Control Device, Control Method, and Computer Program Product for an Engine

Abstract

The present invention proposes a control device (10) for an engine of a vehicle, the control device (10) comprising a generating unit (12) for generating a final torque request and an output unit (14) for outputting a control signal according to the final torque request, wherein the generating unit (12) is configured to: obtain a plurality of operating parameters of the vehicle; determine a first torque request based on an accelerator pedal displacement and at least one additional operating parameter among the operating parameters; determine a second torque request based only on the accelerator pedal displacement according to a predetermined mapping relationship; and selectively use the first torque request or the second torque request as the final torque request according to at least one operating parameter. The present invention also proposes a control method and a computer program product using the control device (10) according to the present invention. With the aid of the present invention, abnormal situations in which the final torque request does not conform to the operator's intention can be reduced or even avoided.

Description

Technical Field

[0001] The present invention relates to the field of control of vehicles, in particular engineering machinery vehicles, and in particular to a control device for an engine of a vehicle, a corresponding control method and a computer program product. Background Art

[0002] Vehicles powered by internal combustion engines, such as diesel engines, are typically equipped with an engine control device. Typically, when an operator steps on the vehicle's accelerator pedal, the engine control device determines a torque request based on accelerator pedal displacement and a number of additional operating parameters, such as engine speed and vehicle load. The control device then controls the injection of fuel, such as diesel, based on the determined torque request. The fuel is injected into the engine cylinders and combusts, converting energy into power. During this process, the torque request determined by the control device is dependent on both accelerator pedal displacement and the additional operating parameters. Thus, the torque request is determined by comprehensively considering multiple factors to match the vehicle's operating conditions.

[0003] However, during vehicle operation, abnormal situations may arise where the engine's power does not match the operator's accelerator pedal application. For example, if the operator presses the accelerator pedal hard, the torque request determined by the control device, which takes multiple factors into consideration, may decrease or fluctuate, causing the fuel injection amount to decrease or fluctuate accordingly. As a result, the operator may experience that the engine is not delivering the expected power after pressing the accelerator pedal. This abnormal torque request can adversely affect the operating experience. Summary of the Invention

[0004] An object of the present invention is to improve a control device and a control method for an engine of a vehicle so as to reduce or even avoid abnormal situations in which a torque request does not comply with an operator's intention.

[0005] According to a first aspect of the present invention, a control device for an engine of a vehicle is provided, the control device including a generating unit for generating a final torque request and an output unit for outputting a control signal according to the final torque request, wherein the generating unit is configured to: obtain a plurality of operating parameters of the vehicle; determine a first torque request based on an accelerator pedal displacement and at least one additional operating parameter among the operating parameters; determine a second torque request based only on the accelerator pedal displacement according to a predetermined mapping relationship; and selectively use the first torque request or the second torque request as the final torque request according to at least one operating parameter.

[0006] According to a second aspect of the present invention, a control method using the control device of the present invention is provided, wherein the control method includes at least the following steps: a generating unit obtains operating parameters of a vehicle; the generating unit determines a first torque request based on an accelerator pedal displacement and at least one additional operating parameter in the operating parameters; the generating unit determines a second torque request based only on the accelerator pedal displacement according to a predetermined mapping relationship; the generating unit selectively uses the first torque request or the second torque request as a final torque request according to at least one operating parameter; and an output unit outputs a control signal according to the final torque request.

[0007] According to a third aspect of the present invention, there is provided a computer program product comprising computer program instructions, wherein the computer program instructions, when executed by one or more processors, cause the processors to perform the control method according to the present invention.

[0008] The control device and control method according to the present invention can reduce or even avoid abnormal situations in which the final torque request does not conform to the operator's intention by enabling the generation unit to selectively use the first or second torque request as the final torque request. Because the second torque request is related only to accelerator pedal displacement and is not affected by additional operating parameters, it can more directly reflect the operator's intention. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] The present invention will be described in more detail below with reference to the accompanying drawings, so that the principles, features and advantages of the present invention can be better understood. The accompanying drawings include:

[0010] Figure 1 Schematically illustrates a control device for an engine according to an exemplary embodiment of the present invention;

[0011] Figure 2 A variation curve of accelerator pedal displacement and final torque request in a control device in the prior art is schematically shown;

[0012] Figure 3 Schematically illustrates a predetermined mapping relationship in an exemplary embodiment; and

[0013] Figure 4 A control method according to an exemplary embodiment is schematically illustrated. DETAILED DESCRIPTION

[0014] In order to make the technical problems, technical solutions and beneficial technical effects to be solved by the present invention more clearly understood, the present invention will be further described in detail below with reference to the accompanying drawings and multiple exemplary embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the scope of protection of the present invention.

[0015] The present invention is applicable to vehicles, particularly construction vehicles such as excavators, forklifts, and cranes. These vehicles dig, carry or move, lift, or rotate heavy loads such as sand, bricks, and soil during operation. Although the principles of the present invention are described in detail below using an excavator as an example, those skilled in the art will appreciate that the present invention is applicable not only to excavators but also to any vehicle powered by an engine, such as a diesel engine.

[0016] Figure 1 A control device 10 for an engine of a vehicle according to an exemplary embodiment of the present invention is schematically shown.

[0017] exist Figure 1 In the illustrated embodiment, the control device 10 according to the present invention includes a generating unit 12 for generating a final torque request and an output unit 14 for outputting a control signal according to the final torque request.

[0018] Construction vehicles operating large loads, such as excavators, are often powered by diesel engines. Typically, an operator (e.g., an excavator driver) controls the engine speed and output torque by depressing and releasing the accelerator pedal. To this end, a generation unit 12 can acquire multiple vehicle operating parameters and determine a final torque request based on the accelerator pedal displacement and multiple additional operating parameters. An output unit 14 controls the injection of fuel, such as diesel, based on the determined final torque request. For example, the output unit 14 is configured to output a control signal for the fuel injection amount to the engine's fuel injection unit 20 based on the final torque request. The fuel is injected into the engine's cylinders and combusted, and the engine converts energy into power. The engine transmits power to a hydraulic system, for example, via a transmission system. The hydraulic system generates force and transmits it to the excavator's operating mechanisms, such as the bucket or shovel, to act on the load. Of course, the hydraulic system can also actuate other excavator mechanisms, including, but not limited to, the travel mechanism for ground travel and the slewing mechanism for rotating the vehicle body.

[0019] As described above, the control device may consider a variety of factors to determine the final torque request. Figure 2 The following diagram schematically illustrates a curve showing the change in accelerator pedal displacement d and final torque request T in a conventional control device. Since the final torque request T is not only related to the accelerator pedal displacement but also to multiple additional operating parameters, such as engine speed or excavator load, the final torque request T may not match the operator's intention. For example, when the operator steps on the accelerator pedal, especially when the operator steps on it hard, the final torque request may decrease or fluctuate, as shown in the following example: Figure 2This, in turn, causes the fuel injection amount to drop or fluctuate undesirably. At this point, even though the operator is depressing the accelerator pedal, the engine's output power may not increase accordingly but may instead decrease.

[0020] Therefore, in Figure 1 In the illustrated embodiment, the generation unit 12 of the control device 10 is configured to: obtain multiple operating parameters of the excavator; determine a first torque request based on accelerator pedal displacement and at least one additional operating parameter among the operating parameters; determine a second torque request based solely on accelerator pedal displacement according to a predetermined mapping relationship; and selectively use either the first torque request or the second torque request as the final torque request based on the at least one operating parameter. Because the second torque request is solely dependent on accelerator pedal displacement and unaffected by additional operating parameters, it more directly reflects the operator's intent. By selectively using either the first torque request or the second torque request as the final torque request, abnormal situations in which the final torque request does not conform to the operator's intent can be reduced or even avoided. For example, if the operator steps on the accelerator pedal and the first torque request decreases, the generation unit 12 may use the second torque request as the final torque request. It should be understood that in addition to the abnormal decrease in the final torque request described above, the control device 10 can also be used to avoid other abnormal situations in the final torque request, such as an abnormal increase that does not conform to the operator's intent.

[0021] like Figure 1 As shown, the control device 10 may further include a storage unit 16 , and the predetermined mapping relationship may be stored in the storage unit 16 .

[0022] The generation unit 12 is specifically configured to execute a first mode and a second mode for generating a final torque request. In the first mode, the generation unit 12 uses the first torque request as the final torque request. In the second mode, the generation unit 12 uses the second torque request as the final torque request, or uses the larger of the first and second torque requests as the final torque request. Thus, the generation unit 12 can determine an appropriate final torque request in the first mode by comprehensively considering various factors (e.g., engine speed, vehicle load, etc.), while also switching to the second mode to better align engine operation with the operator's intent. In the second mode, the generation unit 12 uses the larger of the first and second torque requests as the final torque request, which is particularly helpful in preventing an abnormal decrease in the final torque request.

[0023] For example, the generating unit 12 may execute the first mode in most cases and switch to the second mode only when the first torque request may be abnormal.

[0024] The generation unit 12 is particularly configured to switch between the first mode and the second mode based on trigger parameters, wherein the trigger parameters include at least one, and in particular multiple, of the following operating parameters: accelerator pedal displacement, accelerator pedal displacement change rate, first torque request, engine fuel injection amount, and engine speed. The trigger parameters may, for example, include the above five parameters. Alternatively, the trigger parameters may only include accelerator pedal displacement. Through the above trigger parameters, the generation unit 12 can select to execute the first mode or the second mode based on the operating state of the vehicle, thereby generating a final torque request that adapts to the operating state of the vehicle. When the generation unit 12 switches based on multiple trigger parameters, the operating state of the vehicle can be judged more accurately. It should be understood that these trigger parameters are merely exemplary and not exclusive, and any other operating parameters that can reflect the operating state of the vehicle or reflect the operator's intention can be used.

[0025] To this end, the generation unit 12 may, for example, be communicatively connected to a measurement unit 30 of the excavator. The measurement unit 30 includes at least one sensor for measuring at least one operating parameter of the excavator, including, but not limited to, an engine speed sensor for measuring engine speed; an accelerator pedal displacement sensor for measuring accelerator pedal displacement of the excavator; and a fuel injection amount sensor for measuring the amount of fuel injected into the engine. These sensors may be provided individually or configured as a combined sensor capable of simultaneously measuring these operating parameters.

[0026] The generation unit 12 is specifically configured to: determine that a first condition is satisfied and execute the first mode when each trigger parameter is less than its first threshold; determine that a second condition is satisfied and execute the second mode when each trigger parameter is greater than its second threshold; and continue executing the currently executed first or second mode when neither the first nor the second condition is satisfied. This allows the generation unit 12 to more accurately determine the timing of switching between the first and second modes, thereby reducing or even preventing abnormal drops or fluctuations in the final torque request. When an excavator is operating a heavy load, the operator often increases the engine fuel injection rate by rapidly and aggressively depressing the accelerator pedal in order to increase engine speed and output torque. The inventors have discovered that in such situations, the first torque request, which takes into account multiple factors, is often prone to abnormal drops or fluctuations. When the accelerator pedal displacement, the rate of change of the accelerator pedal displacement, the optional first torque request, the optional fuel injection rate, and the optional engine speed are greater than their second thresholds, the generation unit 12 can very accurately determine that the accelerator pedal has been rapidly and aggressively depressed and execute the second mode. This design can specifically avoid abnormal drops or fluctuations in the final torque request when the accelerator pedal is pressed hard.

[0027] The first threshold value and the second threshold value may be stored in the storage unit 16 .

[0028] Optionally, the first threshold of each trigger parameter is equal to the corresponding second threshold.

[0029] The first threshold of each trigger parameter can be configured to be smaller than the corresponding second threshold, thereby avoiding too frequent switching between the first mode and the second mode. To this end, the generation unit 12 can use a hysteresis curve function to determine whether the first condition or the second condition is met.

[0030] Specifically, for example, the trigger parameters include accelerator pedal displacement, accelerator pedal displacement rate of change, and first torque request, and the first threshold value of each trigger parameter is less than the corresponding second threshold value. When the accelerator pedal displacement, accelerator pedal displacement rate of change, and first torque request are all less than their respective first threshold values, the generation unit 12 executes the first mode. If the accelerator pedal displacement increases to exceed its second threshold value, but the accelerator pedal displacement rate of change and the first torque request are each less than their respective second threshold values, the generation unit 12 remains in the first mode. If the accelerator pedal displacement, accelerator pedal displacement rate of change, and first torque request all increase and exceed their respective second threshold values, this indicates that the operator is urgently and aggressively depressing the accelerator pedal to increase engine speed and output torque. At this point, the generation unit 12 switches to the second mode. If the accelerator pedal displacement rate of change decreases to below its first threshold value, but the accelerator pedal displacement and first torque request remain greater than their respective first threshold values, the generation unit 12 remains in the second mode. If the accelerator pedal displacement, accelerator pedal displacement rate of change, and first torque request all decrease and fall below their respective first threshold values, the generation unit 12 again switches from the second mode to the first mode.

[0031] The generation unit 12 is specifically configured to determine, based on a predetermined selection mask, which of the following parameters should be used as trigger parameters: accelerator pedal displacement, accelerator pedal displacement change rate, first torque request, engine fuel injection quantity, and engine speed. Thus, the control device 10 can be adapted to various requirements, such as different vehicle models, by simply changing the selection mask. The selection mask can be stored in the storage unit 16, for example, and can be modified by writing data to the storage unit 16.

[0032] The generation unit 12 is specifically configured to switch to the first mode when the second mode is executed for a predetermined period of time, regardless of whether the first condition is satisfied. For example, the predetermined period of time may be less than 30ms, and may be between 10ms and 20ms, such as 15ms. This prevents the generation unit 12 from executing the second mode for a prolonged period of time, thereby improving security.

[0033] The generating unit 12 is particularly configured to ensure that the first torque request and / or the second torque request are respectively not greater than a torque request threshold, such as a maximum torque request allowed while meeting exhaust emission standards.

[0034] In an exemplary embodiment, the predetermined mapping relationship is determined based on the accelerator pedal displacement and the first torque request collected from a smoothly operating, lightly loaded vehicle, such as a forklift. Smooth operation specifically refers to operation without abrupt changes in the accelerator pedal displacement, i.e., the operator does not rapidly depress the accelerator pedal. To this end, during the acquisition process, for example, the rate of change of the vehicle's accelerator pedal displacement may be limited to below a certain limit. When the vehicle is operating smoothly and not carrying a heavy load, the collected first torque request generally reflects the torque demand corresponding to the accelerator pedal displacement, without experiencing abnormal increases, decreases, or fluctuations that would not meet the operator's expectations.

[0035] Figure 3 FIG. 4 shows a predetermined mapping relationship in an exemplary embodiment. Figure 3 In [1], x represents the accelerator pedal displacement and y represents the torque request. Each discrete point represents a set of collected accelerator pedal displacements and the corresponding first torque request. By performing curve fitting on multiple sets of data, the mapping relationship between accelerator pedal displacement and torque request can be obtained, as shown in the following example: Figure 3 This mapping relationship can be stored in the storage unit 16 of the control device 10 as the predetermined mapping relationship.

[0036] Figure 3 The predetermined mapping relationship shown can be expressed by the following formula:

[0037] y=kln(x+b)

[0038] Where y represents the second torque request, x represents the accelerator pedal displacement, and k and b are predetermined coefficients. The coefficients k and b can be determined through curve fitting. The coefficients k and b can be stored in the storage unit 16 for use in determining the second torque request based on the accelerator pedal displacement. It should be understood that the coefficients k and b can also be determined by other means, such as by a skilled person based on experience.

[0039] like Figure 3 As shown, curve fitting using a natural logarithm function can produce a highly correlated fitting result. The resulting mapping relationship is very close to the collected accelerator pedal displacement and the first torque request, so the switching between the first mode and the second mode is relatively smooth, and the operating comfort is improved.

[0040] For example, by adjusting the coefficients k and b, the predetermined mapping relationship can be further adjusted to suit the type, model and / or operating conditions of the vehicle.

[0041] In another embodiment, the mapping relationship between the accelerator pedal displacement and the second torque request may be expressed by the following equation:

[0042] y=k n x n +k n-1 x n-1 +…+k0

[0043] Where y represents the second torque request, x represents the accelerator pedal displacement, k n 、k n-1 , ..., k0 are predetermined coefficients, and n is an integer greater than 0.

[0044] For example, when n is 1, y=k1x+k0. Under this mapping relationship, the second torque demand will be linearly related to the accelerator pedal displacement, so that when the second mode is adopted, the power output by the engine can be significantly increased as the accelerator pedal is depressed.

[0045] Accordingly, by adjusting the coefficient k n 、k n-1 , ..., k0, the predetermined mapping relationship can be further adjusted to adapt to the type, model and / or operating conditions of the vehicle.

[0046] In another embodiment, the mapping relationship between the accelerator pedal displacement and the second torque request may also be stored in the storage unit 16 in the form of a table.

[0047] In an exemplary embodiment, the storage unit 16 is configured so that a predetermined mapping relationship can be at least partially written into the storage unit 16 by a user. Different users may need to use the engine for different vehicle models or different operating conditions. For example, the user can calibrate the mapping relationship between the accelerator pedal displacement and the second torque request based on experience, and then write and store it in the storage unit 16 as the mapping relationship used to determine the second torque request. Optionally, the type of predetermined mapping relationship can be set before leaving the factory, for example, represented by y=kln(x+b), but the coefficients k and b can be written into the storage unit 16 by the user. This makes the function of the control unit more flexible, more adaptable to the vehicle to which it is applied, and better able to meet the needs of the user.

[0048] Alternatively or additionally, the storage unit 16 stores at least two mappings between accelerator pedal displacement and torque requests, and the generation unit 12 is configured to select one of these mappings for determining the second torque request. For example, one of the at least two mappings can be at least partially written to the storage unit 16 by the user, while the other is factory-set. Alternatively, the at least two mappings can be factory-set, and the generation unit 12 can select a mapping that is more suitable for the vehicle model being used to determine the second torque request. This provides greater flexibility and versatility in the control unit's functionality.

[0049] Figure 4 A control method using the control device 10 according to an exemplary embodiment is schematically shown. The control method comprises at least the following steps:

[0050] S1: The generating unit 12 obtains the operating parameters of the vehicle;

[0051] S2: The generating unit 12 determines a first torque request based on an accelerator pedal displacement and at least one additional operating parameter among the operating parameters;

[0052] S3: The generating unit 12 determines a second torque request based only on the accelerator pedal displacement and according to a predetermined mapping relationship;

[0053] S4: the generating unit 12 selectively uses the first torque request or the second torque request as the final torque request according to at least one operating parameter; and

[0054] S5 : The output unit 14 outputs a control signal according to the final torque request.

[0055] It should be understood that the features and advantages described herein with respect to the control device 10 are also applicable to the control method.

[0056] In addition, the present invention also provides a computer program product comprising computer program instructions, which, when executed by one or more processors, cause the processors to perform the control method according to the present invention. The computer program instructions may be stored in a computer-readable storage medium, which may include, for example, any electronic, magnetic, optical, or other physical storage device. For example, the computer-readable storage medium may be: RAM, volatile memory, non-volatile memory, flash memory, a storage drive (such as a hard disk drive), a solid-state drive, any type of storage disk (such as an optical disk), or similar storage media, or a combination thereof.

[0057] It should be understood that, in this document, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features being referred to. Thus, a feature specified as "first" or "second" may explicitly or implicitly include at least one such feature. In this document, "plurality" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0058] Although specific embodiments of the present invention are described in detail herein, they are provided for illustrative purposes only and should not be considered to limit the scope of the present invention. Various substitutions, changes, and modifications may be conceived without departing from the spirit and scope of the present invention.

[0059] Reference Signs List

[0060] 10 Control device

[0061] 12 Generation Unit

[0062] 14 output units

[0063] 16 storage units

[0064] 20 fuel injection unit

[0065] 30 measurement units

Claims

1. A control device (10) for an engine of a vehicle, the control device (10) comprising a generating unit (12) for generating a final torque request and an output unit (14) for outputting a control signal according to the final torque request, wherein: The generating unit (12) is configured to: obtaining a plurality of operating parameters of the vehicle; determining a first torque request based on accelerator pedal displacement and at least one additional operating parameter among the operating parameters; determining a second torque request based solely on the accelerator pedal displacement and according to a predetermined mapping relationship; as well as The first torque request or the second torque request is selectively selected as the final torque request based on at least one operating parameter.

2. The control device (10) according to claim 1, wherein: The generating unit (12) is configured to generate a final torque request in a first mode and a second mode, wherein in the first mode, the generating unit (12) uses the first torque request as the final torque request, and in the second mode, the generating unit (12) uses the second torque request as the final torque request or uses the larger of the first torque request and the second torque request as the final torque request.

3. The control device (10) according to claim 2, wherein: The generating unit (12) is configured to be able to switch between the first mode and the second mode according to a trigger parameter, wherein the trigger parameter includes at least one of the following operating parameters: accelerator pedal displacement, accelerator pedal displacement change rate, first torque request, fuel injection amount of the engine, engine speed; and / or The generating unit (12) is configured to switch to the first mode when the second mode is executed for more than a predetermined time period, regardless of whether the first condition is satisfied; and / or The generating unit (12) is configured such that the first torque request and / or the second torque request is not greater than a torque request threshold.

4. The control device (10) according to claim 2, wherein: The generating unit (12) is configured to be able to switch between the first mode and the second mode according to a trigger parameter, wherein the trigger parameter includes at least one of the following operating parameters: accelerator pedal displacement, accelerator pedal displacement change rate, first torque request, engine fuel injection amount, and engine speed, wherein the generating unit (12) is configured to be able to determine which one or some of the accelerator pedal displacement, accelerator pedal displacement change rate, first torque request, engine fuel injection amount, and engine speed are to be used as the trigger parameter according to a predetermined selection mask.

5. The control device (10) according to claim 3, wherein: The generating unit (12) is configured to: When each trigger parameter is less than its first threshold value, it is determined that the first condition is met and the first mode is executed; When each trigger parameter is greater than its second threshold value, it is determined that the second condition is met and the second mode is executed; as well as When neither the first condition nor the second condition is satisfied, the currently executed first mode or second mode continues to be executed.

6. The control device (10) according to claim 5, wherein: The trigger parameters include at least accelerator pedal displacement and accelerator pedal displacement change rate; and / or The first threshold value of at least one of the trigger parameters is smaller than the corresponding second threshold value.

7. The control device (10) according to any one of claims 1 to 6, wherein: The predetermined mapping relationship is expressed as follows: y=kln(x+b), where y represents the second torque request, x represents the accelerator pedal displacement, and k and b are predetermined coefficients; or y=k n x n +k n-1 x n-1 +…+k0, where y represents the second torque request, x represents the accelerator pedal displacement, and k n 、k n-1 , ..., k0 are predetermined coefficients, and n is an integer greater than 0.

8. The control device (10) according to any one of claims 1 to 6, wherein: The predetermined mapping relationship is determined based on accelerator pedal displacement and the first torque request collected from a light-load vehicle operating in a manner in which the accelerator pedal displacement does not change dramatically; and / or The predetermined mapping can be adjusted to suit the type, model and / or operating conditions of the vehicle.

9. The control device (10) according to claim 7, wherein: The predetermined mapping relationship is determined based on accelerator pedal displacement and the first torque request collected from a light-load vehicle operating in a manner in which the accelerator pedal displacement does not change dramatically; and / or The predetermined mapping can be adjusted to suit the type, model and / or operating conditions of the vehicle.

10. The control device (10) according to any one of claims 1 to 6 and 9, wherein: The control device (10) comprises a storage unit (16), wherein: The predetermined mapping relationship is stored in the storage unit (16); and / or The storage unit (16) is configured to enable a predetermined mapping relationship to be at least partially written into the storage unit (16) by a user; and / or the storage unit (16) stores at least two mapping relationships between accelerator pedal displacement and torque request, and the generation unit (12) is configured to be able to select one of the mapping relationships as the mapping relationship used to determine the second torque request.

11. The control device (10) according to claim 7, wherein: The control device (10) comprises a storage unit (16), wherein: The predetermined mapping relationship is stored in the storage unit (16); and / or The storage unit (16) is configured to enable a predetermined mapping relationship to be at least partially written into the storage unit (16) by a user; and / or the storage unit (16) stores at least two mapping relationships between accelerator pedal displacement and torque request, and the generation unit (12) is configured to be able to select one of the mapping relationships as the mapping relationship used to determine the second torque request.

12. The control device (10) according to claim 8, wherein: The control device (10) comprises a storage unit (16), wherein: The predetermined mapping relationship is stored in the storage unit (16); and / or The storage unit (16) is configured to enable a predetermined mapping relationship to be at least partially written into the storage unit (16) by a user; and / or the storage unit (16) stores at least two mapping relationships between accelerator pedal displacement and torque request, and the generation unit (12) is configured to be able to select one of the mapping relationships as the mapping relationship used to determine the second torque request.

13. A control method using the control device (10) according to any one of claims 1 to 12, wherein: The control method comprises at least the following steps: The generating unit (12) obtains the operating parameters of the vehicle; The generating unit (12) determines a first torque request based on an accelerator pedal displacement and at least one additional operating parameter among the operating parameters; The generating unit (12) determines a second torque request based only on the accelerator pedal displacement and according to a predetermined mapping relationship; A generating unit (12) selectively uses the first torque request or the second torque request as a final torque request according to at least one operating parameter; as well as The output unit (14) outputs a control signal according to the final torque request.

14. A computer program product comprising computer program instructions, wherein: The computer program instructions, when executed by one or more processors, cause the processors to perform the control method according to claim 13 .

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