DE4127727C2 - - Google Patents

Description

The invention relates to a method and a device according to the preamble of claims 1 and 2, respectively.

When driving through a side wind gust, vehicles without steering correction become more or less laterally offset and turned out of the wind. The vehicle thus points to an adjoining crosswind-free route a stationary course deviation. The size of the lateral offset or the change of direction depends on the wind force and the Direction of wind relative to the direction of travel of the vehicle Driving speed of the vehicle and its geometry and is therefore from Vehicle to vehicle different.

The effect of the cross wind influence on a vehicle is therefore in the Usually already taken into account in its construction and by appropriate Measures kept as low as possible. For physical reasons, it is however not possible to determine the influence of the cross wind on the driving behavior of the To completely eliminate the vehicle solely by means of design measures.

An attempt has therefore already been made to influence the driving behavior of a vehicle Vehicle by cross wind to further reduce this sensory detected and by means of an actuator either an axis of the vehicle purposefully adjusted relative to this or the steering angle of the wheels of the axle.

From DE-PS 11 08 091 a working generic device is known. Pneumatic lead over a pressure decrease point on each side of the vehicle Lines to chambers on both sides of a membrane of a pneumatic Actuator. The pneumatic control element actuates a hydraulic one Valve used to control an actuator. The actuator with one in a first embodiment, the spring-loaded middle position moves the Suspension points of an axis of the vehicle relative to the body,  or in a second embodiment adjusts the steering angle of the wheels Axis.

The effect of the pressure difference on the steering angle is known in this Device, however, predefined (largely proportional to the pressure difference) and therefore not optimal from a driving dynamics point of view. Everyone has the same effect Disturbance in the incoming air directly affects the steering angle.

According to DE 23 31 616 A1, side wind influences on driving behavior of a vehicle by a time derivative of the vehicle Lateral acceleration proportional steering lock compensated. The To do this, however, lateral acceleration must be carried out by means of a lateral acceleration sensor be recorded.

However, lateral acceleration sensors for use in vehicles are relative complex, since their output signal only with a relatively high effort Interferences can be cleaned up. The freedom of in particular impulsive interferences is however for the differentiation of the Sensor signal an unconditional requirement, provided the control system for the Steering angle should not tend to uncontrolled impulsive movements should.

Finally, DE 38 16 057 C1 is a device for determining Cross wind influences on a vehicle become known. Are on the vehicle a total of six pressure probes arranged, the pressure values in a complex manner be linked together.

Linking the pressure values, however, requires a relatively high level Computing effort. Since at least some of the absolute pressure values are required all sensors have to be less complex differential pressure sensors To be able to use one side connected to a reference pressure chamber be connected to the atmosphere via a throttle section.

It is an object of the invention, a method and an apparatus for Minimizing the influence of cross winds on the driving behavior of a vehicle to create that with a relatively low sensory effort Acquisition of the cross wind influence comes out, a largely free  Control of a steering element of the vehicle depending on the or the allows sensed quantities and the influence of the cross wind on the Counteracts vehicle in driving dynamics as optimally as possible.

The invention is characterized by the characterizing features of claim 1 or 12 solved. Further, the invention advantageously design features can be found in the subclaims.

The advantages of the invention can be seen primarily in the fact that a Method and an apparatus for minimizing the cross wind influence the driving behavior of a vehicle is created that with a comparatively low sensory effort for the detection of the cross wind Influence comes out; the method or the device leaves one largely free control of a steering element of the vehicle depending of the or the sensed quantities and stands out also characterized by the influence of cross winds on the vehicle is counteracted in the best possible way in terms of driving dynamics.

To measure the cross wind influence, i.e. H. the on the vehicle acting wind side force is only a single differential pressure transducer required, which has hoses or lines as long as possible two pressure points on the vehicle body to be connected. The Pressure decrease points are symmetrical to the vertical longitudinal plane of the vehicle on its stem, for example on the front fenders. they are placed in an area of the body shell that is free of There is turbulence, and the flow is also unfavorable Inflow conditions do not replace.

An actuator for setting the additional steering angle on an axle is set according to the invention in such a way that the course angle change of the vehicle caused by the wind side force goes to zero. The additional steering angle is advantageously calculated using a digital computer; the time behavior of the calculated additional steering angle corresponds to a PDT ₂ behavior, with the pressure difference as the input variable and the driving speed as the variable influencing the transmission parameters.

The actuator's response to crosswinds is determined in Dependence on entering or exiting from a side wind gust using different parameter sets. The entry / exit into the / from the cross wind gust is detected by the recorded values of the Differential pressure filtered with a low pass and each of the difference two successively recorded values of the filtered differential pressure Rising or falling the differential pressure is determined.

The invention is illustrated below with reference to the drawings Exemplary embodiments explained in more detail.

It shows:

Fig. 1 is a schematic diagram of a vehicle,

Fig. 2 is a vector diagram showing a resultant wind velocity and driving speed vector sum vector,

Fig. 3 is a flowchart for determining a Hinterachslenkwinkels which minimizes an influence of side wind on the vehicle,

Fig. 4 is an operating parameter-time diagram of the vehicle when driving through a side wind gust and resulting side wind force-dependent control of the rear axle steering angle.

In Fig. 1, 1 shows a two-axle vehicle, the first axle 2 or the wheels 3 , 4 of which can be steered arbitrarily by a vehicle driver via a first steering device 5 . A second axle 6 is relative to the points of its connection to the body of the vehicle 1 / the wheels 7 , 8 of the axle 6 can be shifted in their steering angle (rear axle steering angle delta _h ) depending on the operating parameters 9 of the vehicle 1 by means of a second steering device 10 / controllable. For this purpose, the second steering device 10 is equipped with an auxiliary actuator 11 for setting a specific rear axle steering angle delta _h . The actuator 11 works without restriction of the generality with hydraulic auxiliary medium, which is supplied to the actuator 11 via an electromagnetically actuated valve block 12 or discharged by the actuator 11 into a reservoir 13 . Hydraulic medium is finally supplied to the valve block 12 via a pump 14 from the storage vessel 13 .

The valve block 12 is controlled via a control unit 15 , which preferably comprises a digital computer (microcomputer), as a function of the operating parameters 9 of the vehicle 1 , which includes, among other things, a vehicle speed v detected by a vehicle speed sensor 16 . For precise adjustment of the Hinterachslenkwinkels delta _h, control unit 15 may comprise a lower-level adjustment control circuit, for which purpose the rear axle delta _h detected by a Hinterachslenkwinkelgeber 17 and the control unit is fed to the 15th

To determine the influence of cross wind on the driving behavior of the vehicle, pressure reduction points 18 and 19 are arranged opposite one another on the sides of the vehicle. At the pressure decrease points 18 and 19 , the air pressure in the area of the body shell is measured.

The pressure decrease points 18 and 19 are designed as bores 20 and 21 . A differential pressure transducer 22 , which detects the differential pressure Dp between the two pressure decrease points 18 , 19 , is arranged centrally between them and connected to them by hoses or pipes 23 , 24 of the same length.

According to FIG. 1, a wind side force F _W acts at non-zero sliding angles alpha according to FIG. 2 in a pressure point D of vehicle 1 according to FIG. 1. The shift angle alpha is shown in the vector diagram according to FIG. 2 as the angle between the vehicle speed vector v and the resulting sum vector v _Res from the vehicle speed vector v and the wind speed vector v _W.

The wind side force F _W always points perpendicular to the vehicle's longitudinal axis towards the windward side of the vehicle and can be calculated according to

F _W = 0.5 _* ro _* v _Res ² _* c _{s *} A _f , (Eq. 1)

With:
ro airtight,
v _Res flow velocity of the air,
c _s lateral force coefficient of the vehicle's air resistance,
A _f vehicle face.

Experiments have shown that the wind side force F _{W is} proportional to the differential pressure Dp measured by the differential pressure sensor system 26 .

The value of the wind side force F _{W determined in this way} is largely independent of the alpha sliding angle. However, in order to obtain good measurement results, the differential pressure transducer system 26 consisting of differential pressure transducer 22 , pressure transducer points 18 , 19 or bores 20 , 21 and lines 23 , 24 (and control unit 15 ) should be arranged according to the following guidelines of vehicle 1 :

• - The pressure absorption points 18 , 19 should be arranged symmetrically to the vertical longitudinal plane of the vehicle on its front structure, preferably on the left and right front fenders (not shown).
• - The pressure recording points 18 , 19 should be arranged on the vehicle 1 such that they are not in areas of detached air flow even with large amounts of the sliding angle alpha between the vehicle longitudinal axis and the sum vector v _Res between the vehicle speed vector v and the wind speed vector v _W according to FIG. 2.
• - The pressure transducer system should be coordinated such that it absorbs the pressure fluctuations occurring on the body surface in the area of the pressure decrease points 18 , 19 in a frequency range from 0 Hz to approximately 5 Hz only slightly distorted by absorption, reflection and resonances.

When simulating a vehicle driving past a side wind gust has been shown that entering and exiting from one Cross wind gusts affect the driving behavior of the vehicle differently.

According to the invention, therefore, a computing circuit connected downstream of the differential pressure sensor, which in the given case is assigned to the control unit 15 , detects the entry of the vehicle into and the exit from a side wind gust from the values of the measured differential pressure Dp, and generates a switching signal or characterizing these states as a function thereof appropriate decision states for further initiation.

To detect entry into or exit from a side wind gust, the arithmetic circuit in control unit 15 filters the values of the calculated wind side force F _{W, k} or the detected values of differential pressure Dp with a low-pass filter (filtered wind side force values F _{Wf, k} ), for example in accordance with a PT 1 Algorithm or by means of an appropriately acting low-pass filter and forms the difference

DF _Wf = | F _{Wf, k} | - | F _{Wf, k-1} |

the amounts of the filtered wind force values | F _{Wf, k-1} | determined at the current time (calculation run k) and at the time of the last calculation (calculation run k-1).

The arithmetic circuit compares the difference DF _Wf with a threshold value -Schw _* | F _{Wf, k-1} | and detects entry into the side wind gust, provided the difference DF _{Wf of} the filtered wind force values is greater than the threshold value dependent on the wind force:

DF _Wf <-Schw _* | F _{Wf, k-1} |.

Extending from the side wind gust is recognized by the arithmetic circuit 15 , provided the difference DF _{Wf of} the filtered wind side force values is smaller than the threshold value dependent on the wind side force:

DF _{Wf <-Schw *} | F _{Wf, k-1} |.

The low-pass filtering of the wind side force values F _Wf is preferably carried out with a corner frequency in the range of approximately 0.2 Hz.

With the wind side force values obtained in this way and the switching signal or the Decision state can thus minimize the influence of cross winds the driving behavior of a vehicle are operated.

For a better understanding of the effect of the cross wind on the vehicle and the mode of operation of the method or the device, the physical relationships between cross wind and vehicle are first explained in more detail with reference to FIG. 1.

The equations of force in the transverse direction of the vehicle and the equilibrium of moments about a vertical axis of the vehicle through the center of gravity S of the vehicle 1 are formulated as output equations for the case of the rear wheel control. These two equations are set up for the boundary conditions: front axle steering angle delta _v = 0, rear axle steering angle delta _h ≠ 0.

The equation of forces transverse to the direction of travel with the designations in FIG. 1 is:

m _* v _* (dny / dt + dbeta / dt) = F _yv + F _yh - F _W , (Eq. 2)

With:
m mass of the vehicle,
v vehicle speed,
ny course angle (rotation of the vehicle around the center of gravity S),
dny / dt course angle speed (change over time of the course angle),
beta float angle (angle between the vehicle's longitudinal axis and the current direction of movement of the vehicle,
dbeta / dt float angle speed (temporal change of the float angle),
F _yv lateral force on the first axle 2 (front axle),
F _yh lateral force on the second axle 6 (rear axle),
F _W wind side force.

The moment equation around the vertical axis in the center of gravity S can are set to:

M _G = J _{z *} d²ny / dt² = l _{v *} F _yv - l _{h *} F _yh + (l _w - l _v ) _* F _W , (Eq. 3)

With:
M _G yaw moment in the center of gravity of the vehicle,
J _z moment of inertia of the vehicle around the vertical axis passing through the center of gravity,
d²ny / dt² course angular acceleration,
l _v distance of the first axis 2 (front axis) to the center of gravity S,
l _h distance of the second axle 6 (rear axle) to the center of gravity S,
l _W distance of the first axis 2 to the resulting wind attack point (pressure point) D.

Assuming that the lateral forces F _yv and F _{yh grow} linearly with the associated _{slip angles} beta _v and beta _h , the following results:

F _yv = c _{v *} beta _v , (Eq. 4)

With:
c _v slip resistance on the first axis 2 ,
beta _v slip angle (angle between the rim plane and the direction of movement of the wheel) on the first axis 2 , and

F _yh = c _{h *} beta _h , (Eq. 5)

With:
c _h slip resistance on the second axis 6 ,
beta _h slip angle (angle between the rim plane and the direction of movement of the wheel) on the second axis 6 .

The course angle ny is calculated as ny = beta + psi.

Assuming small angles, the slip angles beta _v and beta _h result in:

beta _v = - beta - (l _{v *} (dny / dt) / v). (Eq. 6)

beta _h = - beta + (l _{h *} (dny / dt)) / v + delta _h . (Eq. 7)

According to the invention, an additional steering angle delta is now applied to the second axle 6 such that the course angle change (course angle speed dny / dt and course angle acceleration d ² ny / dt ² ) of the vehicle caused by the windward side force F _W approaches zero (dny / dt - <, d ² ny / dt ² - <0). Since no additional steering angle to be applied to the second axis 6, in particular the second axis 6 is not influenced by the driver, the adjusted means of the actuator 11 corresponds to the rear axle additional steering angle: delta = delta _{h z.}

By reducing the equations, a differential equation remains that only contains the wind side force F _W and the rear axle steering angle delta _h as time-variable variables:

delta _h + T₁ _* (ddelta _h / dt) + T₂ _* (d²delta _h / dt²) = V _{k *} (F _W + T _{D1 *} (dF _w / dt) + T _{D2 *} (d²F _w / dt²)), ( Eq. 8)

With:
ddelta _h / dt rear axle steering angle _speed (time derivative of the rear axle steering angle delta _h ),
d²delta _h / dt² rear axle steering angle acceleration (second time derivative of the rear axle steering angle delta _h ),
T₁, T₂, T _D1 , T _D2 , V _k vehicle-specific sizes.

The rear axle steering angle delta _{h to} be set can thus be determined from this equation. Since the control device 15 is preferably to be implemented on the basis of a digital computer, which should have a reasonable computing power for reasons of effort and cost, the rear axle steering angle delta _{h to} be set is numerically determined by means of the digital computer, for which purpose the differential quotients for the rear axle angle ddelta _h / dt and dF _w / dt by the difference quotients

With:
Ddelta _{h, k} / Dt difference quotient of the rear axle steering angle at the current (k-th) calculation step,
Dt time increment when calculating the difference quotient (time between two iteration steps),
delta _{h, k} rear axle _steering angle at the time of the current (kth) calculation step,
delta _{h, k-1} rear axle steering angle at the time of the last calculation, (k-1) th calculation step,
delta _{h, k-2} rear axle steering angle at the time of the last calculation, (k-2) th calculation step, and

With:
DF _{W, k} difference quotient of the wind side force at the time of the current (kth) calculation step.
F _{W, k} wind side force at the time of the current (kth) calculation step,
F _{W, k-1} wind side force at the time of the last calculation,
F _{W, k-2} wind side force at the time of the penultimate calculation

be replaced. The rear axle steering angle delta _h now to be set by the control unit 15 results in the kth calculation run in the time interval Dt (calculation period or program run time):

delta _{z, k} = _* delta _{z, k-1} - T₂ _* delta _{z, k-2} + V _k ((DT² + TD₁ _* DT + T _D2 ) _*
* F _{W, k} - (T _{D1 *} DT + 2T _D2 ) _* F _{W, k-1} + T _{D2 *} F _{W, k-2} ) / (DT² + T₁ _* DT + T₂) (Eq. 11)

With:
T₁, T₂, T _D1 , T _D2 and V _k : coefficients for front and rear axle control,
delta _{z, k} : additional steering angle at the current time,
delta _{z, k-1} : additional steering angle at the time of the last calculation,
delta _{z, k-2} : additional steering angle at the time of the penultimate calculation,
F _{W, k} : wind side force at the current time,
F _{W, k-1} : wind side force at the time of the last calculation,
F _{W, k-2} : wind side force at the time of the penultimate calculation,
DT: time step between the individual iterations.

However, this equation only applies to a linear model and when the vehicle is in its entire length is hit by the cross wind.

Driving dynamics simulation calculations show that the disturbance is caused by a Cross wind pulse due to non-linearities with increasing cross wind to be regulated differently than with falling crosswinds. In addition, the Driving through a gust of wind briefly strong the inflow of the vehicle transient.

For this reason, these conditions must be recognized and compensated for with different rear axle steering angle reactions. For this purpose, the rear axle steering angle to be set via equation 11 or 12, depending on the state, with different parameter sets T _{1, On} , T _{2, On} , T _{D1, On} , T _{D2, On} or T _{1, Off} , T _{2, Off} , T _{D1, Off} , T _D2, calculated from.

The reaction of the axle steering angle to a wind-side force excitation described by a PDT ₂ behavior is completed after a maximum of 2 seconds at high driving speed and with the vehicle-specific constants valid here. During this time, the parameter set loaded at the start of the excitation must remain effective in the calculation algorithm.

To record entry into and exit from a side wind gust, the values of the calculated wind side force F _{W, k} or the recorded values of the differential pressure Dp, as described above, are filtered with a low-pass filter (filtered wind side force values F _{Wf, k} ) and the difference the amounts of the filtered wind force values | F _{Wf, k} |, | F _{Wf, k-1} | determined at the current point in time (calculation step k) and at the time of the last calculation (calculation step k-1) formed and with a threshold value dependent on the wind force - Schw _* | F _{Wf, k-1} | compared, the entry into the cross wind gust is detected, provided the difference

DF _Wf = | F _{Wf, k} | - | F _{Wf, k-1} |

the filtered wind force values are greater than the threshold value dependent on the wind force: DF _Wf <-Schw _* | F _{Wf, k-1} |.

Extending from the side wind gust is recognized if the difference DF _Wf = | F _{Wf, k} | - | F _{Wf, k-1} | of the filtered wind force values is smaller than the threshold value dependent on wind force: DF _Wf <-Schw _* | F _{Wf, k-1} |.

In Fig. 3 a diagram is shown for determining the Hinterachslenkwinkels. On the basis of this flow chart, a corresponding subroutine can be created and, for example, integrated into an actuation program for a rear axle steering.

After the program start, 27 , the input variables differential pressure Dp and vehicle speed v are first determined, 28 . After determining the wind side force F _W from the differential pressure Dp and a proportionality factor K _p , 29 , the wind side force values F _{W are} smoothed exponentially using a PT ₁ algorithm with a smoothing constant GF, 30 , and the difference DF _{Wf is} calculated, 31 .

It is checked whether the difference between the wind side force values DF _{Wf is} greater than the wind value force-dependent threshold value -Schw _* | F _{Wf, k-1} | is, 33 . If this is the case, the parameters for determining equation 11 on the parameter set for entry into a side wind gust (T _D1 : = T _{D1, on} ; T _D2 : = T _{D2, on} ; T₁: = T _{1, on} ; T₂ : = T _{2, On} ) set, 34 and the rear axle angle determined according to equation (Eq. 11), 35 and the program ended, 36 .

If condition 33 is not met, the parameter set for determining the rear axle steering angle delta _{h is set} to the parameter set for the vehicle to exit the side wind gust (T _D1 : = T _{D1, Off} ; T _D2 : = T _{D2, Off} ; T₁: = T _{1, off} ; T₂: = T _{2, off} ) is set and again continued with program step 35.

The exponential smoothing factor GF and the threshold factor Schw become like this chosen that the other parameter set is only loaded when there is a significant wind force change greater than that which is caused by high-frequency turbulence in wind gusts.

The exponential smoothing factor GF determines the low-pass cut-off frequency f₀ and will with

GF = 1 - exp (-2π _* f₀ _* DT) (Eq. 12)

calculated, where DT is the time interval between (k-1) -th and k-tem Arithmetic step.

In FIG. 4, the Hinterachslenkwinkelreaktion shown when driving through a side wind. The vehicle traverses the side wind gust 42 between times t _e and t _a .

If the rear axle steering angle delta _h is controlled in accordance with the method, the course angular velocity dny / dt = d (beta + psi) / dt remains almost zero during the passage of the side wind gust 42 . The rear axle steering angle delta _h is controlled in such a way that it follows the sudden changes in wind force values according to the behavior of a PDT ₂ element.

A control according to the above-mentioned method can also be used on the first axis 2 without restrictions. For this purpose, the actuator 11 is to be modified so that it acts on the first axle 2 and overlaps the additional steering angle delta _{z on a} front axle steering angle delta _v set by the driver, so that an overall steering angle delta _gv = delta _v + delta _{z is} set on the first axle 2 .

The boundary conditions are now: front axle steering angle delta _v ≠ 0 and rear axle steering angle delta _h = 0.

Equations 6 and 7 thereby take the following form:

beta _v = - beta - (l _{v *} (dny / dt) / v) + delta _h . (Eq. 13)

beta _h = - beta + (l _{h *} (dny / dt) / v). (Eq. 14)

Claims (22)

1. Method for minimizing the influence of cross winds on the driving behavior of an at least two-axle vehicle ( 1 ) which can be steered arbitrarily by a vehicle driver, pressure points ( 18 , 19 ) on the sides of the vehicle ( 1 ) for measuring the air pressure present in the area of the body shell are arranged, and by means of an actuator ( 11 , 12 ) responsive to the differential pressure (Dp) between the pressure decrease points ( 18 , 19 ) on both sides of the vehicle on an axis directed against the influence of the cross wind, and in which in addition by means of the actuator ( 11 , 12 ) an additional steering angle (delta _z ) is set on an axle in such a way that the course angle change (course angle speed dny /) caused by the wind pressure (F _W ) acting on the vehicle ( 1 ) from the measured differential pressure (Dp) dt, course angular acceleration d ² ny / dt ² ) of the vehicle ( 1 ) against Zero goes (dny / dt - <0, d ² ny / dt ² - <0), characterized in that the additional steering angle (delta _z ) to be set by loosening the equation of motion of the vehicle ( 1 ) by the by the Center of gravity of the vehicle ( 1 ) vertical axis (yaw momentum equilibrium) resulting differential equation of the dynamic driving single-track linear model, with course change (course angular velocity dny / dt, course angular acceleration d ² ny / dt ² ) equal to zero (dny / dt = 0, d²ny / dt² = 0) and wind side force (F _W = K _{p *} Dp; K _p : proportionality factor) proportional to the pressure difference (Dp) is determined in such a way that the additional steering angle (delta _z ) to be set is numerically determined by means of a digital computer ( 15 ), the additional steering angle to be set (delta _z , delta _{z, k} ) im kth arithmetic cycle in the time interval (Dt) results in: delta _{z, k} = _* delta _{z, k-1} - T₂ _* delta _{z, k-2} + V _k ((DT² + TD₁ _* DT + T _D2 ) _*
* F _{W, k} - (T _{D1 *} DT + 2T _D2 ) _* F _{W, k-1} + T _{D2 *} F _{W, k-2} ) / (DT² + T₁ _* DT + T₂) (Eq. 11) with:
T₁, T₂, T _D1 , T _D2 and V _k : coefficients for front and rear axle control,
delta _{z, k} : additional steering angle at the current time,
delta _{z, k-1} : additional steering angle at the time of the last calculation,
delta _{z, k-2} : additional steering angle at the time of the penultimate calculation,
F _{W, k} : wind side force at the current time,
F _{W, k-1} : wind side force at the time of the last calculation,
F _{W, k-2} : wind side force at the time of the penultimate calculation,
DT: time step between the individual iterations. 2. The method according to claim 1, characterized in that the entry into and the exit of the vehicle ( 1 ) from a cross wind gust ( 42 ) from the values of the measured differential pressure (Dp) and depending on the additional steering angle (delta _z ) to be set Using the equation (Eq. 11) with different parameter sets (T _{1, On} , T _{2, On} , T _{D1, On} , T _{D2, On} ; T _{1, Off} , T _{2, Off} , T _{D1, Off} , T _{D2, From} ) can be calculated. 3. The method according to claim 2, characterized in that the calculation of the additional steering angle to be set (delta _z ) via the equation (Eq. 11) at least as long with the immediately previously selected parameter set (T _{1, Ein} , T _{2, Ein} , T _{D1 , On} , T _{D2, On} or T _{1, Off} , T _{2, Off} , T _{D1, Off} , T _{D2, Off} ) is continued as the additional steering angle (delta _z ) to be set in response to an immediately preceding change in wind force ( F _w ) is adjusted or how no significant change in wind force (F _w ) has yet occurred. 4. The method according to claim 2 or 3, characterized in that for detecting the entry into and the exit of the vehicle ( 1 ) from a side wind gust ( 42 ) the values of the calculated wind side force (F _{W, k} ) or the detected values of the differential pressure (Dp) are filtered with a low-pass filter (filtered wind force values F _{Wf, k} ) and the difference (DF _Wf = | F _{Wf, k} | - | F _{Wf, k-1} |) of the amounts at the current time and at the time of the last Calculation of certain filtered wind force values (| F _{Wf, k} |, | F _{Wf, k-1} |) and with a wind force force-dependent threshold (-Schw _* | F _{Wf, k-1} | or -Schw _* | F _{Wf, k} |) is compared, the entry into the side wind gust ( 42 ) being recognized, provided that the difference (DF _Wf = | F _{Wf, k} | - | F _{Wf, k-1} |) is greater than the wind side force-dependent threshold value (DF _Wf <-Schw _* | F _{Wf, k-1} |) and extending out of the side wind gust ( 42 ) is recognized, if the difference (DF _Wf = | F _{Wf, k} | - | F _{Wf, k-1} |) of the filtered wind force values is less than the threshold value dependent on wind force (DF _Wf <-Schw _* | F _{Wf, k-1} |). 5. The method according to claim 4, characterized in that the filtering of the wind force values (F _{Wf, k} ) is carried out by a low-pass filter with a cutoff frequency in the range of 0.2 Hz. 6. The method according to at least one of the preceding claims, characterized in that the pressure decrease points ( 18 , 19 ) are arranged symmetrically to the perpendicular longitudinal plane of the vehicle ( 1 ) on the front structure. 7. The method according to claim 6, characterized in that the pressure decrease points ( 18 , 19 ) are arranged on the left and right front fenders. 8. The method according to claim 6 or 7, characterized in that the pressure decrease points ( 18 , 19 ) are arranged such that they even with large amounts of the angle (push angle alpha) between the vehicle longitudinal axis and the sum vector (v _Res ) from the vehicle speed vector (v) and wind speed vector (v _W ) are not in areas of detached air flow. 9. The method according to at least one of the preceding claims, characterized in that the pressure drop points ( 18 , 19 ) are attached to the body shell or as bores ( 19 , 20 ) in the body shell and are carried out centrally between the two pressure drop points ( 18 , 19 ) Differential pressure sensor ( 22 ) is arranged, which is connected to the two bores ( 19 , 20 ) via hoses or pipes ( 23 , 24 ) of the same length. 10. The method according to at least one of the preceding claims, characterized in that the pressure transducer system ( 25 ; 15 , 18 to 24 ) is coordinated such that pressure fluctuations occurring on the body surface in a frequency range from 0 Hertz to about 5 Hertz from the differential pressure transducer ( 22nd ) is only slightly distorted by absorption, reflection, and resonances. 11. The method according to at least one of the preceding claims, characterized in that a signal taken from the differential pressure transducer ( 22 ) and representing the differential pressure is converted via correction type values dependent on the vehicle type and position dependent on the pressure bore position into a lateral force resulting from the side wind and acting on the vehicle ( 1 ). 12. Device for minimizing the influence of cross winds on the driving behavior of an at least two-axle vehicle ( 1 ) which can be steered arbitrarily by a vehicle driver, pressure points ( 18 , 19 ) on the sides of the vehicle ( 1 ) for measuring the air pressure present in the area of the body shell are arranged, and an actuator ( 11, 12 ) responsive to the differential pressure (Dp) between the pressure decrease points ( 18 , 19 ) on both sides of the vehicle on one axis (second axis 6 ) produces steering movements directed against the influence of the cross wind, and in which a control unit ( 15 ) sets the actuator ( 11 , 12 ) for the steering angle on the axle (second axle 6 , rear axle steering angle delta _h ) in such a way that the pressure determined by the differential pressure (Dp) determined by measurement using a differential pressure sensor ( 22 ) Vehicle side wind force (F _W ) caused course change (course angle speed dny / dt, course angle acceleration d ² ny / dt ² ) of the vehicle approaches zero (dny / dt - <0, d ² ny / dt ² - <0), characterized in that the control device ( 15 ) is constructed by means of a digital computer , which determines the additional steering angle (delta _z ) to be set: delta _{z, k} = _* delta _{z, k-1} - T₂ _* delta _{z, k-2} + V _k ((DT² + TD₁ _* DT + T _D2 ) _*
* F _{W, k} - (T _{D1 *} DT + 2T _D2 ) _* F _{W, k-1} + T _{D2 *} F _{W, k-2} ) / (DT² + T₁ _* DT + T₂) (Eq. 11) with:
T₁, T₂, T _D1 , T _D2 and V _k : coefficients for front and rear axle control,
delta _{z, k} : additional steering angle at the current time,
delta _{z, k-1} : additional steering angle at the time of the last calculation,
delta _{z, k-2} : additional steering angle at the time of the penultimate calculation,
F _{W, k} : wind side force at the current time,
F _{W, k-1} : wind side force at the time of the last calculation,
F _{W, k-2} : wind side force at the time of the penultimate calculation,
DT: time step between the individual iterations. 13. The apparatus according to claim 12, characterized in that the control device ( 15 ) from the values of the measured differential pressure (Dp) detects the entry into and the exit of the vehicle from a side wind gust ( 42 ) and, depending on this, the additional steering angle to be set (delta _z ) using the equation (Eq. 11) with different parameter sets (T _{1, On} , T _{2, On} , T _{D1, On} , T _{D2, On} ; T _{1, Off} , T _{2, Off} , T _{D1, Off} , T _{D2, off} ) calculated. 14. The apparatus according to claim 13, characterized in that the control unit calculates the additional steering angle to be set (delta _z ) via the equation (Eq. 1) at least as long with the immediately previously selected parameter set (T _{1, On} , T _{2, On} , T _{D1, On} , T _{D2, On} or T _{1, Off} , T _{2, Off} , T _{D1, Off} , T _{D2, Off} ) continues as it does the additional steering angle (delta _z ) in response to an immediately preceding change in wind force (F _w ) or how there has not yet been a significant change in wind force (F _w ). 15. The apparatus according to claim 13 or 14, characterized in that the control device ( 15 ) for detecting the entry into and the exit of the vehicle from a side wind gust ( 42 ), the values of the calculated wind force (F _{W k} ) or the detected values of Differential pressure (Dp) with a low-pass filter (filtered wind force values F _{Wf, k} ) and the difference (DF _Wf = | F _{Wf, k} | - | F _{Wf, k-1} |) of the amounts at the current time and at the time of the last Calculation of certain filtered wind force values (| F _{Wf, k} |, | F _{Wf, k-1} |) and with a wind force force-dependent threshold value (-Schw _* | F _{Wf, k-1} | or -Schw _* | F _{Wf, k} |) compares, the control unit

• - Entry into the side wind gust ( 42 ) detects if the difference (DF _Wf = | F _{Wf, k} | - | F _{Wf, k-1} |) of the filtered wind force values is greater than the threshold value dependent on the wind force (DF _Wf <-Schw _* | F _{Wf, k-1} |) and
• - Extending from the side wind gust ( 42 ) detects if the difference (DF _Wf = | F _{Wf, k} | - | F _{Wf, k-1} |) of the filtered wind force values is smaller than the threshold value dependent on wind force (DF _Wf <-Schw _* | F _{Wf, k-1} |).

16. The apparatus according to claim 15, characterized in that the filtering of the wind side force values (F _{Wf, k} ) is carried out by a low-pass filter with a cut-off frequency in the range of 0.2 Hz. 17. The device according to at least one of the preceding claims 12 to 16, characterized in that the pressure decrease points ( 18 , 19 ) are arranged symmetrically to the vertical longitudinal plane of the vehicle ( 1 ) on the front structure. 18. The apparatus according to claim 17, characterized in that the pressure decrease points ( 18 , 19 ) are arranged on the left and right front fenders. 19. The apparatus according to claim 17 or 18, characterized in that the pressure decrease points ( 18 , 19 ) are arranged such that they even with large amounts of the angle (push angle alpha) between the vehicle longitudinal axis and the sum vector (v _Res ) from the vehicle speed vector (v) and wind speed vector (v _W ) are not in areas of detached air flow. 20. The device according to at least one of the preceding claims 12 to 19, characterized in that the pressure decrease points ( 18 , 19 ) are designed as bores ( 20 , 21 ) in the body shell and the differential pressure transducer ( 22 ) centrally between the two pressure decrease points ( 18 , 19th ) is arranged, which is connected to the two bores ( 20 , 21 ) by hoses or pipes ( 23 , 24 ) of the same length. 21. The device according to at least one of the preceding claims 12 to 20, characterized in that the pressure transducer system ( 22 , 15 , 18 to 24 ) is matched such that it the pressure fluctuations occurring on the body surface in a frequency range from 0 Hertz to about 5 Hertz is only slightly distorted by absorption, reflection, and resonances. 22. The device according to at least one of the preceding claims 12 to 20, characterized in that a signal taken from the differential pressure transducer ( 22 ) and representing the differential pressure is converted via correction type values dependent on the vehicle type and dependent on the pressure bore position into a lateral force resulting from the cross wind which acts on the vehicle ( 1 ).