GB2329729A

GB2329729A - Vehicle drive force controller

Info

Publication number: GB2329729A
Application number: GB9825399A
Authority: GB
Inventors: Nobusuke Toukura; Hiroshi Abe; Yoshinori Iwasaki
Original assignee: Nissan Motor Co Ltd
Current assignee: Nissan Motor Co Ltd
Priority date: 1996-11-19
Filing date: 1997-11-19
Publication date: 1999-03-31
Anticipated expiration: 2017-11-19
Also published as: GB2329729B; GB2329730A; GB2329728B; GB2329730B; GB9825408D0; GB9825399D0; GB9825396D0; GB2329728A; GB9825410D0; GB2329731A

Abstract

A vehicle drive force controller comprises a navigation device for determining whether or not the vehicle is travelling in a mountainous region S81. The navigation device may comprise a global positioning system for determining vehicle position combined with a memory for storing a map. A microprocessor determines a vehicle drive force characteristic in dependence on whether or not the vehicle is in a mountainous region S82, S83. The drive force characteristic may be the throttle gain of an electronic throttle or the speed change pattern of an automatic transmission. The microprocessor can be programmed so that the drive force is larger when the vehicle is travelling in a mountainous region than when it is not in a mountainous region.

Description

2329729 VEHICLE DRIVE FORCE CONTROLLER This invention relates to the

control of driving force of a vehicle, and in particular, to the control of driving force according to regional attributes of vehicle running conditions.

Examples of devices which vary the travel characteristics of a vehicle according to a driver operation amount comprise power steering systems which adjust a steering weight, an electronic control throttle of an engine of which a target opening can be varied according to an accelerator opening, an electronic control transmission which varies speed change characteristics, a traction control system which varies a traction of front and rear wheels, and a four-wheel steering system which varies the ratio of a rear wheel steering angle relative to a front wheel steering angle.

In these devices, the driver selects a preferred mode by suitably operating. control switches provided in front of the driver's scat so as to manually vary travel characteristics according to road conditions, etc.

Due to diversification of travel preferences in recent years and to. various kinds of innovation, these devices are diversifying so that the number of travel characteristics to be set is increasing, and as a result, the number of switches for setting travel characteristics is also continually increasing. It is very -2complicated for a driver to manipulate all these control switches, and as it is also difficult to operate control switches while vehicle is traveling, it often occurred that the superior functions of travel characteristic modieing devices were not fully utilized.

In order to avoid such a complication. a drive force controller which automatically controls an engine output of a vehicle according to road conditions obtained from a navigation device using a global positioning system (GPS) is disclosed, for example, in Tokkai Hei 5-180023 published by the Japanese Patent Office in 1993.

In this device, when for example the navigation detects that the vehicle is traveling along a narrow road or winding road, the engine output is decreased accordingly.

However, if the drive force characteristics change according to the road conditions, the drive force of the vehicle may change abruptly and the speed will suddenly decrease or increase, even if the driver maintains a constant accelerator pedal depression amount.

When the vehicle is traveling in an urban area, the travel speed is relatively low, but a quick response is often necessary. In this case, the drive force may be insufficient due to decrease of engine output.

When road conditions improve, the drive force increases even in a traffic jam, but increase of drive force in a traffic jam actually makes driving more difficult.

Also, under conditions when a large drive force is required even if there are bends such as on a mountain road, decreasing the drive force leads to inadequate hill climbing ability.

3 Document k 318130 Conditions such as these make the driver uncomfortable, and contribute to making driving more difficult.

It would therefore be desirable to be able to adjust vehicle drive force characteristics not only to road conditions or regional attributes during travel, but also to various running conditions of the vehicle.

The present invention provides a vehicle drive force controller wherein at least one drive force characteristic of a vehicle is modified according to a regional attribute of a region in which the vehicle is traveling, comprising:

a navigation device for determining whether or not the vehicle is traveling in a mountainous area; a microprocessor programmed to determine the drive force characteristic depending on whether or not the vehicle is traveling in a mountainous area; and a drive force control device for controlling the drive force of the vehicle according to the drive force characteristic determined by the microprocessor.

It is preferable that the navigation device comprises a global positioning system for detecting a present position of the vehicle, and a memory for storing a map for determining whether or not the present position is situated in a mountainous area.

It is also preferable that the microprocessor is programmed to determine the drive force characteristics such that a larger vehicle drive force is obtained when the vehicle is traveling in a mountainous area than when the vehicle is not traveling in a mountainous area.

4 The drive force control device may comprise an electronic throttle for varying an engine output at a predetermine throttle gain relative to an accelerator operation amount, the microprocessor being programmed to select a throttle gain set such that an opening of the electronic throttle is larger when the vehicle is travelling through a mountainous area than when the vehicle is not traveling through a mountainous area.

The drive force control device may comprise an automatic transmission for transmitting an engine rotation according to a predetermined speed change pattern, the microprocessor being programmed to modify the speed change pattern set so that a lower gear is applied when the vehicle is traveling through a mountainous area than when the vehicle is not travelling through a mountainous area.

The details as well as other features and advantages of this invention are set forth in the remainder of the specification and are shown in the accompanying drawings, in which:

Fig. 1 is a schematic diagram of a drive force controller; Fig. 2 is a flowchart explaining a change-over process of the drive force characteristics performed by the drive force controller, Fig 3 is a flowchart explaining a regional attribute determining process performed by the drive force controller; Figs. 4A and 413 are schematic representations of a monitor display of a navigation device; Fig. 5 is a flowchart describing a regional attribute change-over process -5performed by the drive force controller.

Fig. 6 is a flowchart explaining a throttle gain setting process performed by the drive force controller.

Fig. 7 is a graph showing throttle gain characteristics set by the drive force controller.

Fig. 8 is a schematic diagram of the essential parts of a drive force controller according to a second embodiment,' Fig. 9 is a flowchart explaining a speed change pattern setting process according to the second embodiment.

Fig. 10 is a diagram showing a speed change pattern according to the second embodiment.

Fig. 11 is a schematic diagram of the essential parts of a drive force controller according to a third embodiment, Fig. 12 is a flowchart describing a target air-fuel ratio setting process according to the third embodiment.

Fig. 13 is diagram describing a difference of lean bum region characteristics according to the third embodiment.

Figs. 14A - 14D are timing charts describing changes of an accelerator operation amount, throttle opening and vehicle acceleration when there is a change of regional attribute according to the first embodiment..:-.. Figs. 15A - 15D are timing charts describing changes of an accelerator operation amount, gear position and vehicle acceleration when there is a change of regional attribute according to the second embodiment.

Figs. 16A - 16D are timing charts describing changes of an accelerator - A - operation amount, target air-fuel ratio and vehicle acceleration when there is a change of regional attribute according to the third embodiment. - Fig. 17 is a flowchart describing a regional attribute change-over process according to a fourth embodiment. - Fig. 18 is a flowchart explaining a speed change characteristic change- over process according to the fourth embodiment.

Fig. 19 is a flowcha-rt describing a regional attribute change-over process according to an embodirnent of this invention.

Fig. 20 is a flowchart describing a throttle gain setting process.

Fig. 21 is a graph showing throttle gain characteristics.

Fig. 22 is a flowchart describing a speed change pattern setting process according to anoth-er embodiment of this invention.

Fig. 23 is a diagram showing a speed change pattern.

Referring to Fig. 1 of the drawings, an output of an engine 101 of a vehicle is transmitted to drive wheels via an automatic transmission 103 comprising a torque converter.

A5 - An electronic control throttle 102 that it is opened and closed by a motor or the like, is installed in an intake passage of the engine 10 1. An intake air volume of the engine 101 varies according to an opening of the electronic control throttle 102, and the output torque of the engine 10 1 varies accordingly. The electronic control throttle 102 operates according to a control signal from a throttle control module (abbreviated hereafter as TCM) 5 1.

An opening command signal commanding an opening of the electronic control throttle 102 is output from a power train control module (abbreviated hereafter as PCM) 50 to the TCM 5 1. The TCM 5 1 converts this opening command signal to a motor drive voltage, and feedback controls the electronic control throttle 102 so that the opening of the throttle valve 102 coincides with the opening command signal from the PCM 50.

An accelerator pedal operation amount from an accelerator pedal operation amount sensor 105, a brake operation signal from a brake operation switch 106, and a select range signal from a range selection lever 107 of an automatic transmission 103 are input to the PCM 50. Based on these input signals, the PCM50 performs control of a fuel supply to the engine 101, control of the ignition timing of the engine 101, gear position control or oil pressure control of the automatic transmission 103, and control of wheel brake hydraulic pressure of a brake actuator 104.

A camera 111 for photographing the situation in front of the vehicle is disposed above the windshield of the vehicle. An image photographed by the camera 111 is input to an image processing unit 53, and information such as road conditions in front of the vehicle, traffic and obstacles, etc., is transmitted to an external environment information processing module 52.

-g- A GPS antenna 113 for receiving output signals from satellites for a global positioning system (GPS), is disposed at the rear of the vehicle.

A signal from the GPS antenna 113 is input to a position information processing module 54. The position information processing module 54 comprises GPS receiver which converts signals from the GPS antenna 113 into information, and a recording medium such as a CD-ROM for storing map information into which regional attributes or the like are previously built in. Based on this map information and a signal from the GPS antenna 113, the position information processing module 54 detects a current position of a vehicle on a map. This detection result is transmitted to the external environment information processing module 52. The current position is also indicated together with the map on a monitor 112 in front of the driver's scat.

Based on a signal input from the image processing unit 53 and position information processing module 54, the external environment information processing module 52 transmits a signal representing the current environment of the vehicle to the PCM 50. The PCM 50 receives this signal, and controls the output of engine 101 or speed change of the automatic transmission 103 accordingly.

The PCM 50 also outputs information such as torque information from the engine 101, gear position information from the automatic transmission 103, a signal from the accelerator pedal operation amount sensor 105 and a signal from the brake operation switch 106 to the external environment information processing module 52. The external environment information processing module 52 uses this information for enhancing the determining precision of the external environment, or evaluating the psychological state of -to- the driver.

Of the above processes, the drive force control process will now be described referring to Figs. 2, 3 and 5.

The flowchart of Fig. 2 describes an overall flow of the drive force control.

This process is executed at an interval of, for example, ten milliseconds.

At first in a step S1, the position information processing module 54 determines an attribute of the region where the vehicle is currently traveling. For example, as shown in Fig. 4B, regional attributes are classified as attribute A (urban areas), attribute B (ordinary traveling conditions) and attribute C (mountainous ground), and this classification is previously stored as part of the map data on the storage medium in the position information processing module 54.

This regional attribute determination is performed by a subroutine of Fig. 3.

First, in a step S l 1, the position information processing module 54 detects position coordinates Qx,y) of the vehicle on a map based on the signal from the GPS antenna 113. Based on these coordinates, the road on which the vehicle is running is detected, as shown in Fig. 4A.

In a step S 12, by comparing with the map data stored on the recording medium, the position information processing module 54 determines which attribute the position coordinates Qx,y) belong to of the regional attributes mentioned above (urban areas, non-urban areas, etc.).

For example, when the coordinates Qx,y) correspond to a position shown in Figs. 4A and 4B, it is determined that they belong to attribute B (ordinary traveling conditions).

The determination result is transmitted to the external environment processing module 52 from the position information processing module 54.

In a step S13, the external environment information processing module 52 transmits a signal showing the regional attribute to the PCM 50, and the subroutine is terminated.

After the processing of the step S I is terminated in this way, in a step S2, the PCM 50 performs regional attribute change-over processing. This processing is performed according to a subroutine shown in Fig. 5.

First referring to Fig. 5, in a step S2 1, the PCM 50 reads a regional attribute signal input from the external environment information processing module 52.

In a step S22, it is determined whether or not the regional attribute input in the step SI is identical to the regional attribute input on the immediately preceding occasion when the process was executed. For this purpose, the PCM 50 comprises a memory MNKYOT for storing that regional attributes. When the regional attribute is the same, the process is terminated. In this case, the. regional attribute stored in KANKYOT is not modified. When the regional attribute is not the same, the routine proceeds to a step.S23.

In a step S23, based on the input signal from the accelerator pedal operation amount sensor 105, it is determined whether or.not the accelerator operation amount is zero. When the accelerator operation amount is zero, the routine proceeds to a step S25, and when the accelerator operation amount is not zero, the routine proceeds to a step S24.

In the step S24, the regional attribute stored in the memory KANKYOT on the immediately preceding occasion when theroutinewas executed is maintained, and the process is terminated.

12- In the step S25, the stored contents of the memory MNKY0Tare updated by the regional attribute input in the step S21 and the process is terminated.

Hence, after the processing of the step 2 of Fig. 3 is complete, in the next step S3, the PCM 50 issues a vehicle drive force change-over command, based on the stored contents of the memory MNKYOT, for changing the drive force control process that is being executed in the background.

As is clear from the above process, in this vehicle drive force controller, even when the regional attribute changes and an accelerator operation is performed, the regional attribute in the process that was executed on the immediately preceding occasion is applied, and therefore, there is no abrupt change of drive force and sudden vehicle speed change contrary to the driver's intentions during accelerator operation. Further, when the driver is aware of a change of regional attribute from the display on the monitor 112, he can change the drive force characteristics of the vehicle to a new regional attribute by returning the accelerator operation amount to zero. In other words, changeover of drive force characteristics is performed with a timing in accordance with the driver's intentions.

Next, referring to Figs. 6, 7, 14A - 14D, the change-over of drive force characteristics performed by the PCM 50 will be explained. Fig. 6 shows a drive force characteristic change-over process due to a change of throttle gain. Drive force control is itself executed in the background, but as a vehicle drive force change-over command is issued every 10 milliseconds as described hereabove, this change-over process is also executed at an interval of 10 milliseconds. In a step S3 1, the PCM 50 changes a magnification TVOG of the -13throttle opening signal relative to the signal from the accelerator operation amount sensor 105 according to the regional attribute information stored in the memory KANKYOT described above. For example, as shown in Fig. 7, the magnification TVOG is set larger for the attribute A corresponding to urban areas than for the attribute B corresponding to non-urban areas.

Due to this, the change of engine output torque relative to change of throttle opening is made large when the vehicle is traveling in an urban region. As a result, a good driving response is obtained when accelerating and decelerating in urban regions. For example, a desirable mobility is obtained for evading people or cars which jump out from side roads.

The result of the above-mentioned control is shown by the timing charts of Figs. 14A 14D. In these figures, the broken line corresponds to the aforesaid prior art example.

When the regional attribute is changed in the prior art example, the magnification TVOG is changed regardless of accelerator operation. When the magnification TVOG is varied in the increase direction, the vehicle speed increases. and as the acceleration G of the vehicle varies largely contrary to the driver's intentions, the driver tended to experience discomfort.

On the other hand, a change of the magnification TVOG is not performed until the accelerator operation amount is 0. Due to this arrangement the change-over of drive force is performed according to the driver's intention.

Figs. 7 - 9, 15A - 15D show a second embodiment relating to drive force characteristics change-over processing. According to this embodiment, the PCM 50 controls drive force by modifying the speed A+change pattern of the automatic transmission 103, instead of by control of throttle gain as in the first embodiment.

For this purpose, the process shown in Fig. 9 is used instead of the process shown in Fig. 6 for changing over drive force characteristics which is performed by the PCM 50 in the background. In a step S32 of Fig. 9, a speed change pattern is applied according to a regional attribute stored in the memory MNKYOT. A speed change ratio of the automatic transmission 103 is changed by a change-over signal output by the PCM 50 according to the accelerator opening and traveling speed. The speed change pattern that specified this change-over timing according to the accelerator opening and traveling speed, is previously stored in the PCM50. According to this embodiment, two kinds of pattern are stored, i.e. a pattern for attribute A corresponding to an urban region, and a pattern for attribute C corresponding to a mountainous region. as shown in Fig. 10. Compared to the pattern for attribute A, the pattern for attribute C is set so that a lower gear is used for the same vehicle speed and the same accelerator opening. Due to this, in the attribute C region, more drive force is available for each gear than in the attribute A region, and drive force characteristics suited to climbing up hills are obtained. The result of control according to the second embodiment is shown in Figs. 15A - 15D. The solid line in the figures corresponds to this embodiment, and the broken line is equivalent to the aforesaid prior art example.

According to the prior art, when the regional attribute was changed, the speed change pattern was changed regardless of accelerator operation. When for example, a gear shift down was performed, the acceleration G of the vehicle changed although the accelerator operation amount did not change, and the -45driver experienced a sense of discomfort. According to the second embodiment, however, the speed change pattern is not changed until the accelerator operation amount is 0.

Due to this arrangement, the change-over of drive force characteristics takes place in accordance with the driver's intentions.

Figs. 11 - 13, 16A - 16D show a third embodiment relating to change-over of drive force characteristics. In this case, the PCM 50 controls drive force by changing the target air-fuel ratio of the engine 10 1 instead of changing the throttle gain or the speed change pattern. The engine 101 comprises a fuel injection valve 57 and a fuel injection control unit 56 which controls an injection amount and an injection tg of the valve 57, as shown in Fig. 11. In this engine 10 1, lean burn is performed according to the running conditions.

In a step of Fig. 12, the PCM 50 varies the target air-fuel ratio according to the regional attribute, and the modified target air-fuel ratio is transmitted to the fuel injection control unit 56. The fuel injection control unit 56 feedback controls the fuel injection amount of the fuel injection valve 57 so as to obtain the received target air-fuel ratio.

For example, as shown in Fig. 13, the target air-fuel ratio is changed so that the lean burn region is wider for regional attribute B designating a non-urban region than for regional attribute A designating an urban region. As a result, the fuel consumption rate becomes less when the vehicle is traveling in non-urban areas whereas high driving mobility is obtained due to sufficient fuel supply in urban regions.

The result of control according to the third embodiment is shown by the ly.

- Ifo- timing charts of Figs. 16A - 16D. The solid line in the figures corresponds to this embodiment, and the broken line corresponds to the aforesaid prior art example.

According to the prior art, when the regional attribute was changed, the target air-fuel ratio changed regardless of accelerator operation. When the target air-fuel ratio was varied towards rich, the vehicle speed increased, and as the acceleration G of the vehicle varies largely contrary to the driver's intentions, the driver tended to experience discomfort.

On the other hand, according to the third embodiment, a change of target air-fuel ratio is not performed until the accelerator operation amount is 0. Due to this arrangement, the change-over of drive force is performed according to the driver's intention.

In the aforesaid embodiments, the determination of regional attribute in the step S1 of the main routine is performed by the position processing module 54. Change-over of regional attribute of the step S2, change-over of drive force characteristics of the step S3, and the drive force control performed in the background, are performed by the PCM 50. These processes may however be performed by one control unit.

Figs. 17 and 18 show a fourth embodiment.

According to this embodiment, as in the case of the first embodiment, the processes of Fig. 2 and Fig. 3 are executed, but a process shown in Fig. 17 is applied to a subroutine for changing over the regional attribute performed in the step S2 of the first embodiment. Drive force is also controlled via the automatic transmission 103 as in the case of the second embodiment. A process shown in Fig. 18 is applied to change-over of drive force characteristics performed by the PCM 50 in the background.

Steps S21 and S23 of Fig. 17 are the same as in the flowchart of Fig. 5 of the first embodiment. In a step S41 following the step S23, it is determined whether or not a regional attribute signal indicates an urban area. For urban areas, the attribute A is stored in the memory KANKYOT in a step S43, and in other cases, the attribute B is stored in the memory KANKYOT in the step S42.

First, in a step S44 of the process of Fig. 18, it is determined whether or not the attribute A is stored in the memory KANKYOT. When the attribute A is stored in MNKYOT, a change-over to the highest gear of the automatic transmission 103 is prohibited in a step S45. When the attribute A is not stored in KANKYOT, a change-over to the highest gear of the automatic transmission Is permitted in the step 546.

Due to the above process, the highest stage gear is not used when the vehicle is traveling in an urban area, and good driving response is therefore obtained.

As in the case of the aforesaid second embodiment, the speed change pattern may be changed instead of prohibiting change-over to the highest gear.

-i%- Figs. 19 - 2 J show ari embodiment of this invention.

According to this embodiment, it is determined whether or not the regional attribute corresponds to mountainous ground, and when the vehicle is traveling on mountainous ground, the drive force is increased.

The hardware construction, main routine and regional attribute determining process are the same as those of the first embodiment.

Fig. 19 shows a regional attribute change-over process performed instead of the process of Fig. 5.' First, in the step S23, it is determined whether or not the accelerator operation amount is 0.

When the accelerator operation amount is 0, the routine proceeds to a following step S81, and when the accelerator operation amount is not 0, the process is terminated. This is in order to prevent the drive force from changing abruptly, thereby giving a sense of discomfort to the driver, when the accelerator operation amount is not 0.

In the step S8 1, it is determined whether or not the vehicle is traveling on mountainous ground. This determining process is the same as the process shown in Fig. 3.' When it is determined that the vehicle is traveling on mountainous ground, the routine proceeds to a step S83, and when it is determined that the -19vehicle is traveling in a region other than mountainous ground, the routine proceeds to a step S82.

In the step S82, the regional attribute stored in the memory KANKYOT is set to, e.g., attribute B showing that the vehicle is traveling in a region other than mountainous ground, and the process is terminated.

In the step S83, the regional attribute stored in the memory KANKY0Tis set to, e.g., attribute C indicating mountainous ground, and the process is terminated.

Fig. 20 shows the drive force change-over process performed by the PCM 50 in the background.

First, in a step S91, it is determined whether or not the regional attribute C is stored in the memory KANKYOT.

When the attribute C is stored, in a step S92, the throttle gain is set to a value for mountainous ground and the process is terminated. When another attribute, i.e. the attribute B, is stored, the throttle gain is set to the usual value in a step S93, and the process is terminated.

The throttle gain set in this case is shown in Fig. 2 1. Compared to the usual throttle gain, the throttle gain for a mountainous region is set so that the throttle opening is larger for the same accelerator opening. In other words, the engine output responds sensitively to a small depression of the accelerator pedal. As a result, the vehicle is driven at high output on mountains ground, and sufficient drive force is obtained on a hill.

Figs. 22 and 23 show another embodiment of this invention.

This embodiment differs from the previous embodiment in that modification of drive force is performed not by setting the throttle gain, but by setting the -2o- speed change pattern. The remaining features of the construction are the same as those of the-previoas embodiment.

According to this embodiment, the flowchart of Fig. 22 is applied insteof the flowchart of Fig. 20.

First, it is determined whether or not the attribute stored in the memory KANKYOT in the step S91 is the attribute, C.

When the attribute C is stored, the speed change pattern is set to a pattern for mountainous ground in a step S 101, and the process is terminated. When another attribute, i.e., the attribute B is stored, the speed change is set to the usual pattern in a step S102, and the process is terminated.

As shown in Fig. 23, compared to the usual pattern, the speed change pattern for mountainous ground is set so that a lower gear is used for the same vehicle speed and same accelerator opening. As a result, in mountainous terrain, more drive force is obtained for each gear, and suitable drive force characteristics are obtained when traveling up a hill.

21 Attention is directed to our co-pending application No. 9724570.8 (Publication No. 2 319 635) from which this application has been directed and which claims a vehicle drive force controller wherein at least one drive force characteristic of a vehicle is modified according to a regional attribute of a region in which the vehicle is travelling, comprising: a navigation device for detecting the regional attribute of the region in which the vehicle is travelling; an accelerator operation amount sensor for detecting an operation amount of an accelerator operated by a driver; a microprocessor programmed to: determine whether or not the accelerator operation amount is zero, and determine the drive force characteristic so that the drive force characteristic is modified according to a change of the regional attribute when the accelerator operation amount is zero, and that the drive force characteristic is not modified when the accelerator operation amount is not zero; and a drive force control device for controlling the drive force of the vehicle according to the drive force characteristic determined by the microprocessor.

22

Claims

Claims:

1. A vehicle drive force controller wherein at least one drive force characteristic of a vehicle is modified according to a regional attribute of a region in which the vehicle is traveling, comprising: a navigation device for determining whether or not the vehicAe is traveling in a mountainous area; a microprocessor programmed to determine the drive force characteristic depending on whether or not the vehicle is traveling in a mountainous area; and a drive force control device for controlling the drive force of the vehicle according to the drive force characteristic determined by the microprocessor.

2. A drive force controller as claimed in claim 1, wherein the navigation device comprises a global positioning system for detecting a present position of the vehicle, and a memory for storing a map for determining whether or not the present position is situated in a mountainous area.

3. A drive force controller as defined in claim 1 or claim 2, wherein the microprocessor is programmed to determine the drive force characteristic so that a larger vehicle drive force is obtained when the vehicle is traveling in a mountainous area than when the vehicle is not traveling in a mountainous area.

4. A drive force controller as defined in claim 1 or 2, wherein the drive force control device comprises an electronic throttle for varying an engine output at a predetermined throttle gain relative to an accelerator operation amount, and the microprocessor is programmed to select a throttle gain set such that an opening of the electronic throttle is larger when the vehicle is traveling through a mountainous area than when the vehicle is not traveling through a mountainous area.

23

5. A drive force controller as defined in claim 1 or 2, wherein the drive force control device comprises an automatic transmission for transmitting an engine rotation according to a predetermined speed change pattern, and the microprocessor is programmed to modify the speed change pattern set so that a lower gear is applied when the vehicle is traveling through a mountainous area than when the vehicle is not traveling through a mountainous area.