JPH0425191B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides a device for steering both the front wheels and the rear wheels in a four-wheeled vehicle such as an automobile, that is, by steering the front wheels, which are steering wheels, the rear wheels as well as the front wheels are steered. This invention relates to a wheel steering device.

Conventionally, steering devices in four-wheeled vehicles steer only the front wheels, and the rear wheels tend to steer actively, although they do some toe-in or toe-out depending on the driving situation, regardless of the steering of the front wheels. I haven't gotten used to it. However, recently, a four-wheel steering device has been proposed in which both the front wheels and the rear wheels are steered (for example, Japanese Patent Laid-Open No. 55-91458), and research on this type of device is being carried out.

According to the four-wheel steering system, convenient maneuvering that was previously impossible and driving with improved steering performance are possible depending on various driving conditions of the vehicle. for example,
When maneuvering a vehicle at extremely low speeds, such as parallel parking or parking in a garage, by steering the rear wheels in the opposite direction to the front wheels (this is called anti-phase), it is possible to significantly change the direction of the vehicle. This makes it possible or easy to park in narrow spaces, which was previously impossible or extremely difficult. Also, U
This is also advantageous when turning, since the minimum turning radius can be made small. Furthermore, by steering the rear wheels in a phase opposite to that of the front wheels, the difference between the inner wheels can be minimized or eliminated, which is advantageous when turning a narrow corner. Also,
When steering a vehicle at such extremely low speeds, if the rear wheels are steered in the same direction as the front wheels (this is called in-phase), it is possible to move the entire vehicle in parallel, making it easier to park or park the vehicle. It is often useful when

On the other hand, when changing lanes while driving at medium to high speeds, if four-wheel steering is performed in the same phase, lateral force is applied to the front and rear wheels at the same time, making it possible to change lanes smoothly without phase lag, thereby suppressing yawing. This allows you to change lanes at high speed without fear. Furthermore, when cornering, the direction of the vehicle can be effectively changed by steering the rear wheels in opposite phases.

Furthermore, when driving straight ahead, if the rear wheels are steered in a direction that counteracts the effect of external disturbances such as crosswinds, stable driving can be maintained against external disturbances, and stable high speeds can be maintained. It is also possible to obtain straightness.

Additionally, even if you accelerate or decelerate while keeping the steering angle of the front wheels constant during a turn, the steering angle of the rear wheels will change in accordance with the acceleration or deceleration, so that you will not deviate from your course and make a stable turn. It can also be done. In other words, in conventional vehicles, the steering characteristics are adjusted to slightly understeer in order to maintain straight-line stability, and when accelerating during a turn, there is a tendency for the vehicle to deviate outward from the course. By doing so, the deviation can be corrected and stable turning can be achieved.

In terms of comfort, it is possible to obtain a smaller minimum turning radius with the same wheelbase, so the wheelbase can be increased, and in addition to this, the actual steering angle of the front wheels can be reduced. It has many advantages, including the ability to experiment with new designs.

As described above, four-wheel steering has many practical advantages and is extremely useful.

Regarding this four-wheel steering, various specific configurations have been proposed so far to effectively steer the rear wheels. For example, a system in which four-wheel steering is performed in opposite phases at low speeds and in the same phase at high speeds (Japanese Patent Application Laid-open No. 1983-1999)
91457), the same phase when the steering angle of the front wheels is small, and the opposite phase when it is large (Japanese Patent Application Laid-open No. 1983-
No. 5270) The rear wheels are steered in proportion to the steering angle of the front wheels only when the steering angle of the front wheels is below a predetermined range, and when the steering angle of the front wheels is above a predetermined range, the rear wheels are steered regardless of the steering angle of the front wheels. Fixed angle (Unexamined Japanese Patent Publication No. 1983-
163969) etc. are known.

These four-wheel steering devices, when the vehicle speed is low,
Or, based on the empirical rule that when the front wheel steering angle is large, it is often necessary to change the direction of the vehicle significantly, and when the vehicle speed is high or the front wheel steering angle is small, it is often necessary to make a slight lateral movement. The rear wheels are always steered in the desired direction.

However, in actual driving of a vehicle, sufficient maneuverability and driving stability cannot be obtained simply by considering the vehicle speed and the front wheel steering angle independently. For example, when turning with a constant front wheel steering angle, even if the rear wheels are steered with the desired steering ratio corresponding to this steering angle, if you accelerate or decelerate during the turn, you may veer off course or It may come out inward. This is caused by centrifugal force (lateral force) depending on changes in vehicle speed.
In this case, in order to prevent the vehicle from deviating from the course, it is necessary to change the steering ratio of the front wheels and rear wheels in accordance with the change in vehicle speed. Therefore, it is desirable to change the rear wheel steering angle (steering ratio) with respect to the front wheel steering angle depending on the vehicle speed. In addition, in the medium to high speed range, the higher the vehicle speed, the larger the steering ratio in the same phase and the greater the lateral acceleration G to enable smooth lane changes to improve maneuverability. It is desirable to reduce the steering ratio and reduce the lateral acceleration as the vehicle speed decreases. Furthermore, as disclosed in the above-mentioned Japanese Patent Laid-Open No. 56-5270, when the front wheel steering angle is in a small range, the phase is the same, and in a large range, the phase is opposite. The phase becomes
The yaw ψ′ characteristic that causes yawing is excessive and can easily cause the car to spin, which is dangerous.In the low-to-medium speed range, when the front wheels are steered at a small angle, they are in the same phase.
There is also the problem that turning performance deteriorates.

In response to the above-mentioned demands, the present invention aims to provide a four-wheel steering device that can improve running stability at high speeds and achieve both running stability and maneuverability at low and medium speeds. be.

The four-wheel steering device according to the present invention steers the rear wheels in accordance with the steering of the front wheels, and when steering the rear wheels, the steering angle of the rear wheels relative to the steering angle of the front wheels is adjusted according to an increase in vehicle speed. A four-wheel steering device for a vehicle that steers the vehicle so that the ratio of At high speeds, the phase is the same regardless of the size of the front wheel steering angle, and at low and medium vehicle speeds, when the front wheel steering angle is small, the phase is the same, but when the front wheel steering angle is large, the phase is reversed. The present invention is characterized by comprising a control means for controlling the rear wheel steering device according to a rear wheel steering angle characteristic with respect to a front wheel steering angle that changes depending on the vehicle speed such as a phase.

According to the four-wheel steering system of the present invention, at high speed,
Regardless of changes in the front wheel steering angle, control is performed using a steering ratio that changes according to vehicle speed within the same phase range, and this same phase range is the G region where lateral acceleration is likely to occur (region with large G characteristics). Therefore, it is possible to improve running stability at high speeds.

In addition, in the low and medium speed range, the range where the front wheel steering angle is small where driving stability is required is the same phase steering and is in the G range as mentioned above, so driving stability can be sufficiently improved. In addition, the range where the front wheel steering angle is large, where maneuverability is required, is the yaw region where yawing is likely to occur due to anti-phase steering (region where the yaw (ψ) characteristic is large), so it is not possible to sufficiently improve maneuverability. It will be planned.

In other words, at high speeds when cornering is almost never performed and only lane changes are performed, driving stability during lane changes is ensured, and at low and medium speeds when both cornering and lane changes are performed, the stability during lane changes is ensured. It is possible to achieve both driving stability and cornering maneuverability.

Embodiments of the present invention will be described in detail below with reference to the drawings.

FIGS. 1 and 2 respectively show examples of the characteristics of the rear wheel turning angle θ _R with respect to the front wheel turning angle θ _F in the four-wheel steering system of the present invention.

In the example in Figure 1, the vehicle speed is high (e.g. 80 km/h).
or more), the rear wheel steering angle θ _R is the front wheel steering angle θ _F
increases until it reaches a gradient change part, and thereafter remains constant or gradually decreases within the same phase region. Vehicle speed is low (e.g. 10Km/H to 30Km/H
speed) or medium speed (e.g. 30Km/H to 80Km/H
degree), the rear wheel steered angle θ _R increases as the front wheel steered angle θ _F increases until it reaches the slope change portions P1, P2, and P3, after which it decreases and finally becomes negative. That is, the phase changes from the same phase to the opposite phase at the phase conversion points C1, C2, and C3. The relationship between the front wheel steering angle θ _F and the rear wheel steering angle θ _R at low and medium vehicle speeds V1, V2, and V3 (V1>V2>V3) is as follows: When the steering angle θ _R is large, the gradient change parts P1, P2, and P3 change to the side where the front wheel steering angle θ _F is large and the rear wheel steering angle θ _R
changes to the larger side, and the phase change points C1, C2 and
C3 changes to the side where the front wheel steering angle θ _F is larger (to the right in the figure) as the vehicle speed increases. When the vehicle speed is extremely low (for example, about 0 to 10 km/h), the rear wheel turning angle θ R is zero until the front wheel turning angle θ _F becomes large to a certain extent, and after that, the rear wheel turning angle θ _R becomes negative, that is, in reverse phase.

In addition, in this embodiment, the slope change parts P1, P2 and
We have explained the case where P3 changes to the side where the front wheel steering angle θ _F is large and the rear wheel steering angle θ _R is large as the vehicle speed increases.
P3 may change to the side where the front wheel steering angle θ _F is small and the rear wheel steering angle is large as the vehicle speed increases, and this embodiment is shown in FIG.

In the example shown in FIG. 2, the characteristics of the rear wheel turning angle θ _R with respect to the front wheel turning angle θ _F at high speeds and very low speeds are the same as those in the example shown in FIG. 1, and a description thereof will be omitted here. At low and medium speeds, the rear wheel steering angle θ _R increases as the front wheel steering angle θ _F increases until it reaches slope change parts P1, P2, and P3, and then decreases, as in the example in Figure 1. death,
At a certain point, it becomes negative and enters the antiphase region. At this time, the phase change shifts C1, C2, and C3 move toward the side where the front wheel steering angle θ _F is larger as the vehicle speed increases, and the gradient change portion
P1, P2, and P3 change to the side where the front wheel steering angle θ _F is smaller and the rear wheel steering angle is larger as the vehicle speed increases.

Furthermore, the rate of increase in the rear wheel turning angle θ _R relative to the increase in the front wheel turning angle θ _F up to the point where the slope changes at high speeds is determined not only by lane changes but also by gentle curves even at high speeds. Therefore, if not only G characteristics but also a certain degree of yaw (ψ) characteristics are required, it is best to limit the angle to a maximum of about 0.6 (inclination angle of about 31°).

Next, with reference to FIGS. 3 and 4, a specific configuration of a four-wheel steering system that realizes the characteristics as in the above embodiment will be explained. Figure 3 is an example of using hydraulic pressure, Figure 4
The figure shows an example of using links.

In the configuration shown in FIG. 3, front wheels 1, 1 and rear wheels 2,
The output 4a of the front wheel steering angle sensor 4, which is mechanically separated from the steering wheel 2 and detects the steering angle θ _H of the steering wheel 3, is input to the controller 10, which is a control means of the rear wheel steering device, and this input signal is Therefore, the rear wheels 2, 2 are steered. As is well known, the front wheel steering device uses a pinion 5 fixed to a steering shaft 3A to which a steering wheel 3 is fixed to move a rack 6 in the width direction of the vehicle (arrow A).
), and rotates the knuckle arms 8, 8 of the left and right front wheels 1, 1 about their shafts 8a, 8a through tie rods 7, 7 continuous to both ends of this rack 6, thereby rotating the front wheels 1, 1. It is configured to steer from side to side. That is, when the steering wheel 3 in the figure is rotated in the direction of the arrow L, the steering shaft 3A is rotated in the direction of the arrow L, the pinion 5 is also rotated in the L direction, and the rack 6 is moved in the L direction. As a result, the left and right front wheels 1, 1's knuckle arms 8, 8 are rotated in the L direction via the links 7, 7, and the front wheels 1, 1 are rotated in the L direction via the links 7, 7.
Rotate in the L direction around the axes 8a, 8a and steer to the left. At this time, the front wheel steering angle sensor 4 outputs as an output signal 4a that the steering wheel 3 has rotated by an angle θ _H in the L direction, and this is sent to the front wheel steering angle input 1 of the controller 10 of the rear wheel steering device.
Input to 0A.

The controller 10 is supplied with power by a power source 11, and in addition to the front wheel steering angle input 10A, the controller 10 has a vehicle speed input 10B connected to a vehicle speed sensor 12, and a feedback input 10C connected to a rear wheel steering angle sensor 13. and a steering direction output 1 connected to a solenoid 20 that controls the steering direction of the rear wheels.
0D and a hydraulic pump motor output 10E connected to the motor 21A of the hydraulic main pump 21 that controls the steering angle θ _R of the rear wheels.

The hydraulic main pump 21 includes a pump 21B that pumps out oil (hydraulic oil), and this pump 21B is connected to a hydraulic actuator 23 via a steering direction switching valve 22. In between, the oil outgoing path 24A and the oil return path 24C are short-circuited, and orifice 2 is installed on the way.
4b is provided, and an oil reservoir 25 is provided in the middle of the oil return path 24C.
are arranged.

The steering direction switching valve 22 is connected to the oil outgoing path 24A.
and a valve part consisting of two inlets connected to the oil return path 24C and two outlets communicating with the inlets,
There are three valve parts 22A, reverse 22B, and stop 22C that can be switched in parallel, and by operating the solenoid 20, these three valve parts 22A, 22
Either one of B and 22C is the oil outgoing path 24.
A, it is designed to be connected to the return route 24C.
The two outlets of this valve 22 are connected to a right oil passage 23R and a left oil passage 23L of a hydraulic actuator 23, respectively, and these right oil passage 23R and left oil passage 23L are connected to the outgoing path 24A through this valve 22. It is connected to the return route 24C.

The hydraulic actuator 23 moves the rod 26, which is its output shaft, in the width direction of the vehicle (indicated by arrow B) due to the pressure difference between the right and left oil passages 23R, 23L, and moves the rod 26, which is the output shaft, in the width direction of the vehicle (indicated by arrow B). The knuckle arms 28, 28 of the wheels 2, 2 are rotated around their shafts 28a, 28a, thereby steering the rear wheels 2, 2 left and right.

In the illustrated example, when the front wheels 1, 1 are steered in the left direction L and the rear wheels 2, 2 are steered in the same phase as the front wheels 1, 1, the steering direction switching valve 22 is set to the positive 22A position. The oil flows from the outgoing path 24A through the orifice path 24B to the return path 24C, and returns to the pump 21B via the reservoir 25. This results in
The pressure in front of the orifice 24b, that is, on the outward path 24A side, becomes high, and the pressure behind the orifice 24b, that is, on the return path 24C side, becomes low, and the valve 22
The pressure in the right oil passage 23R becomes higher than the pressure in the left oil passage 23L through the positive 22A portion of the hydraulic actuator 23.
is driven in the L direction. The amount of drive at this time is determined by the amount of current input to the main pump motor 21A. As a result, the rear wheels 2, 2 are steered in the left direction L via the tie rods 27, 27, and the rear wheels 2, 2 are steered in the same phase as the front wheels 1, 1.

When the front wheels 1, 1 are steered to the right and the rear wheels 2, 2 are steered in the same phase as the front wheels 1, 1, the steering direction switching valve 22 is set to the reverse 22B position, and the right oil The pressure relationship between the passage 23R and the left oil passage 23L is reversed to that described above, and the actuating rod 26 is driven rightward.

In addition, when steering the rear wheels 2, 2 in the opposite phase to the front wheels 1, 1, the correspondence between the steering direction and the forward direction 22A and reverse direction 22B of the steering direction switching valve 22 is reversed from the above-mentioned case of the same phase. That is, when steering the front wheels 1, 1 to the left, it is set to reverse 22B, and when steering the front wheels 1, 1 to the right, it is set to forward 22A.

When the steering angle θ _R of the rear wheels 2, 2 is set to zero, the stop 22C portion of the valve 22 is connected to the oil passage, the communication between the pump 21C and the hydraulic actuator 23 is cut off, and the left and right of the hydraulic actuator 23 is The pressure difference between the oil passages 23L and 23R is eliminated, and the actuating rod 26 is set in a neutral position. At this time, in order to ensure that the actuating rod 26 is set in the neutral position, it is desirable to apply a setting load to the actuating rod 26 so that it is mechanically urged to the neutral position.

The steering direction of the front wheels 1, 1 is determined by the front wheel steering angle sensor 4.
It is input to the controller 10 by the output 4a of The controller 10 makes the determination according to the set vehicle speed corresponding pattern.

The controller 10 responds to the input θ _H from the front wheel steering angle sensor 4 (which is proportional to the steering angle θ _F of the front wheels 1 and 1) and the input V from the vehicle speed sensor 12.
A control signal is output according to the characteristics shown in FIGS. 1 and 2, and the rear wheels 2, 2 are steered.

4 using a hydraulic actuator like the one above
According to the wheel steering device, the rear wheels can be smoothly steered without applying a special load to the steering wheel for four-wheel steering, which is advantageous in practice.

However, hydraulic equipment includes motors, pumps,
In addition, heavy and costly parts such as hydraulic actuators and control valves are required, which increases the weight of the vehicle and complicates manufacturing assembly, leading to high costs. Not suitable. Therefore, a four-wheel steering system using a simple link mechanism may be advantageous in practice.

An example of this type of link type mechanism will be explained below with reference to FIG. In the configuration of FIG. 4, the same members as those in the configuration of FIG. 3 are denoted by the same reference numerals, and the explanation thereof will be omitted.

In the link type configuration shown in FIG. 4, a slot 6A for sliding engagement is provided in a part of the rack 6 that is moved in the width direction of the vehicle by the steering wheel 3, and the rear wheels 2, 2 are steered from this slot 6A. Slot 41A provided in rod 41 for sliding engagement
The front wheels 1 and 1 are connected by a link mechanism between the front wheels 1 and 1.
The rear wheels 2, 2 are steered in a desired direction by a desired turning angle _θR according to a turning angle _θF .

This link mechanism includes a first L-shaped lever 3 that is pivotally supported on a fixed shaft 31a and has one end 31A that is slidably engaged with a sliding engagement slot 6A on the front wheel side.
1. A connecting lever 3 whose one end 32A is rotatably connected to the other end 31B of the first L-shaped lever 31.
2. One end 33 is attached to the other end 32B of this connecting lever 32.
A swinging lever 33 with the other end 33B pivotally supported on a fixed shaft 33a; one end 34A of the swinging lever 33 rotatable on a connecting shaft between the one end 33A of the swinging lever 33 and the other end 32B of the intermediate lever 32; A control lever 34 is connected to the control lever 34, and is slidably engaged in the vicinity of the free end of the control lever 34, and is pivotally supported with a rotation shaft 35A on a feed sleeve 36 screwed into a screw rod 37. A motor 3 for rotating the receiving sleeve 35 and the screw rod 37.
8. A connecting lever 39 whose one end 39A is pivotally supported by a shaft support 34A provided at an intermediate position of the control lever 34, and the other end 3 of this connecting lever 39.
The second L-shaped lever 40 has one end 40A connected to the second L-shaped lever 9B and the other end 40B slidably engaged with the sliding engagement slot 41A on the rear wheel side.

The motor 38 is connected to a controller 50 and driven by the output of the controller 50.
This controller 50 is supplied with power from a power source 51 and receives the output of a vehicle speed sensor 52. Also, in the vicinity of the screw rod 37, there is a feed sleeve 3 screwed onto the screw rod 37.
A potentiometer 53 is provided which feeds back the position of the feed sleeve 36 to the input of the motor 38 to control the position of the feed sleeve 36.

According to the four-wheel steering device equipped with the link mechanism described above, when the steering wheel 3 is rotated to the left (in the direction of arrow L), the pinion 5, rack 6, tie rods 7, 7, knuckle arms 8, 8, front wheels 1, 1 all rotate or move in the direction of arrow L, steering the front wheels 1, 1 to the left, and at the same time rotate the first L-shaped lever 31 in the L direction around the fixed shaft 31a, The swing lever 33 is rotated in the L direction around the fixed shaft 33a, and the control lever 34 is received by the sleeve 35.
The connecting lever 39 is moved in the L direction, and at the same time, the second L-shaped lever 40 is rotated in the L direction to move the steering rod 41 of the rear wheels 2, 2 in the L direction. This causes the rear wheels 2, 2 to be steered to the left in the same phase.

The motor 38 is driven by the controller 50, and the feed sleeve 36 is moved downward (to the left of the vehicle) in the figure.
When the feed sleeve 36 reaches the position of one end 39A of the connecting lever 39, even if the control lever 34 swings around the rotation axis 35A of the receiving sleeve 35, the connecting lever 39 moves back and forth (in the horizontal direction in the figure). ), the rear wheels 2, 2 are not steered.

When the receiving sleeve 35 is further moved downward by the drive of the motor 38 and exceeds the position of the one end 39A of the connecting lever 39, the swinging of the control lever 34 in the same direction as above (L direction) causes the freezing lever 39 to move as described above. On the contrary, move it forward. This is because the control lever 34 swings around the pivot shaft 35A of the receiving sleeve 35. Therefore in this case the third L-shaped lever 40
rotates in the direction of arrow R, the steering rod 41 of the rear wheels 2, 2 moves in the direction of arrow R, the rear wheels 2, 2 are steered to the right, and four-wheel steering with opposite phases is performed. It turns out.

In this way, by driving and controlling the motor 38 with the output of the controller 50, the receiving sleeve 35 is moved via the sending sleeve 36, thereby changing the position of the pivot axis of the control lever 34. As a result, the direction of steering of the rear wheels 2, 2 can be changed by changing the moving direction of the connecting lever 39. Furthermore, by controlling the distance of movement of the receiving sleeve 35, the magnitude of the steering angle θ _R of the rear wheels 2, 2 in the same phase and in the opposite phase can also be changed. By the output of the controller 50, the front wheels 1,
It becomes possible to arbitrarily control the direction and magnitude of the steering of the rear wheels 2, 2 in accordance with the steering of the rear wheels 1.

Since the output from the vehicle speed sensor 52 is input to the controller 50, the steering of the rear wheels 2, 2 is performed via the above link in accordance with the magnitude of the steering angle θ _F of the front wheels 1, 1. It is possible to control the magnitude (including the direction) of the steering angle θ _R according to the characteristics of the steering ratio described in each of the above embodiments.

In this way, even with the link type configuration shown in FIG. 4, it is possible to realize the rear wheel turning angle characteristics with respect to the front wheel turning angle as in the above-described embodiment. In particular, this link type mechanism is lighter in weight than a hydraulic type, has a simpler structure, is easier to assemble, and can be manufactured at a lower cost, making it suitable for small vehicles.

As explained above, the four-wheel steering system of the present invention maintains the same phase regardless of changes in the front wheel steering angle at high speeds, and at low and medium speeds, the phase remains the same when the front wheel steering angle is small, and the phase is reversed when the front wheel steering angle is large. Since the rear wheel steering is controlled so as to ensure that running stability is achieved at high speeds as described above, it is also possible to achieve both running stability and maneuverability at low and medium speeds.

[Brief explanation of drawings]

FIG. 1 is a graph showing an example of a characteristic curve showing the relationship between the front wheel turning angle and the rear wheel turning angle in the four-wheel steering system of the present invention, FIG. 2 is a graph showing another example of the same characteristic curve, and FIG. The figure is a schematic diagram showing an example of the four-wheel steering device of the present invention that uses hydraulic pressure, and FIG. 4 is a schematic diagram showing an example of the four-wheel steering device of the present invention that uses a link mechanism. 1...Front wheel, 2...Rear wheel, 3...Steering wheel, 4...Steering angle sensor, 5...Pinion, 6...Rack, 7, 27...Tie rod,
8,28...Katsukuru arm, 10,50...Controller, 12,52...Vehicle speed sensor, 20...
...Solenoid, 21...Main pump, 22...
Rear wheel steering direction switching valve, 23... Hydraulic actuator, 25... Reservoir, 26... Rear wheel steering rod, 31... First L-shaped arm, 32...
Intermediate lever, 33... Swinging lever, 34... Control lever, 34A... Shaft support, 35... Receiving sleeve, 35A... Rotating shaft, 36... Feed sleeve, 37... Screw rod, 38... ... Drive motor, 39 ... Connection lever, 40 ... Second L-shaped lever, 41 ... Rear wheel steering rod.

Claims (1)

[Scope of Claims] 1. The rear wheels are steered in accordance with the steering of the front wheels, and when the rear wheels are steered, the ratio of the rear wheel steered angle to the front wheel steered angle is adjusted in accordance with an increase in vehicle speed. A four-wheel steering device for a vehicle that steers the vehicle so that the front wheels increase, the steering device steering the front wheels, the rear wheel steering device steering the rear wheels, the vehicle speed sensor, and the phase of rear wheel steering relative to the front wheel steering. At high speeds, the phase is the same regardless of the size of the front wheel steering angle, and at low and medium vehicle speeds, when the front wheel steering angle is small, the phase is the same, but when the front wheel steering angle is large, the phase is opposite. A four-wheel steering system for a vehicle, characterized in that it has a control means for controlling the rear wheel steering system based on characteristics of the rear wheel steering angle relative to the front wheel steering angle that changes according to the vehicle speed. .