include vehicle speed, steering angle, and lateral acceleration. Whether the vehicle is in a low-friction steering driving state may be determined by comparing a preset reference value with an estimated error, the estimated error being an estimated error between an estimated lateral acceleration value estimated based on the vehicle speed and steering angle and an actual lateral acceleration value. The estimated lateral acceleration value may be calculated using an Ackermann vehicle model, which is a 2-degree-of-freedom vehicle dynamics model.

[0009] In a good steering situation, the first actuator may be prevented from operating in a reverse phase manner in a direction where the roll angle increases. The controller may be configured to use vehicle state information to determine whether the vehicle is in a good steering situation. The vehicle state information may include vehicle speed, lateral acceleration, yaw rate, steering angle, and steering angular velocity. The determination of whether the vehicle is in a good steering situation may be made using vehicle speed, lateral acceleration, yaw rate, steering angle, and steering angular velocity.

[0010] According to an exemplary embodiment of the present invention, an active roll control device may include: a vehicle sensor configured to generate vehicle status information; a first actuator disposed adjacent to a front wheel and configured to adjust the roll stiffness; a second actuator disposed adjacent to a rear wheel and configured to adjust the roll stiffness; and a controller configured to use the vehicle status information to determine whether the vehicle is in a low-friction driving state, and based on the determined result, operate the first actuator and the second actuator to perform a steering stability improvement control operation or a normal control operation.

[0011] According to an exemplary embodiment of the present invention, the active roll control method may include: generating vehicle status information by a vehicle sensor; using the vehicle status information by a controller to determine whether the vehicle is in a low-friction driving state; performing a steering stability improvement control operation or a normal control operation by the controller based on the result of the determination; and adjusting the roll stiffness based on the steering stability improvement control operation or the normal control operation by a first actuator arranged adjacent to the front wheels and a second actuator arranged adjacent to the rear wheels. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 is a block diagram showing the configuration of an active roll control apparatus according to an exemplary embodiment of the present invention.

[0013] Figure 2 is a diagram showing an exemplary embodiment according to the present invention Figure 1 A block diagram of the detailed construction of the controller is shown in FIG.

[0014] Figure 3 is a flowchart showing a rear wheel control process according to an exemplary embodiment of the present invention.

[0015] Figure 4 is a diagram showing a concept of judging a low friction state according to an exemplary embodiment of the present invention.

[0016] Figure 5 2 is a graph showing a performance analysis result during lane change after judging that a current driving state is a low-friction driving state, in case of a yaw rate according to an exemplary embodiment of the present invention.

[0017] Figure 6 2 is a graph showing a performance analysis result during lane change after judging a current driving state as a low-friction driving state in case of a deviation angle according to an exemplary embodiment of the present invention. DETAILED DESCRIPTION

[0018] It should be understood that the terms "vehicle" or "vehicular" or other similar terms used herein generally include motor vehicles, such as passenger cars including sport utility vehicles (SUVs), buses, trucks, various commercial vehicles, ships including various boats, vessels, aircraft, etc., and include hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles and other alternative fuel vehicles (e.g., fuels derived from non-petroleum resources).

[0019] Although the exemplary embodiment is described as using multiple units to perform the exemplary process, it should be understood that the exemplary process can also be performed by one or more modules. In addition, it should be understood that the term controller / control unit represents a hardware device including a memory and a processor. The memory is configured to store the module, and the processor is specifically configured to execute the module to perform one or more processes described further below.

[0020] In addition, the control logic of the present invention can be implemented as a non-transitory computer readable medium on a computer readable medium, which includes executable program instructions executed by a processor, a controller / control unit, etc. Examples of computer readable media include, but are not limited to, ROM, RAM, compact disc (CD)-ROM, magnetic tape, floppy disk, flash drive, smart card, and optical data storage device. The computer readable recording medium can also be distributed on a network-connected computer system so that the computer readable medium is stored and executed in a distributed manner, for example, through a telematics server or a controller area network (CAN).

[0021] Unless otherwise stated or apparent from the context, the term "about" as used herein is understood to be within the normal tolerance range in the art, such as within 2 standard deviations of the mean. "About" may be understood to be within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05%, or 0.01% of the specified value. Unless otherwise apparent from the context, all numerical values ​​provided herein are modified by the term "about".

[0022] Reference will now be made in detail to various embodiments of the present invention, which exemplary embodiments can be modified in various ways into different forms, examples of which are shown in the accompanying drawings and described below. However, this is not intended to limit the present invention to a specific mode of practice, and it should be understood that all changes, equivalent forms and alternative forms that do not depart from the spirit and technical scope of the present invention are included in the present invention.

[0023] Throughout the various figures and embodiments of the present invention, the same or similar reference numerals refer to the same or similar elements. It is understood that, although the terms "first", "second", etc. can be used to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another element.

[0024] For example, the first element discussed below may be referred to as the second element without departing from the teachings of the present invention. Similarly, the second element may also be referred to as the first element. The term "and / or" includes any and all combinations of one or more related enumerated items. Unless otherwise defined, the terms used herein, including technical terms and scientific terms, have the same meaning as understood by those of ordinary skill in the art to which the present invention belongs. It can be further understood that the terms used in this article should be understood to have the same meaning as their meaning in the context of this specification and related fields, and are not understood as idealized or overly formalized meanings, unless clearly defined in this application.

[0025] Hereinafter, an active roll control apparatus and method according to an exemplary embodiment of the present invention will be described in detail with reference to the accompanying drawings.

[0026] Figure 1 is a block diagram showing the configuration of an active roll control apparatus 100 according to an exemplary embodiment of the present invention. Figure 1 As shown, the active roll control device 100 may include: 1st to nth vehicle sensors 110-1 to 110-n, a controller 120, actuators 141 and 142, and a battery 130. The 1st to nth vehicle sensors 110-1 to 110-n may be configured to generate vehicle state information. The controller 120 may be configured to use the vehicle state information to determine whether the vehicle is in a low-friction driving state, and perform a steering stability improvement control operation or a normal control operation based on the determined result. The actuators 141 and 142 may be configured to adjust the roll stiffness by operating the side rods 151 and 152 under the control of the controller 120. The battery 130 may be configured to supply power to electronic components.

[0027] The first to nth vehicle sensors 110-1 to 110-n may include: a vehicle speed sensor, a steering angle sensor, a yaw rate sensor, a lateral acceleration sensor, etc. The first to nth vehicle sensors 110-1 to 110-n may be installed at appropriate locations inside and outside the vehicle and connected to the controller 120. The first to nth vehicle sensors 110-1 to 110-n may be configured to generate vehicle status information, such as vehicle speed, steering angle, lateral acceleration, yaw rate, and angular velocity, and transmit the vehicle status information to the controller 120.

[0028] The controller 120 may be configured to exchange data, signals, etc. with electronic components of the vehicle and operate the electronic components. Figure 1In FIG. 1 , a single controller 120 is shown to operate both the first actuator 141 and the second actuator 142, but the controller 120 may also be composed of two controllers. In other words, the first actuator 141 and the second actuator 142 may be connected to respective controllers.

[0029] The first actuator 141 and the second actuator 142 may be configured to operate the corresponding side rods 151 and 152 under the control of the controller 120. When the vehicle rolls, the first actuator 141 and the second actuator 142 may be operated to forcibly lift the corresponding side of the vehicle body, thereby minimizing the roll motion. In particular, the controller 120 may be configured to perform a rear wheel reverse phase control operation (wherein the reverse phase control operation is performed in the direction of increasing the roll angle) and a front wheel control rate increase operation of increasing the control rate of the front wheels. In other words, the deformation of the suspension (not shown in the figure) may be caused by the rear wheel reverse phase control operation, thereby ensuring roll steer / lateral force steer. In particular, understeer may be increased, and the stability of the vehicle may be improved.

[0030] like Figure 1 As shown, each of the first side rod 151 and the second side rod 152 is shown as a single side rod, but each of the first side rod 151 and the second side rod 152 may be composed of a pair of side rods, and the first side rod 151 and the second side rod 152 may be installed adjacent to the front wheel and the rear wheel, respectively. In particular, the first actuator 141 may be provided adjacent to the front wheel, and a pair of first side rods 151 installed adjacent to the front wheels on both sides may be coupled to the first actuator 141. In addition, the pair of first side rods 151 may be respectively coupled to the suspensions on both sides (not shown in the figure). The second actuator 142 may be provided adjacent to the rear wheel, and a pair of second side rods 152 installed adjacent to the rear wheels on both sides may be coupled to the second actuator 142. A pair of second side rods 152 may be respectively coupled to the suspensions on both sides (not shown in the figure).

[0031] An electronic actuator may be used as each of the first actuator 141 and the second actuator 142. The battery 130 may be configured to provide power to the vehicle sensors 110-1 to 110-n, the controller 120, the actuators 141 and 142, and the like as electronic components. A lead-acid battery or a battery pack may be used as the battery 130. The battery pack may include battery cells (not shown) connected in series and / or in parallel. The battery cell may be a high-voltage battery for an electric vehicle, such as a nickel metal battery, a lithium-ion battery, a lithium polymer battery, a solid-state battery, and the like. Typically, a high-voltage battery may be a battery that serves as a power source for operating an electric vehicle, and may generate a voltage of 100V or more. However, the present invention is not limited thereto, and a low-voltage battery may also be used.

[0032] Figure 2 It is shown in detail Figure 1 1 is a block diagram of the structure of the controller 120 shown in FIG. Figure 2 As shown, the controller 120 may include a calculation module 210, a judgment module 220, and a control module 230. The calculation module 210 may be configured to calculate a lateral acceleration value estimated based on the vehicle speed and the steering angle of the vehicle state information. The judgment module 220 may be configured to compare the estimated lateral acceleration value with the actual lateral acceleration value measured by the sensor, and determine whether the vehicle is in a low-friction driving state. The control module 230 may be configured to perform a steering stability improvement control operation or a normal control operation according to the determined result.

[0033] In particular, the calculation module 210 can be configured to calculate an estimated lateral acceleration value to determine whether the current driving state is in a low friction driving state. Generally, in a low friction driving state, the lateral acceleration may decrease under a constant vehicle speed / steering angle input. Therefore, the estimated lateral acceleration value can be calculated using a 2-degree-of-freedom vehicle dynamics model. This can be expressed as the following equation.

[0034] Equation 1

[0035]

[0036] Among them, V represents the vehicle speed, L represents the distance between a pair of front wheels or rear wheels, K represents the slope, δ represents the steering angle, and g represents the horizontal axis.

[0037] The judgment module 220 may be configured to compare the estimated error between the estimated lateral acceleration value and the actual lateral acceleration value measured by the sensor with a reference value, and judge whether the vehicle is in a low-friction driving state. In addition, the judgment module 220 may be configured to judge the intervention conditions for the steering stability improvement control operation. Specifically, in a good steering situation, a control non-intervention operation may be performed to prevent the occurrence of an uncoordinated sense of roll caused by frequent control intervention. In other words, the steering stability improvement control operation is performed only when the low-friction driving judgment condition and the condition of deviating from the good steering area are simultaneously met.

[0038] In addition, the control module 230 can be configured to perform a steering stability improvement control operation determined by the determination module 220. Specifically, a rear wheel counter-phase control operation and a front wheel control rate increase operation can be performed. In other words, a control rate increase operation can be performed on the front wheels to compensate for the roll moment loss caused by the rear wheel counter-phase control operation, thereby preventing the occurrence of an uncoordinated sense of roll. For the rear wheels, a control operation in the direction of increasing the steering angle can be performed. In other words, the load offset rate caused by the lateral acceleration can be offset, and the roll / lateral force steering generation rate can be increased. Therefore, by increasing the limit range of tire grip and the steering force of the rear wheels, the stability of the vehicle can be improved.

[0039] exist Figure 2 The term "module" mentioned refers to a unit for processing at least one function or operation, and this can be presented as hardware, software, or a combination of hardware and software. The hardware can be presented as a device designed to perform the above functions, for example, as an application specific integrated circuit (ASIC), a digital signal processing (DSP) device, a programmable logic device (PLD), a microprocessor, other electronic units, or a combination thereof. The software can be presented as a module configured to perform the above functions. The software can be stored in a storage unit and executed by a processor. The storage unit or the processor can use various means known to those skilled in the art.

[0040] Figure 3 : is a flowchart showing a rear wheel control process according to an exemplary embodiment of the present invention. Figure 3 As shown, the rear wheel control process can be executed when the vehicle is running and can be started when the engine (not shown) of the vehicle is ignited. When the vehicle is running, the controller ( Figure 1 120 in the vehicle) can be configured to estimate the lateral acceleration based on the vehicle speed / steering angle information and calculate the estimated lateral acceleration value (at step S310). This process estimates the lateral acceleration using a 2-DOF vehicle dynamics model.

[0041] Subsequently, the controller 120 may be configured to monitor in real time the error between the estimated lateral acceleration value and the actual lateral acceleration value measured by the vehicle sensor, and determine whether the estimated error is too large (e.g., greater than a specific value) (at step S320). As a result of the determination at step S320, when the estimated error is too large, it may be determined that the current driving state is a low-friction driving state, and it may be determined whether control intervention is required (at step S330). In particular, it may be determined whether the current driving state is a driving state that requires a steering stability improvement control operation, so as to reduce the execution frequency of the steering stability improvement control operation, thereby preventing the occurrence of a sense of roll incoordination.

[0042] Subsequently, the controller 120 may be configured to detect whether the current steering situation has deviated from the predetermined good steering area based on the vehicle speed, lateral acceleration, yaw rate, steering angle / angular velocity signal (at step S340). As a result of the detection, when the current steering situation has deviated from the good steering area, a steering stability improvement control operation may be performed (at step S350). Specifically, a control rate increase operation may be performed on the front wheels, and a reverse phase control operation may be performed on the rear wheels.

[0043] On the contrary, at step S340, when the current steering situation does not deviate from the good steering area (e.g., remains within the area), the controller 120 can be configured to maintain normal active roll stability (ARS) control operation (at step S360). In addition, as a result of the judgment of step S320, when the estimation error is not too large, the controller 120 can be configured to maintain normal ARS control operation (at step S360).

[0044] Figure 4 2 is a diagram showing the concept of determining a low friction state according to an exemplary embodiment of the present invention. Figure 4 As shown, the estimation error may be defined by the difference in lateral angle values ​​between the normal road curve 421 and the low friction state curve 422. When the estimation error 410 is approximately 30% or greater, the current state may be determined as a low friction driving state.

[0045] Figure 5 is a diagram showing the performance analysis result during lane change after judging the current driving state as a low friction driving state, according to the yaw rate of an exemplary embodiment of the present invention. Figure 5 As shown, in a low-friction driving state, when a lane change occurs, a slip out of control will occur as shown by reference numeral 510 .

[0046] Figure 6 is a diagram showing the performance analysis result during lane change after judging the current driving state as a low friction driving state according to the case of the deviation angle of an exemplary embodiment of the present invention. Figure 6 As shown, in a low-friction driving state, when a lane change occurs, a slip and loss of control as shown by reference numeral 610 may occur.

[0047] In addition, the methods or steps of the algorithms described in the exemplary embodiments presented in this specification may be implemented in the form of program instructions executed by various computer systems and may be recorded in non-transitory computer-readable media. Non-transitory computer-readable media may also include program (instruction) codes, data files, data structures, etc., in an independent or combined form.

[0048] The program (instruction) code recorded in the medium may be specially designed and constructed for the present invention, or may be well known and available to technicians in computer software technology. Examples of computer-readable media may include magnetic media such as hard disks, floppy disks, and tapes; optical media such as CD-ROM discs, DVDs, and Blu-ray discs; and semiconductor storage devices such as read-only memories (ROMs), random access memories (RAMs), and flash memories, which are specifically used to store and execute program (instruction) codes. Examples of program (instruction) codes may include not only machine codes generated by compilers, but also high-level language codes that can be executed by computers using interpreters, etc. The hardware device may be configured to operate as one or more modules or units to perform the operations of the above-mentioned embodiments, and vice versa.

[0049] As described above, in an exemplary embodiment of the present invention, in response to judging that the vehicle is in a low-friction driving state, the steering stability of the vehicle can be improved by increasing the roll / lateral force steering and the steering force. In addition, by offsetting the load offset caused by the steering, the limit range of the tire grip and / or the steering force can be increased. The deformation of the suspension can be caused by the reverse control operation of the rear wheels, so that the roll steering / lateral force steering can be ensured. Therefore, understeer can be increased and / or the stability of the vehicle can be improved. In an exemplary embodiment, the limit range of the tire grip can be increased and / or the slip and loss of control phenomenon can be prevented. In addition, the roll moment loss caused by the reverse control operation of the rear wheels can be compensated by increasing the control rate of the front wheels, so that the roll angle response characteristics can be kept unchanged and / or the occurrence of an uncoordinated sense of roll can be prevented.

[0050] While the present invention has been described with reference to exemplary embodiments, it will be apparent to those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention as defined by the following claims.

Claims

1. An active roll control device, comprising: a first actuator disposed adjacent to the front wheel or the rear wheel and configured to adjust the roll stiffness; a second actuator disposed adjacent to the front wheel or the rear wheel and configured to adjust the roll stiffness; as well as a controller configured to operate the first actuator and the second actuator, Wherein, the first actuator is arranged adjacent to the rear wheel, Wherein, the second actuator is arranged adjacent to the front wheel, The controller is configured to operate the first actuator in a reverse phase control manner for the rear wheels in a direction in which the roll angle increases when the vehicle is in a low-friction steering driving state, and is configured to operate the second actuator in a control rate increasing manner for the front wheels. wherein the controller is configured to operate the second actuator in a direction of decreasing the roll angle at a control rate greater than a control rate used when the vehicle is in a normal steering driving state, The roll moment loss caused by the counter-phase control operation of the rear wheels is compensated by increasing the control rate of the front wheels.

2. The active roll control device according to claim 1, further comprising: a vehicle sensor configured to generate vehicle status information; Wherein, the controller is configured to use the vehicle state information to determine whether the vehicle is in a low-friction steering driving state.

3. The active roll control device according to claim 2, wherein: The vehicle state information includes vehicle speed, steering angle and lateral acceleration, and the judgment on whether the vehicle is in a low-friction steering driving state is made by comparing a preset reference value with an estimated error, wherein the estimated error is an estimated error between an estimated lateral acceleration value estimated based on the vehicle speed and steering angle and an actual lateral acceleration value.

4. The active roll control device according to claim 3, wherein: The estimated lateral acceleration value is calculated using an Ackermann vehicle model, which is a 2-degree-of-freedom vehicle dynamics model.

5. The active roll control device according to claim 1, wherein: In a good steering situation, the first actuator is prevented from operating in a counter-phase manner in a direction of increasing the roll angle.

6. The active roll control device according to claim 5, further comprising: a vehicle sensor configured to generate vehicle status information; Wherein, the controller is configured to use the vehicle status information to determine whether the vehicle is in a good steering condition.

7. The active roll control device according to claim 6, wherein: The vehicle state information includes vehicle speed, lateral acceleration, yaw rate, steering angle and steering angular velocity, and the judgment on whether the vehicle is in a good steering condition is performed using the vehicle speed, lateral acceleration, yaw rate, steering angle and steering angular velocity.

8. An active roll control device, comprising: a vehicle sensor configured to generate vehicle status information; a first actuator disposed adjacent to the front wheels and configured to adjust roll stiffness; a second actuator disposed adjacent to the rear wheels and configured to adjust the roll stiffness; as well as a controller configured to use the vehicle state information to determine whether the vehicle is in a low-friction running state, and to operate the first actuator and the second actuator to perform a steering stability improvement control operation or a normal control operation based on a result of the determination, The controller is configured to operate the first actuator in a reverse phase control manner for the rear wheels in a direction in which the roll angle increases when the vehicle is in a low-friction steering driving state, and is configured to operate the second actuator in a control rate increasing manner for the front wheels. wherein the controller is configured to operate the second actuator in a direction of decreasing the roll angle at a control rate greater than a control rate used when the vehicle is in a normal steering driving state, The roll moment loss caused by the counter-phase control operation of the rear wheels is compensated by increasing the control rate of the front wheels.

9. An active roll control method, comprising: The controller uses vehicle state information generated by the vehicle sensor to determine whether the vehicle is in a low-friction steering driving state; When the vehicle is in a low-friction steering driving state, the controller performs a reverse phase control operation on the rear wheels in a direction in which the roll angle increases and performs a control rate increasing operation on the front wheels; The roll stiffness is adjusted based on the reverse phase control operation by a first actuator disposed adjacent to the rear wheels, wherein the controller operates the second actuator in a direction of decreasing the roll angle at a control rate greater than the control rate used when the vehicle is in a normal steering driving state, The roll moment loss caused by the counter-phase control operation of the rear wheels is compensated by increasing the control rate of the front wheels.

10. The active roll control method according to claim 9, wherein: The vehicle state information includes vehicle speed, steering angle and lateral acceleration, and the judgment of whether the vehicle is in a low-friction steering driving state is made by comparing a preset reference value with an estimated error, wherein the estimated error is an estimated error between an estimated lateral acceleration value estimated based on the vehicle speed and steering angle and an actual lateral acceleration value.

11. The active roll control method according to claim 10, wherein: The estimated lateral acceleration value is calculated using an Ackermann vehicle model, which is a 2-degree-of-freedom vehicle dynamics model.

12. The active roll control method according to claim 9, wherein: In a good steering situation, the first actuator is prevented from performing a reverse phase control operation in a direction in which the roll angle increases.

13. The active roll control method according to claim 12, further comprising: Vehicle state information generated by vehicle sensors is used by the controller to determine whether the vehicle is in a good steering condition.

14. The active roll control method according to claim 13, wherein: The vehicle state information includes vehicle speed, lateral acceleration, yaw rate, steering angle and steering angular velocity, and the judgment on whether the vehicle is in a good steering condition is performed using the vehicle speed, lateral acceleration, yaw rate, steering angle and steering angular velocity.

15. The active roll control method according to claim 9, wherein: The first actuator is disposed adjacent to the rear wheels.

16. An active roll control method, comprising: generating vehicle status information by vehicle sensors; The controller uses the vehicle state information to determine whether the vehicle is in a low-friction driving state; executing, by the controller, a steering stability improvement control operation or a normal control operation based on the determined result; adjusting the roll stiffness based on a steering stability improvement control operation or a normal control operation by a first actuator disposed adjacent to the front wheels and a second actuator disposed adjacent to the rear wheels, wherein the steering stability improvement control operation is performed by a controller, wherein when the vehicle is in a low-friction steering driving state, the rear wheels are operated in a reverse phase control manner in a direction in which the roll angle increases, and the front wheels are operated in a control rate increasing manner, wherein the controller operates the second actuator in a direction of decreasing the roll angle at a control rate greater than the control rate used when the vehicle is in a normal steering driving state, The roll moment loss caused by the counter-phase control operation of the rear wheels is compensated by increasing the control rate of the front wheels.

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