Method and device for the automated longitudinal guidance of a motor vehicle during a moving-off process

Abstract

The invention relates to a device for the automated moving-off of a motor vehicle from a hold situation. The device is designed to determine a situation-specific dead time for the hold situation, which dead time depends on how the motor vehicle is being held stationary in the hold situation. The device is also designed to determine, taking into account the situation-specific dead time, a torque to be applied by a longitudinal guidance actuator of the motor vehicle for the automated moving-off from the hold situation, and to cause the longitudinal guidance actuator to apply the determined torque in order to automatically move off the motor vehicle from the hold situation.

Description

[0001] Method and device for automated longitudinal guidance of a motor vehicle during a start-up process

[0002] The invention relates to a method and a corresponding device which are designed to effect an automated starting process of a motor vehicle, in particular by means of a longitudinal controller.

[0003] A vehicle may have one or more driver assistance systems designed to automatically guide the vehicle longitudinally. The vehicle may, in particular, have a speed and / or distance controller (e.g., an Adaptive Cruise Control, ACC, assistance system) configured to set, in particular regulate, the driving speed of the vehicle (when driving freely without a vehicle in front) to a target speed and / or to set, in particular regulate, the distance of the vehicle to a vehicle in front traveling directly behind the vehicle (when driving behind) to a target distance. The target speed and / or the target distance can, if necessary, be set by the user, in particular by the driver, of the vehicle via the vehicle's user interface.

[0004] The one or more driver assistance systems can be configured to effect automated longitudinal guidance of the vehicle starting from a stop situation in which the vehicle is accelerated from a standstill, e.g. in order to approach the vehicle at a traffic light.

[0005] This document deals with the technical task of achieving a particularly comfortable and safe automated starting process for a motor vehicle.

[0006] The problem is solved by each of the independent claims. Advantageous embodiments are described, among other things, in the dependent claims. It should be noted that additional features of a patent claim dependent on an independent patent claim can form a separate invention, independent of the combination of all features of the independent patent claim, without the features of the independent patent claim or only in combination with a subset of the features of the independent patent claim, which invention can be made the subject of an independent claim, a divisional application, or a subsequent application. This applies equally to technical teachings described in the description, which can form an invention independent of the features of the independent patent claims.

[0007] According to one aspect, a device for the automated starting of a motor vehicle from a stopped situation is described. The motor vehicle can be held stationary in the stopped situation by one or more holding actuators. The one or more holding actuators can comprise one or more friction brakes acting on one or more wheels of the motor vehicle. Alternatively or additionally, the one or more holding actuators can comprise one or more electric (drive) machines. If necessary, the motor vehicle can be held in the stopped situation by a combined operation of different types of holding actuators, in particular by the one or more friction brakes and by the one or more electric machines.A cross-fade process can be performed (automatically) during a stop situation while the motor vehicle is held stationary. This cross-fade process results in a particularly smooth cross-fade between the exclusive holding of the motor vehicle by the one or more friction brakes and the exclusive holding of the motor vehicle by the one or more electric motors. The cross-fade process can extend over a specific cross-fade period.

[0008] As part of an automated start-off process, the one or more holding actuators can first be released in order to then bring about a positive actual acceleration of the motor vehicle. The release of the one or more holding actuators typically requires a certain period of time, which results in a certain dead time between the request for a positive target acceleration for the start-off process and the actual acceleration of the motor vehicle actually achieved. The dead time typically depends on how, and in particular by which one or more holding actuators (in particular by which one or more types of holding actuators (friction brake and / or electric machine), the motor vehicle is held at a standstill.

[0009] The automated stopping process can be effected by a longitudinal controller, in particular by a distance and / or speed controller, of the motor vehicle.

[0010] The device is configured to determine a situation-specific dead time for the stopping situation, which depends on how, in particular by which one or more holding actuators (in particular actuator types), the motor vehicle is held stationary in the (specifically present) stopping situation. The device can be configured to determine the starting time for the automated starting process. The starting time can in particular be the time from which a positive target acceleration is requested (by the longitudinal controller) for starting from the stopping situation. It can then be determined how, in particular by which one or more holding actuators (in particular by which one or more actuator types), the motor vehicle is held stationary at the starting time.The situation-specific dead time can then be determined in a particularly precise manner depending on how, in particular by which one or more holding actuators (in particular actuator types), the motor vehicle is held at a standstill at the time of starting.

[0011] The device can be configured to identify the one or more holding actuators (in particular actuator types) of the motor vehicle with which the motor vehicle is held stationary in the (specifically present) stopping situation (at the time of starting). In particular, it can be determined whether the motor vehicle is held stationary by the one or more friction brakes or by the one or more electric machines or by a combined operation of the one or more friction brakes and the one or more electric machines. The situation-specific dead time can then be determined in a particularly precise manner depending on the one or more identified holding actuators (in particular actuator types).

[0012] The device can be configured to determine the situation-specific dead time based on a predefined, in particular experimentally determined, model that specifies a value for the situation-specific dead time for a plurality of different possibilities regarding how the motor vehicle can be held at a standstill. The plurality of possibilities includes, for example,

[0013] • stopping solely by means of one or more friction brakes; • stopping solely by means of one or more electrical machines; and / or

[0014] • holding by a combined operation of one or more friction brakes and one or more electrical machines.

[0015] The possibility of combined operation can be divided into a multitude of further possibilities, whereby the different possibilities can differ in terms of which part of the holding (in particular of a total holding torque) is effected by the one or more friction brakes, and which complementary part of the holding (in particular of the total holding torque) is effected by the one or more electrical machines.

[0016] By taking into account a previously determined (possibly mathematical) model, the situation-specific dead time can be determined in a particularly precise manner.

[0017] The situation-specific dead time can, for example, be determined on the basis of a first dead time for a first stopping situation in which the motor vehicle is held stationary, in particular exclusively, by one or more friction brakes of the motor vehicle. Alternatively or additionally, the situation-specific dead time can be determined on the basis of a second dead time for a second stopping situation in which the motor vehicle is held stationary, in particular exclusively, by one or more electrical machines of the motor vehicle. The first dead time and the second dead time can have been determined in advance, in particular experimentally (e.g., through driving tests). The device can be configured to read the first dead time and the second dead time from a memory unit of the motor vehicle. The first and second partial times can be considered as part of a predefined model for determining the situation-specific dead time.The device can, for example, be set up to determine whether the motor vehicle in the (specifically present) stopping situation,.

[0018] • in particular exclusively by means of one or more friction brakes,

[0019] • in particular exclusively, by which one or more electrical machines are kept at a standstill, or

[0020] • is kept at a standstill by a combined operation of one or more friction brakes and one or more electrical machines.

[0021] It is thus possible to determine the specific possibility of keeping the motor vehicle stationary in the specific stopping situation.

[0022] The situation-specific dead time can be determined as the first dead time if the motor vehicle is held stationary in the stopped situation, in particular exclusively, by the one or more friction brakes. On the other hand, the situation-specific dead time can be determined as the second dead time if the motor vehicle is held stationary in the stopped situation, in particular exclusively, by the one or more electrical machines.

[0023] Furthermore, the situation-specific dead time can be determined on the basis of the first dead time and on the basis of the second dead time when the motor vehicle is held stationary in the stopped situation by a combined operation of the one or more friction brakes and the one or more electrical machines. For this purpose, the device can be configured to determine a first component, in particular a first component of the total holding torque, which is caused by the one or more friction brakes in order to hold the motor vehicle stationary in the stopped situation. Furthermore, the device can be configured to determine a second (complementary) component, in particular a second component of the total holding torque, which is caused by the one or more electrical machines in order to hold the motor vehicle stationary in the stopped situation.

[0024] The situation-specific dead time can then be determined particularly precisely as a weighted average of the first dead time and the second dead time. The first dead time can be weighted according to the first component, and the second dead time can be weighted according to the second component.

[0025] Alternatively or additionally, the device can be configured to determine the status of the cross-fading process for the (specifically present) stopping situation. The status can, for example, indicate a factor, such as a factor between zero and one, for

[0026] • how far the cross-fading has progressed between the exclusive holding of the motor vehicle by the one or more friction brakes and the exclusive holding of the motor vehicle by the one or more electrical machines; and

[0027] • what proportion of the transition period has already expired.

[0028] The situation-specific dead time can then be determined particularly precisely based on the first dead time, the second dead time, and the determined state of the crossfade process for the stopping situation. The situation-specific dead time can be determined, in particular, as a weighted average of the first dead time and the second dead time, whereby the determined factor can be used as a weighting factor.

[0029] The device is further configured to take the situation-specific dead time into account and to determine a torque that is to be provided by at least one longitudinal guidance actuator (e.g. a drive motor) of the motor vehicle for the automated starting from the stop situation. The device can, for example, be configured, in particular repeatedly, to determine an expected actual acceleration of the motor vehicle (for the respective point in time) for a respective point in time during the starting from the stop situation using a vehicle model that takes the situation-specific dead time into account and to compare it with an actual actual acceleration of the motor vehicle (at the respective point in time) in order to determine a disturbance value (for the respective point in time). The torque to be provided by the longitudinal guidance actuator (at the respective point in time) can then be determined in a particularly precise manner on the basis of the determined disturbance value.

[0030] The device can be configured, in particular, to correct the target acceleration requested for starting from a stop (at the respective point in time) based on the disturbance value, in particular to increase it, in order to determine a corrected target acceleration (for the respective point in time). The torque to be provided by the longitudinal guidance actuator can then be determined particularly precisely based on the corrected target acceleration.

[0031] The device can further be configured to cause the longitudinal guidance actuator to apply the determined torque in order to automatically start the motor vehicle from a stop. By taking the situation-specific dead time into account when determining the torque to be applied, a particularly comfortable, precise, and safe automated starting process can be achieved.

[0032] According to a further aspect, a (road) motor vehicle (in particular a passenger car or a truck or a bus or a motorcycle) is described which comprises the device described in this document.

[0033] According to a further aspect, a method for the automated starting of a motor vehicle from a stop situation is described. The method comprises determining a situation-specific dead time for the stop situation, which depends on how the motor vehicle is held stationary in the stop situation. Furthermore, the method comprises determining, taking into account the situation-specific dead time, a torque to be provided by a longitudinal control actuator of the motor vehicle for the automated starting from the stop situation, and causing the longitudinal control actuator to provide the determined torque in order to automatically start the motor vehicle from the stop situation.

[0034] It should be noted that the aspects described in connection with the device, in particular the claims described in connection with the device, are also to be applied to the method as corresponding method features.

[0035] According to another aspect, a software (SW) program is described. The SW program can be configured to be executed on a processor (e.g., on a vehicle control unit) and thereby to carry out the method described in this document.

[0036] According to a further aspect, a storage medium is described. The storage medium can comprise a software program configured to be executed on a processor and thereby to carry out the method described in this document.

[0037] It should be noted that the methods, devices, and systems described in this document can be used alone or in combination with other methods, devices, and systems described in this document. Furthermore, any aspects of the methods, devices, and systems described in this document can be combined in a variety of ways. In particular, the features of the claims can be combined in a variety of ways. Furthermore, features listed in parentheses are to be understood as optional features. The invention is described in more detail below using exemplary embodiments.

[0038] Figure 1a shows exemplary components of a vehicle;

[0039] Figure 1b shows an exemplary target acceleration and an exemplary actual acceleration of the vehicle during an automated starting process;

[0040] Figure 1c shows a section of an exemplary longitudinal controller for a vehicle; and Figure 2 shows a flowchart of an exemplary method for effecting an automated starting process of a vehicle.

[0041] As stated at the beginning, this document deals with increasing the comfort and / or safety of an automated vehicle start-up process. In this context, Fig. 1a shows an exemplary vehicle 100 with one or more environmental sensors 102, each configured to collect sensor data (also referred to as environmental data) relating to the surroundings of the vehicle 100. Exemplary environmental sensors 102 are a camera, a radar sensor, a lidar sensor, an ultrasonic sensor, etc.

[0042] A (control) device 101 of the vehicle 100 can be configured to evaluate the environmental data, e.g., to detect one or more objects (e.g., other vehicles) in the environment of the vehicle 100. The device 101 can further be configured to effect automated longitudinal and / or lateral guidance of the vehicle 100 based on the environmental data, in particular based on the one or more detected objects. For this purpose, one or more longitudinal and / or lateral guidance actuators 103 (e.g., a drive motor, a braking device, and / or a steering device) of the vehicle can be controlled.

[0043] The automatic longitudinal guidance of the vehicle 100 can be effected, for example, by a speed and / or distance controller. Based on the surroundings data, the actual distance between the vehicle 100 and a vehicle in front traveling directly behind the vehicle 100 can be determined. Furthermore, the actual distance can be set, in particular regulated, to a predefined target distance by the distance controller. The target distance can be set by the user, for example, via a user interface 104 of the vehicle 100. Alternatively or additionally, the driving speed of the vehicle 100 (when traveling freely without a vehicle in front) can be set, in particular regulated, to a predefined target speed.

[0044] The speed and / or distance controller of the vehicle 100 can be designed to automatically reduce the actual speed of the vehicle 100 to a standstill, e.g., in a traffic jam and / or e.g., at a red light, and thus to bring the vehicle 100 into a stop situation. During the stop situation, the vehicle 100 can be held at a standstill by one or more friction brakes and / or by an electric drive motor (generally by one or more hold actuators). Furthermore, the speed and / or distance controller of the vehicle 100 can be designed to accelerate the vehicle 100 from the stop situation, e.g., to reset the actual distance to the target distance or to reset the actual driving speed to the target driving speed.

[0045] During such a starting process, a specific (positive) target acceleration for the vehicle 100 can be requested from the distance and / or speed controller, generally from the longitudinal controller, of the vehicle 100. Fig. 1c illustrates a starting process in which, at a first point in time 121, a specific target acceleration 111 is requested from the longitudinal controller of the vehicle 100. Based on this target acceleration 111, the vehicle 100 effects a specific temporal profile of the actual acceleration 112, 113 of the vehicle 100. As explained further below, this may result in an overshoot of the actual acceleration 113 compared to the requested target acceleration 111, which may be perceived as unpleasant by a user of the vehicle 100.

[0046] Fig. 1c shows a section of an exemplary longitudinal controller 130. The respectively requested target acceleration 111, 131 can be corrected, in particular increased, by a disturbance value 140 in the combining unit 141 in order to determine a corrected target acceleration 132. The corrected target acceleration 132 can be adjusted in a further combining unit 142 as a function of a pilot control value 133 in order to determine an adjusted target acceleration 134. The pilot control value 133 can, for example, take into account the current gradient of the road on which the vehicle 100 is stationary. If the vehicle 100 is to start up a hill, for example, the corrected target acceleration 132 can be increased by a positive pilot control value 133 in order to cause the drive motor of the vehicle 100 to provide an increased drive torque for the start-up process on the hill.

[0047] The adjusted target acceleration 134 can be converted into a target drive torque 135 in a conversion unit 143. Furthermore, the target drive torque 135 can be divided in a distribution unit 144 into several proportional torques 136 for different longitudinal guidance actuators 103 (e.g., one or more drive motors and / or one or more brakes) of the vehicle 100.

[0048] The longitudinal controller 130 may further be configured to determine an expected actual acceleration 137 based on the corrected target acceleration 132 and using a vehicle model 145. The expected actual acceleration

[0049] 137 can be compared in a comparison unit 146 with the actual acceleration

[0050] 138 of the vehicle 100 to obtain an (unfiltered) disturbance value

[0051] 139, which can be filtered in a subsequent filter unit 147 to determine the disturbance value 140. The individual calculation steps of the longitudinal controller 130 shown in Fig. 1c can each be carried out for the individual points in time of a sequence of consecutive points in time during a start-up process.

[0052] The vehicle 100 is held stationary in a stop situation by one or more holding actuators, in particular by one or more friction brakes and / or by at least one electric drive motor. In other words, in the stop situation, one or more holding measures, such as the actuation of one or more (hydraulic) friction brakes and / or the activation of an electric drive motor, can be effected in order to hold the vehicle 100 stationary. The release of the one or more holding measures typically takes a certain period of time, so that a dead time can occur when implementing a certain target acceleration 111, 131, which leads to a corresponding time delay in the actual acceleration 112, 113, 138 of the vehicle 100, as shown by way of example in Fig. 1b. In particular, it is clear from Fig.1b that the target acceleration 111 requested at the first time 121 only leads to an increase in the actual acceleration 112, 113 of the vehicle 100 after a certain dead time 123, ie from the subsequent second time 122.

[0053] If the dead time for releasing one or more stopping measures is not taken into account within the vehicle model 145, this can lead to the vehicle model 145 expecting a relatively high actual acceleration 137 relatively early, while the actual actual acceleration 138 is still relatively small. As a result, the comparison unit 146 determines a relatively high disturbance value 139, 140, which leads to a relatively strong correction of the requested target acceleration 131 and thus to a relatively high corrected target acceleration 132. This can lead to the overshoot of the actual acceleration 113 shown in Fig. 1b. The vehicle model 145 is therefore enabled to take the dead time 123 into account when determining the expected actual acceleration 137.For this purpose, a first dead time can be determined (through measurements) for the case where the vehicle 100 is held stationary exclusively by the one or more friction brakes. Furthermore, a second dead time can be determined (through measurements) for the case where the vehicle 100 is held stationary exclusively by the electric motor. The first dead time is typically greater than the second dead time.

[0054] When the vehicle 100 is stopped, a hybrid of stopping solely by the friction brake and stopping solely by the electric motor may be present. Based on the first dead time and the second dead time, e.g., as a weighted average of the two dead times, a situation-specific dead time for the specific stopping situation can then be determined and taken into account in the vehicle model 145. In this way, the expected actual acceleration 137 can be precisely predicted and taken into account as part of the longitudinal control of the vehicle 100.

[0055] As already explained above, it is advantageous for the longitudinal controller 130 of the vehicle 100 to consider whether the vehicle 100 is held at a standstill electrically or hydraulically. During a start-up process, the (route) dead time 123 is typically shorter when starting from an electrically generated standstill (in which the vehicle 100 is held by the electric motor) than when the vehicle 100 is started from a hydraulically generated standstill (in which the one or more friction brakes provide the standstill-securing torque).

[0056] The two (route) dead times 123 can be determined experimentally through driving tests. A first (route) dead time 123 can be determined for the "start-up from the hydraulic system" case. Furthermore, a second (route) dead time 123 can be determined for the "start-up from the electric machine" case.

[0057] During a specific starting maneuver, the actual cross-fading between the friction brake and the electric motor at the starting time 121 (i.e., the time at which the target acceleration 111, 131 becomes greater than zero) can then be taken into account in the form of a factor between zero and one in order to cross-fade from the first dead time to the second dead time. With a factor of one, the second dead time 123 is used for the "starting from the electric motor" case. With a factor of zero, the first dead time 123 is used for the "starting from the hydraulic system" case. In between, interpolation can take place between the two dead times 123 (linearly if necessary).

[0058] In this way, the actual, situation-specific dead time 123 of the vehicle model 145 can be flexibly determined for the individual starting processes and taken into account within the framework of the longitudinal control.

[0059] Fig. 2 shows a flowchart of a (possibly computer-implemented) method 200 for the automated starting of a motor vehicle 100 from a stop situation. In the current stop situation, the motor vehicle 100 can be held at a standstill by one or more holding actuators (e.g., one or more friction brakes and / or one or more electric (drive) machines). As part of the automated starting, the one or more holding actuators can be released in order to accelerate the motor vehicle 100 from a standstill. The release of the one or more holding actuators can be associated with a dead time 123. The dead time 123 can depend on the period of time that extends from the time at which the release of the one or more holding actuators is requested until the time at which the one or more holding actuators have actually been released.The method 200 comprises determining 201 a situation-specific dead time 123 for the stopping situation, which depends on how (in particular by which one or more holding actuators) the motor vehicle 100 is held stationary in the present stopping situation. The situation-specific dead time 123 can be determined based on the first dead time for holding exclusively with the one or more friction brakes and based on the second dead time for holding exclusively with the one or more electric (drive) machines. The situation-specific dead time 123 can be determined as a weighted average of the first dead time and the second dead time if, in the present stopping situation, a combined holding is effected by the one or more friction brakes and by the one or more electric machines.

[0060] The method 200 further includes determining 202, taking into account the situation-specific dead time 123, the torque 136 to be provided by at least one longitudinal control actuator 103 (e.g., by at least one drive motor) of the motor vehicle 100 for the automated starting from the stop situation. Furthermore, the method 200 includes causing 203 the longitudinal control actuator 103 to provide the determined torque 136 in order to automatically start the motor vehicle 100 from the stop situation.

[0061] The measures described in this document can achieve particularly comfortable, precise and safe automated longitudinal guidance of a vehicle 100 during a start-off process.

[0062] The present invention is not limited to the embodiments shown. In particular, it should be noted that the description and figures are intended only to illustrate the principle of the proposed methods, devices, and systems by way of example.

Claims

Claims 1) Device (101) for the automated starting of a motor vehicle (100) from a stop situation; wherein the device (101) is configured - to determine a situation-specific dead time (123) for the stopping situation, which depends on how the motor vehicle (100) is kept stationary in the stopping situation; - taking into account the situation-specific dead time (123), to determine a moment (136) which is to be provided by a longitudinal guidance actuator (103) of the motor vehicle (100) for the automated starting from the stop situation; and - to cause the longitudinal guide actuator (103) to set the determined torque (136) in order to automatically move the motor vehicle (100) from the stop situation. 2) Device (101) according to claim 1, wherein the device (101) is configured to determine the situation-specific dead time (123), - based on a first dead time for a first stopping situation in which the motor vehicle (100) is held at a standstill, in particular exclusively, by one or more friction brakes of the motor vehicle (100); and / or - on the basis of a second dead time for a second stopping situation in which the motor vehicle (100) is held at a standstill, in particular exclusively, by one or more electrical machines of the motor vehicle (100). 3) Device (101) according to claim 2, wherein the device (101) is arranged - to determine whether the motor vehicle (100) in the stop situation is activated, in particular exclusively, by the one or more friction brakes, in particular exclusively, by the one or more several electrical machines, or by a combined operation of the one or more friction brakes and the one or more electrical machines; and - to determine the situation-specific dead time (123) as the first dead time when the motor vehicle (100) is held at a standstill in the stopping situation, in particular exclusively, by the one or more friction brakes; and / or - to determine the situation-specific dead time (123) as the second dead time when the motor vehicle (100) is held at a standstill in the stop situation, in particular exclusively, by the one or more electrical machines; and / or - to determine the situation-specific dead time (123) on the basis of the first dead time and on the basis of the second dead time when the motor vehicle (100) is held at a standstill in the stop situation by a combined operation of the one or more friction brakes and the one or more electrical machines. 4) Device (101) according to claim 3, wherein the device (101) is arranged - to determine a first component, in particular a first component of a total holding torque, which is caused by the one or more friction brakes in order to keep the motor vehicle (100) stationary in the holding situation; - to determine a second component, in particular a second component of the total holding torque, which is caused by the one or more electrical machines in order to keep the motor vehicle (100) stationary in the holding situation; and - to determine the situation-specific dead time (123) as a weighted average of the first dead time and the second dead time; the first dead time being determined according to the first proportion and the second dead time being determined according to the second share is weighted. 5) Device (101) according to one of claims 3 to 4, wherein the device (101) is arranged - to carry out a cross-fading process while the motor vehicle (100) is held at a standstill, in which a, in particular smooth, cross-fading is effected between the exclusive holding of the motor vehicle (100) by the one or more friction brakes and the exclusive holding of the motor vehicle (100) by the one or more electrical machines; - to determine a state of the cross-fading process for the stopping situation; wherein the state indicates in particular a factor, for example a factor between zero and one, for how far the cross-fading has progressed between the exclusive holding of the motor vehicle (100) by the one or more friction brakes and the exclusive holding of the motor vehicle (100) by the one or more electric machines; and - to determine the situation-specific dead time (123) on the basis of the first dead time, on the basis of the second dead time and on the basis of the determined state of the cross-fading process for the holding situation. 6) Device (101) according to one of claims 2 to 5, wherein - the device (101) is configured to read the first dead time and the second dead time from a memory unit of the motor vehicle (100); and / or - the first dead time and the second dead time were determined in advance, in particular experimentally. 7) Device (101) according to one of the preceding claims, wherein the device (101) is arranged - to determine a starting time (121); wherein the starting time (121) is in particular the time from which a positive target acceleration (111, 131) is requested for starting from the stop situation; - to determine how, in particular by which one or more holding actuators, the motor vehicle (100) is held at a standstill at the starting time (121); and - to determine the situation-specific dead time (123) as a function of how, in particular by which one or more holding actuators, the motor vehicle (100) is held at a standstill at the starting time (121). 8) Device (101) according to one of the preceding claims, wherein the device (101) is configured, in particular repeatedly, for a respective point in time during the start-up from the stop situation, - using a vehicle model (145) which takes the situation-specific dead time (123) into account, to determine an expected actual acceleration (137) of the motor vehicle (100) and to compare it with an actual acceleration (138) of the motor vehicle (100) in order to determine a disturbance value (10); and - to determine the torque (136) to be set by the longitudinal guide actuator (103) on the basis of the disturbance value (140). 9) Device (101) according to claim 8, wherein the device (101) is arranged - to correct, in particular to increase, a target acceleration (111, 131) requested for starting from the stop situation based on the disturbance value (140) in order to determine a corrected target acceleration (132); and to determine the torque (136) to be set by the longitudinal guide actuator (103) on the basis of the corrected target acceleration (132). 10) Device (101) according to one of the preceding claims, wherein the device (101) is arranged - to identify one or more holding actuators of the motor vehicle (100) with which the motor vehicle (100) is held at a standstill in the stop situation; wherein the one or more holding actuators comprise in particular one or more friction brakes and / or one or more electrical machines; and - to determine the situation-specific dead time (123) as a function of the one or more identified holding actuators. 11) Device (101) according to one of the preceding claims, wherein the device (101) is configured to determine the situation-specific dead time (123) on the basis of a predefined, in particular experimentally determined, model which specifies a value of the situation-specific dead time (123) for a plurality of different possibilities as to how the motor vehicle (100) can be held at a standstill. 12) Method (200) for the automated starting of a motor vehicle (100) from a stop situation; wherein the method (200) comprises, - determining (201) a situation-specific dead time (123) for the stopping situation, which depends on how the motor vehicle (100) is kept stationary in the stopping situation; - determining (202), taking into account the situation-specific dead time (123), a moment (136) to be provided by a longitudinal guidance actuator (103) of the motor vehicle (100) for the automated starting from the stop situation; and - causing (203) the longitudinal guide actuator (103) to set the determined moment (136) in order to automatically move the motor vehicle (100) out of the approaching a stopping situation.

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