EMB-175 First Officer reported encountering wake turbulence on approach to SFO in trail of a B777 that resulted in an inflight upset and low altitude warning from ATC. A go-around was executed; and the flight subsequently landed without incident.

Narrative

I was the Pilot Flying on the Tip Toe Visual Approach to Runway 28L at SFO. Approach cleared us to descend to 4;000 feet and asked if we had the pairing traffic a heavy 777 on approach to Runway 28R and the airport in sight. The Captain and I; confirmed both in sight. We were then instructed to keep the 777 in sight; turn to a heading of 320°; and maintain 210 knots until a 10-mile final.At 210 knots; I called for Flaps 1." Once established on final; Approach instructed us to maintain 180 knots until 5 miles and to contact Tower. We set an FPA (Flight Path Angle) descent of approximately 2.2° and planned to cross DUYET at 1;800 feet. The Captain checked in with Tower and reported we were on the visual approach for Runway 28L.Approaching DUYET; the Captain mentioned that based on the wind direction; we could be in potential downwind wake from the 777. The traffic was slightly ahead and to our right; with winds from the northwest approximately 330° at 15 knots giving us about a 10-knot right-to-left crosswind and a 7-knot headwind component. The Captain noted that the 777 appeared to be at or slightly below our altitude and assessed that its wake should remain below us. However; he twice reminded me to be alert for possible wake turbulence and prepared to respond.We were on profile and properly configured when I called; "Gear down; Flaps 3." As the gear extended; we appeared to encounter wake turbulence. I don't believe Flaps 3 were fully deployed before the disturbance hit. The right wing abruptly lost lift while the left wing maintained it; causing a rapid right roll and nose drop. The "Bank Angle" aural alert sounded; and I immediately applied full left aileron to counter the roll.The aircraft rolled to approximately 45° right bank and descended from about 1;800 feet to a minimum of roughly 1;100 feet; with an estimated 10° nose-down pitch. Passing through 1;400 feet; the right wing began to regain lift; and I recovered to wings level. I initiated a go-around; advanced the thrust levers to TOGA; and called; "Go-around." The Captain verified TOGA power and confirmed Flaps 2. Once a positive rate of climb was established; I called for "Gear up;" and we continued the missed approach.The Captain advised Tower of the go-around. Tower responded with a low-altitude alert and asked us to verify our altimeter setting. The Captain confirmed and advised that the go-around was due to wake turbulence. Tower acknowledged and instructed us to climb runway heading to 3;000 feet.Once stabilized in the climb and configured at Flaps 1; the Captain checked with the flight attendants to confirm the cabin was secure. After verifying all was normal; he made a PA to inform passengers that we had encountered disturbed air from a heavier aircraft ahead and would be returning to SFO in about 10 minutes.The subsequent approach and landing were uneventfulCause: I believe the data from this incident should be forwarded to ATC to help prevent similar events in the future. We were paired with a heavy 777 on approach to Runway 28R that was positioned slightly ahead and upwind of our aircraft for Runway 28L; which placed us directly in the path of its wake turbulence.Suggestions: I believe greater consideration should be given to aircraft pairing when wind vectors place the lighter aircraft directly in the heavier aircraft's wake. Pairing a smaller aircraft downwind of a heavy should be avoided whenever possible; as proximity and wake behavior make it difficult to mitigate the risk -- even when flying above profile. As an alternative; lighter aircraft should be given the option; or standard practice; to lead the sequence in these conditions to minimize wake turbulence exposure."