Abstract: Specific shift positions of an electrically actuated vehicle transmission, such as first to fifth, neutral and reverse gears, are detected by monitoring one or more characteristic electrical variables, e.g., actuator currents, during a shift movement of the transmission and by correlating increased or decreased levels of current with the arrival at or passage through the specific shift positions.

Abstract: Within the framework of a method for reducing the thermal stress of starting shift elements in automatic gearboxes or automated manual gearboxes with at least two shift elements in the force flow, on starting, besides a first shift element at least a further shift element is used to take up at least part of the slippage.

Abstract: In a system for shifting an automatic or automated variable transmission (2) of a vehicle with a voice command device (20) by the driver in which the voice commands given by the driver are compared with reference voice commands stored in a memory (22) and therefrom control signals are formed, in a transmission control (6) the control signals formed form the driver's voice commands are superimposed onto the shift signals calculated by the transmission control (6) in order therefrom to form a shift command of the variable transmission (2) of the vehicle appropriate for the driving situation.

Abstract: A high acceleration time shift control apparatus and method for a vehicle is provided. The high acceleration time shift control apparatus includes a transmission which achieves plural shift speeds whose gear ratios are different from each other; and a high acceleration time upshifting control device which changes a shift speed of the transmission to a higher speed based on a predetermined determination rotational speed such that an input rotational speed of the transmission substantially reaches a target maximum rotational speed when a request for high acceleration is made by a driver.

Abstract: An evaluation system for vehicle operating conditions which is applied to a vehicle provided with an engine (1) and a manual transmission (8) connected to the engine (1) comprises a sensor (21, 24) for detecting the operating conditions of the engine (1) and a controller (30). On the basis of the operating conditions of the engine (1), the controller (30) determines whether or not the fuel economy of the vehicle would be improved by shifting the transmission (8) upward from the current gear position to a gear position one step further toward a HIGH side, and instructs a driver to shift the transmission (8) upward when it is determined that the fuel economy of the vehicle would be improved by shifting the transmission (8) upward.

Abstract: The invention relates to a method for establishing an operating variable to be determined of a motor vehicle in dependence on a first known operating variable and a second known operating variable, using a characteristics map for executing functions of the motor vehicle. Said characteristics map is stored in the Cartesian coordinate system in an electronic control device with the help of interpolating points. If a mathematically invertible characteristics map by which means an operating variable to be determined for a first motor vehicle function is entered on the Z-axis is provided, then by reverse interpolation using the same characteristics map, an operating variable allocated to the Y- or X-axis can also be an operating variable to be determined for a second motor vehicle function, the operating variable allocated to the Z-axis being the known operating variable for the second motor vehicle.

Abstract: A downshift control method for an automatic transmission, which transmission is normally downshifted, to increase a gear ratio, when a vehicle throttle is opened more than a preset value. The method includes a step of selecting a slip-determining threshold on the basis of an instantaneous steering angle of a vehicle. The method also includes steps of detecting a perceived rear wheel speed Vs, and averaging a number of rear wheel speeds Vs to derive an average vehicle speed Va. The normal downshift procedure is overridden, and the automatic transmission is prevented from downshifting, if a difference between the perceived rear wheel speed and the average vehicle speed exceeds the slip-determining threshold T, and the rear wheels are determined to be slipping.

Abstract: A downshift control determines whether a commanded downshift is a downshift oriented toward minimum shock or a downshift oriented toward responsiveness, based on inputs from various sensors. The oil pressure on the hydraulic servo which controls the releasing-side friction engagement element is controlled based on the determined downshift type (DT), so that the releasing-side friction engagement element is released in accordance with a selected one of a plurality of release patterns, i.e., release patterns corresponding to different downshift type indexes (Dt). The releasing speed of the releasing-side friction engagement element is changed in accordance with the downshift type. By properly determining the type of downshift, it becomes possible to realize a shift of a type in accordance with the driver's intention.

Abstract: Apparatus for controlling a vehicle drive system including an automatic transmission, including a feedback controller operable upon a shift-down action of the transmission effected by concurrent releasing and engaging actions of first and second frictional coupling devices during an operation of a manually operable vehicle accelerating member to drive the vehicle with the drive power soruce, for controlling an engaging force of the first frictional coupling device, and a learning compensator operable upon detection of an abnormality of the shift-down action, for learning compensation of an initial value of the engaging force at which a feedback control of the engaging force is initiated, or an output reducing device for reducing an output of a drive power source when input speed of the transmission has been increased to a value close to a synchronization value, and/or upon racing of the drive power source during the shift-down action.

Abstract: In order to more precisely calculate a fill time of a friction element of an automatic transmission that is either engaged or disengaged during shifting between an N-range, a D-range, and an R-range, this invention compensates a piston stroke ratio by detecting an N-range hold time and by using the N-range hold time and a pre-installed map when a shift signal indicating shifting into one of the D-and R-ranges from an N-range is detected, compensates the piston stroke ratio by detecting a D/R-range hold time and by using the D/R-range hold time and the pre-installed map when a shift signal indicating shifting into the N-range from one of the D- and R-ranges is detected, and calculates a fill time using the compensated piston stroke ratio.

Abstract: In the method, the transmission ratio of the speed transmission (i_act) is set automatically using stored adjustment characteristic curves, as a function of a variable (FP, tv) which characterizes the engine output, and a variable (v) which characterizes the vehicle speed. The transmission ratio is varied as required by means of a manual intervention by the driver. The transmission ratio of the speed transmission is set as a stepped deviation from a setpoint engine speed (n_eng).

Abstract: A driving force generated by an engine is transmitted to driving wheels (not shown) via an automatic transmission. The engine is provided with an electronically controlled throttle body and the like. An E-ECU performs cooperative control when necessary, so that an output of the engine is obtained in accordance with a load applied thereto. On the other hand, the automatic transmission is provided with a torque converter. Even in the case where the aforementioned predetermined condition has been fulfilled in a T-ECU, if the E-ECU detects a deterioration in performance of the electronically controlled throttle body or the like, the performance of neutral control is prohibited.

Abstract: A vehicle driving force control apparatus is provided to prohibit a change in a shift schedule that will cause insufficient power generation of a generator that supplies power to an electric motor to drive a first drive wheel. The vehicle driving force control apparatus has a shift schedule change section, a power sufficiency determining section and a shift schedule change prohibit section. The shift schedule change section is configured to change a shift schedule of a transmission of the main drive source. The power sufficiency determining section is configured to determine whether generated power of the generator will be insufficient by a change in the shift schedule by the shift schedule change section, when an electromotive force of the generator is driving the electric motor that supplies torque to the first drive wheel.

Abstract: A shift control method and system is disclosed in which the number of shift signals generated within a predetermined time period after a first shift signal is determined and compared to a predetermined number. If the number is equal to or greater than the predetermined number then the shift according to a prior signal must be completed before the next shift is performed. The system includes a control unit and sensors for controlling the transmission according to the disclosed method. The system and method thus prevents or reduces shift shock by ensuring that hydraulic control is properly routed within the transmission.

Abstract: A method for estimating deceleration of a wheeled vehicle during a transmission gear shift. A first input signal indicative of an engine torque and a second signal indicative of an input shaft rotational speed are used to predict the expected vehicle deceleration during a transmission ratio shift to a target gear ratio. An expected vehicle deceleration value is outputted to a shift decision control unit for implementing a transmission gear shift.

Abstract: The invention relates to a method for early recognition of abnormal occurrences in the operation of automatic or automated gearboxes wherein at least one variable Akraftschl. directly or indirectly characterizing the strain on elements which are to be coupled to each other in a non-positive fit is continuously determined after an n-th shift at least until a synchronous rev speed is reached or during a maximum shift period Tmax; wherein the variable Akraftschlüssig characterizing the strain on the elements that are to be coupled is mathematically combined with the time, or if several variables Akraftschlüssig Exist, said variables are mathematically combined with each other and the product of said combination is added up in the form of a variable Wsum; wherein the product thereof is compared with a first pre-definable or defined threshold value Wmax0 Which, if exceeded, defines a state from which damage can be deduced and the shift action is aborted.

Abstract: During an upshift in a full-throttle state, the output of a shift command (Us1) from a control unit is followed by a delay in initiation of an actual shift, due to a delay in increase in oil pressure, a rise in the clutch torque load, etc. A shift initiation (Uj) is determined by comparing the input rotational speed (Ni) with the product of multiplication of the output rotational speed (vehicle speed) (No) by the pre-shift gear ratio. The shift point (Mp1) is learning-corrected based on the shift initiation-time engine rotational speed (NeI). Therefore, false learning is avoided even if the engine races during a shift.

Abstract: A method for controlling hydraulic pressure of an automatic transmission for a vehicle is provided. The automatic transmission has a clutch element engaged by a solenoid pressure to perform speed change. The solenoid pressure is generated by a solenoid that is driven by a solenoid drive current. The method calculates a required clutch engagement pressure and a required solenoid pressure corresponding to the required clutch engagement pressure based on a relationship between the clutch engagement pressure and the solenoid pressure. The method outputs a required solenoid drive current corresponding to the required solenoid pressure based on a relationship between the solenoid pressure and the solenoid drive current. The solenoid outputs the solenoid pressure corresponding to the required solenoid drive current.

Abstract: A transmission control system for controlling a transmission is provided with a shift lever whose position is changeable through a lever-shifting action by a driver selecting a transmission stage to be changed into, a transmission stage detection unit for detecting a new position of the shift lever due to the lever-shifting action, and outputting corresponding signals, and a transmission control unit receiving the signals from the transmission stage detection unit and performing a gear-shifting operation of the transmission, the transmission control unit having therein a time map being of a number of values of permissible time intervals that respectively correspond to all kinds of gear-shifting operations of the transmission, the transmission control unit allowing the currently performed gear-shifting operation to be held only during a corresponding permissible time interval set in the time map in a case that it receives another transmission shift request while the gear-shifting operation is currently being p

Abstract: A decision is made as to whether a vehicle is traveling in an uphill traveling mode or in a downhill traveling mode with reference to an incremental running resistance &Dgr;R determined on the basis of a running resistance that will act on the vehicle while the vehicle is traveling in a flat road traveling mode. A desired traction Fd for a full-open throttle state in which a throttle valve is fully open is set if the vehicle is in the uphill traveling mode by using the incremental running resistance &Dgr;R, and a desired traction Fd for a full-closed throttle state in which the throttle valve is fully closed is set if the vehicle is in the downhill traveling mode by using the incremental running resistance &Dgr;R. The desired traction Fd and an achieved traction F(t) in the full-open throttle state at a present traveling speed V are compared if the vehicle is in the uphill traveling mode.

Abstract: If oil temperature is equal to or higher than a predetermined temperature and if accelerator opening change rate is equal to or higher than a predetermined change rate upon detection of a downshift instruction, an ECT-ECU sets modes corresponding to conditions for determination period calculation processings, hydraulic-pressure temporal change rate calculation processings, and torque adjustment amount calculation processings, respectively. By performing downshift on the basis of a determination period, a hydraulic-pressure temporal change rate, and a torque adjustment amount corresponding to a set mode, the ECT-ECU improves gear-shift responsive characteristics and restrains the occurrence of a gear-shift shock.

Abstract: A kick-down shift control method for a five-speed automatic transmission comprises: detecting a fifth-to-third or fifth-to-second gear shifting signal; performing fifth-to-fourth gear shifting by performing a duty control on a secondary shift part if the fifth-to-third or fifth-to-second gear shifting signal is detected; determining a starting point of duty control on a release side of a primary shift part, and performing duty control on the release side of the primary shift part; and performing duty control on a coupling part of the primary shift part.

Abstract: A system for controlling an automated mechanical change-gear transmission system including a processing unit for processing inputs according to predetermined logic rules to determine currently engaged and allowably engaged gear ratios and throttle positions, for changing between automatic and semi-automatic transmission modes, for issuing command output signals to non-manually controlled operators, and for temporarily selectively overriding a pre-selected transmission mode if either cruise control or power take off are activated.

Abstract: An automatic transmission (5) converts the output torque of an engine (4) into a drive torque for the vehicle. The automatic transmission (5) is provided with a first gear and a second gear which has a smaller speed reduction ratio than the first gear. The gears are selectively applied according to the vehicle speed and the accelerator pedal depression amount. A controller (3) stores a first map (11, 12) which prescribes the transmission target output torque with the first gear according to the vehicle speed and the depression amount, and a second map (12, 13) which prescribes the transmission target output torque with the second gear according to the vehicle speed and the depression amount. The first map applies a larger transmission target output torque than the second map at a given vehicle speed and depression amount. The transmission target output torque is calculated by looking up either of these maps corresponding to the gear applied by the automatic transmission (5).

Abstract: The upshift and downshift timing of an automatic transmission (5) is set with a predetermined hysteresis in response to the vehicle speed and the depression amount of the accelerator pedal (25). When the accelerator pedal (25) is depressed in a hysteresis region before a downshift, the output torque of the automatic transmission (5) is saturated before the depression amount takes a maximum value. As a result, even when depressing the accelerator pedal (25) further, increases do not result in the output torque of the automatic transmission (5). When the depression amount is less than a predetermined value, this invention sets the rate of increase in the target output torque of the automatic transmission (5) to a value which is smaller than the rate of increase when the depression amount is greater than the predetermined value.

Abstract: A drive line assembly for a work machine is disclosed. The drive line assembly includes an engine driving an engine output shaft and an engine speed sensor which generates engine speed signals indicative of a speed of the engine output shaft. The drive line assembly further includes a fuel injector operable to regulate fuel flow to the engine and a transmission driven by the engine output shaft and having a number of gear ratios. The drive line assembly yet further includes a controller operable to store a predetermined maximum efficiency curve of engine speed versus torque output and determine the engine speed from the engine speed signals. The controller is further operable to limit the fuel flow the fuel injector supplies to the engine to cause the engine to operate along the predetermined maximum efficiency curve for the engine speed. The controller is yet further operable to control shift points between the number of gear ratios based on the predetermined maximum efficiency curve.

Abstract: A shift control apparatus for a continuously variable transmission has a target primary pressure setting unit provided a target primary pressure according to a speed ratio deviation between an actual speed ratio and a target speed ratio; a shift control valve for regulating flow rate of hydraulic oil supplied to the primary cylinder by changing an opening area of the shift control valve according to current supplied to an electromagnetic coil; a primary pressure detecting unit; and a control unit for controlling the speed ratio by correcting a basic current set to be based upon the target primary pressure and supplied to the electromagnetic coil by feeding back the primary pressure detected by the primary pressure detecting unit, so as to have an excellent shift feeling, being able to decrease a fuel consumption by reducing the load of a pump and by quickly shifting to an optimum speed ratio.

Abstract: A method of controlling an automatic transmission of a motor vehicle operating in a automatic speed control speed mode is provided. The first step in the method is measuring the torque output of the engine. A torque load acting on the transmission in a first gear is then determined. A maximum torque capable of being produced by the engine is then predicted. A torque output of the transmission in a second gear is then determined based upon the predicted maximum torque capable of being produced by the engine. A transmission shift from the first gear to the second gear is then allowed if the determined torque output of the transmission in the second gear is greater than the torque load of the transmission in a first gear.

Abstract: A standby phase target time is determined with reference to a table according to a read engine load and vehicle speed. A standby phase real time is then measured, and a learning correction value is calculated and stored. In a next shifting operation, a value that is found by adding the learning correction value to a hydraulic pressure command value in the previous shifting operation is used as a new hydraulic pressure command value. This learning correction is performed in small regions where the vehicle speed increases with the throttle opening being substantially constant. This accurately compensates a change in characteristics of a hydraulic system without being affected by a rapid change in torque or the like.

Abstract: Proposed is a method for the control of an automatic transmission of a motor vehicle driven by an internal combustion engine with an exhaust gas catalyst. For the purpose a more rapid warm-up of the catalyst, a warm-up shift program (E4) is input into an electronic transmission module, with characteristic curves for a gear change at higher motor speeds of rotation (nmot) than have been input for the operating temperature of the catalyst, which method is initiated when, via a temperature sensor, a call for a warm-up phase of the internal combustion is signaled. The warm-up shift-program (F4) remains activated until a value (WLPR), which is equivalent to the quantity of exhaust gas flowing through the catalyst, reaches that value predetermined as the threshold value (WLPRE).

Abstract: Specific shift positions of an electrically actuated vehicle transmission, such as first to fifth, neutral and reverse gears, are detected by monitoring one or more characteristic electrical variables, e.g., actuator currents, during a shift movement of the transmission and by correlating increased or decreased levels of current with the arrival at or passage through the specific shift positions.

Abstract: A modular electronic control system for a geared multiple-ratio transmission wherein pressure profiles for each ratio shift actuator are used to provide seamless transitions during both positive and negative engine torque conditions to improve shift feel and responsiveness to ratio change commands. The system provides shift staging for sequenced shifts between ratios as well as for so-called “change-of-mind” shifts in which a sequence shift is interrupted as a new destination gear is introduced. A constant ratio change occurs during sequenced shifts. A change-of-mind shift can be performed directly where the new destination gear is commanded immediately. Independent pressure profiles for each clutch involved in a commanded shift are used to accommodate various types of shifts.

Abstract: A controller 10 calculates a target drive force based on an accelerator pedal operation amount and a vehicle speed. A delay speed ratio which varies with a delay with respect to the actual speed ratio is calculated by applying a delay process on the actual speed ratio of the transmission 2. While the actual speed ratio is undergoing variation, a target engine torque is calculated by dividing the target drive force by the delay speed ratio. The torque of the engine 1 is controlled so that the torque of the engine 1 coincides with the target engine torque. In this manner, it is possible to suppress shift shocks by eliminating sharp variation of the target engine torque during actual speed change.

Abstract: A shift control method and system is disclosed in which the number of shift signals generated within a predetermined time period after a first shift signal is determined and compared to a predetermined number. If the number is equal to or greater than the predetermined number then the shift according to a prior signal must be completed before the next shift is performed. The system includes a control unit and sensors for controlling the transmission according to the disclosed method. The present invention thus prevents or reduces shift shock by ensuring that hydraulic control is properly routed within the transmission.

Abstract: Friction clutches 203, 204 and engaging clutches 19, 20, 21 are arranged between an input shaft and an output shaft of a gear type transmission having a plurality of gear trains. A power train unit 100 controls an output shaft torque and an input rotation speed of the transmission during changing speed by estimating or detecting input a torque to the transmission, and detecting an output rotation speed of the transmission, and setting a target shift torque during shifting gear, and setting a command value to the friction clutches 203 and 204 from the target shift torque and the input torque.

Abstract: The disclosed automatic transmission controller is capable of changing shift timing set for non-flat roads in correspondence to a judged driver type. The automatic transmission controller executes a driver type judging routine SUB2 to generate a judgment output related to the driver type by monitoring the driving of the vehicle and judges the driver type based on the judgment output. Shift timing is changed in running a non-flat road to correspond to the judged driver type. The shift timing in running the non-flat road may be changed by changing from an uphill slope mode 1 shift map to an uphill slope mode 2 shift map corresponding to the driver type or by increasing an upshift inhibiting section of a single map.

Abstract: A process and arrangement for the control of an automated gearbox upon kickdown by determining possible gear combinations for changedown, calculating the acceleration in the prevailing conditions for each gear combination and the related acceleration times. The acceleration times for the possible gear combinations are compared and a signal is emitted to the gearbox for changing to the gear combination which results in the shortest acceleration time.

Abstract: An improved powertrain control minimizes output torque disturbances due to garage shifting. Under certain predefined conditions, garage shifts to the forward or Drive range are carried out by initially commanding a shift to an upper forward gear ratio having a relatively low torque advantage, and then commanding a shift from the upper forward gear ratio to a lower forward ratio that is ordinarily used to launch the vehicle. The shift from the upper gear ratio to the lower gear ratio is initiated when the initial shift is substantially complete or when a predetermined period of time has elapsed since shift initiation. Engine management controls are also used to reduce the transmission input torque during garage shifts to both forward and reverse ranges.

Abstract: A driving force control apparatus is configured to prevent degradation of acceleration performance and the occurrence of large torque shock when shifting from the non-execution to the execution of a driving force control operation. A first target driving force is selected when the driving force control operation is being executed and a second target driving force is selected when the driving force control operation is not being executed. When shifting from the execution to the non-execution, the shifting target driving force is calculated such that the driving force shifts slowly. When accelerating from rest or a slow speed, the speed at which the driving force control operation shifts into the execution mode is increased as the accelerator position becomes larger.

Abstract: A system and method of optimizing fuel economy for an automobile is provided. Driver torque request input data is received and is accumulated over a period of time to generate accumulated torque request data. Torque data is extracted from the accumulated torque request data. The torque data is processed to generate driver habit data from the torque data. The driver habit data is stored and used to optimize fuel economy.

Abstract: In the method for kick-down switching speed optimization in a motor vehicle with an automatic transmission, the kick-down upshift point is determined as a function of the load conditions and the road inclination in each case.

Abstract: An automatic shift-down apparatus for an automatic transmission which comprises vehicle speed detection device for detecting the speed of a vehicle; vehicle-speed variation rate calculation device for calculating the variation rate of the detected vehicle speed; shift-start vehicle speed calculation device for calculating, on the basis of the calculated vehicle-speed variation rate and a time required to complete a shift operation, a shift-start vehicle speed which enables the shift operation to finish before the vehicle speed attains a shift-completion speed; and a shift device which starts a shift operation when the detected vehicle speed attains the calculated shift-start vehicle speed.

Abstract: A system for controlling an automatic transmission of a vehicle, wherein a pressure to be supplied to the hydraulic clutch of a target gear is determined based on a desired value of acceleration of gravity acting in the longitudinal direction of the vehicle and other parameters including an engine torque, thereby decreasing the shift shock effectively, while ensuring to finish the shift within an expected period of time. Moreover, the engine torque is estimated using a parameter indicative of inertia torque used for raising the engine speed. With this, it becomes possible to determine the engine torque inputted to the transmission, thereby decreasing the shift shock more effectively.

Abstract: In an automatic transmission performing change-over of a first engaging element and a second engaging element between two gear positions, for example between the fourth gear and the fifth gear, an oil pressure command value A to one of these two engaging elements is retained as a current value “a” and an oil pressure command value B to the other of these two engaging elements is retained as a current value “b” and at the same time the calculation of a calculation value of a downshift form the fifth gear is started when a target gear position changes to the fourth gear or lower during upshift between the two gear positions. When downshift calculation values Ad, Bd reach the retained values “a”, “b”, the oil pressure command values A, B are switched to the downshift calculation values.

Abstract: A shift control method and a system thereof of an automatic transmission equipped with a manual shift lever apply a modified shift pattern when a vehicle driving state satisfies a predetermined condition for changing a shift pattern during driving in a second speed range “22”. This allows shifting to be managed suitably when a vehicle is either in a heavy-load state or a base state.

Abstract: A system for controlling an automatic transmission of a vehicle which determines a downgrade or upgrade parameter based on the vehicle acceleration and selects one from among a plurality of shift programs based on the determined grade parameter to determine a gear ratio based on the selected shift program. The system includes a navigation system which determines the instantaneous vehicle position and outputs road information including upgrade/downgrade condition of road including the determined instantaneous vehicle position. In the system, the grade parameter is corrected based on the navigation information and the grade parameter such that the one from among a plurality of shift programs is selected based on the corrected grade parameter, thereby enhancing drivability during downgrade running, without being affected even if the navigation information is temporarily invalid.

Abstract: The controller for a drive train, with engine and transmission controllers has: a detection circuit with which respective driving situations of the motor vehicle and driver's characteristics are determined, and a control device for the clutch which, when the motor vehicle starts, is adapted to the driving situation which is determined and/or the driver's characteristics. When the motor vehicle starts (accelerates from standstill), the control device transfers, to the engine controller, signals with which the engine speed is stored according to stored characteristic curves.

Abstract: The present invention relates to a method for determining a maximum performance gear for an automobile when performing acceleration/deceleration maneuvers and a system for enhancing a motor vehicle's gear indicator capabilities. More specifically, the present invention relates to a method for determining the optimal gear for operation of a manual transmission by obtaining vehicle speed and engine speed data and filtering such data through a mathematical filter implemented by a microprocessor. The application of the filter that may be adjusted throughout vehicle usage to optimize gear and transmission operability.

Abstract: A method of determining shift points in a step gear transmission system to maximize fuel economy is disclosed. In operation, the method uses fuel economy data from a first gear ratio to determine a first series of constant fuel consumption curves for the first gear ratio. The method then uses fuel economy data from a second gear ratio to determine a second series of constant fuel consumption curves for the second gear ratio. Next, the method determines points of intersection where a respective fuel consumption curve for the first gear ratio intersects its corresponding fuel consumption curve for the second gear ratio. A decision curve is generated from the points of intersection.

Abstract: A shifting apparatus is disclosed for use with an automatic transmission that is situated within a closely confined area within a vehicle. The transmission is of the type that includes an externally mounted shift position select lever that shifts the transmission from a present transmission shift position to a desired transmission shift position. The shifting apparatus includes an operator input means adapted to be mounted in the passenger compartment. It also includes a motor drive assembly adapted to be mounted within the vehicle at a location remote from the closely confined area. Through a flexible cable, the motor drive assembly engages the shift position select lever to impart rotational movement thereon to shift the transmission to a desired shift position.