Abstract:
Disclosed herein is a report on a drivetrain specifically designed to operate in conjunction with the Extreme-Travel Independent Suspension System. In a prior disclosure, we introduced a drivetrain concept derived from the unique configuration of the suspension system. The concept defines several elements, one element is a gearbox that is fabricated into the frame, the gearbox being called the reverse power coupler. Other elements of the concept include a differential mounted offset power coupler and differential housing assemblies. The drivetrain cooperates with the suspension configuration of upper and lower leading and trailing links thereby retaining the suspension system&#39;s fundamental properties--handling quality like a double A-arm independent suspension system and travel and articulation capabilities similar to Ford&#39;s Twin I-Beam front suspension system. This report integrates the elements introduced in the prior disclosure with novel mechanistic features of the drivetrain. The features concentrate on the means by which power is transmitted from a differential housing to the wheels. Included in the features are the operations of the elements and the association of the elements with short and long axle shafts. The axle shafts serve as the principle conduits for transmitting power from one element to another.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    This application expounds on the drivetrain specifically designed to operate in conjunction with the Extreme-Travel Independent Suspension System. The suspension system and drivetrain are covered in U.S. patent application Ser. Nos. 14/059,062 and 14/087,552, respectively. 
     
    
     STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT 
       [0002]    Not Applicable 
       REFERENCE TO SEQUENCE LISTING, A TABLE, OR A COMPUTER PROGRAM LISTING COMPACT DISC APPENDIX 
       [0003]    Not Applicable 
       BACKGROUND OF THE INVENTION 
       [0004]    Disclosed in patent application Ser. No. 14/059,062 is a novel independent suspension concept that is a type of double A-arm suspension configuration derived from Ford&#39;s Twin I-Beam front suspension system. In connection with our investigation of the suspension concept, we sought a means of transmitting power from a powertrain to the wheels. In order to accommodate the long travel and articulation capabilities of the concept&#39;s link configuration, we developed a drivetrain comprised of unique gearboxes and differential housing assemblies. A preliminary draft of the drivetrain is disclosed in U.S. patent application Ser. No. 14/087,552, the application being filed on Dec. 26, 2013. 
         [0005]    Given the upper and lower leading links included in the suspension system disclosed in patent application Ser. No. 14/059,062, the drivetrain in the draft is based on a design that involves a means for receiving power at the one frame side and then delivering that power to the wheel opposite the one frame side, the one frame side serving to locate the first ends of the upper and lower leading links. The means refers to a type of gearbox that cooperates with one and the other axle shafts whereby the first and second ends on the other axle shaft are aligned with those on the upper and lower leading links: the one axle shaft transmits power from the differential housing to the gearbox; then the other axle shaft transmits power from the gearbox to the wheel opposite the one frame side, the transmission of power is enabled by the alignment. 
         [0006]    Reported herein is an elaboration of the draft. The draft defines elements of the drivetrain, the elements include reverse power couplers, an offset power coupler, and differential housing assemblies. The report covers the elements and discloses the transmission of power from a powertrain to the wheels; and in particular defines the mechanisms by which power is transmitted within an element and from one element to another, the mechanisms of which are absent in both the draft and art. 
       BRIEF SUMMARY OF THE INVENTION 
       [0007]    The present invention represents a drivetrain which integrates the elements disclosed in a prior application with the mechanisms of power transmission. Elements include reverse power couplers, an offset power coupler, differential housing assemblies, and axle shafts. The reverse power coupler and offset power coupler are each a type of gearbox comprised of internal and external components. Operable interactions of the internal components enable power to be transmitted from one element to another. The differential housing assemblies serve to position the differential housings in the frame. The axle shafts serve as conduits for passing power from one element to another. 
         [0008]    The present invention also represents a drivetrain that: 
         [0009]    is specifically designed to operate in conjunction with the suspension system disclosed in U.S. patent application Ser. No. 14/059,062; 
         [0010]    expounds on the drivetrain disclosed in U.S. patent application Ser. No. 14/087,552, the application being the parent of the present invention; 
         [0011]    possesses frame-mounted reverse power couplers. Each coupler comprises internal and external components: the internal components include chains, gears, and input and output shafts; while the external components include the input and output shafts and upper and lower leading link mounting brackets whereby the shafts protrude out of the gearbox such that the shafts and mounting brackets occupy the same side of the gearbox. Each coupler is fabricated in a manner such that it is an integral part of the front and rear ends of each frame side, the internal components being located inside the frame side; 
         [0012]    possesses an offset power coupler. The coupler comprises internal and external components: the internal components include chains, gears, and input and output shafts; while the external components include the input and output shafts whereby the shafts protrude out of the gearbox such that they occupy opposite sides of the gearbox. The offset power coupler is directly connected to the front differential housing by adapting the output shaft to the pinion shaft of the front differential housing. The connection enables the input shaft to be aligned with the first output shaft of the transfer case whereby the alignment minimizes the angulation of the flexible joints on the front drive shaft thereby facilitating the smooth, efficient, and vibration-free transmission of power from the transfer case to the offset power coupler; 
         [0013]    possesses differential housing assemblies whereby each assembly consists of a differential housing, mounting brackets, and CV-joint flanges. The CV-joint flanges serve as the connection locations between the differential housing and short axle shafts. The mounting brackets act to secure the differential housing to the front and rear ends of the frame, and are oriented so as to position the differential housing mid-way between the driver and passenger reverse power couplers and to facilitate suspension travel during compression; 
         [0014]    possesses axle shafts. A driver short axle shaft transmits power from the front or rear differential housing to the driver reverse power coupler while a passenger long axle shaft transmits power from the driver reverse power coupler to the passenger front or rear wheel, the driver reverse power coupler is located at the front or rear end of driver frame side, respectively. Likewise, a passenger short axle shaft transmits power from the front or rear differential housing to the passenger reverse power coupler while a driver long axle shaft transmits power from the passenger reverse power coupler to the driver front or rear wheel, the passenger reverse power coupler is located at the front or rear end of the passenger frame side, respectively; 
         [0015]    cooperatively interacts with the link configuration of the suspension system. The cooperation is based on the correspondence between the layout of the axle shafts and link configuration; a key feature of the cooperation is the use of long axle shafts with a proper length and of a vertical orientation of the input and output shafts and upper and lower leading link mounting brackets on the reverse power coupler; the key feature enables the flexible joints on one and a second ends of the long axle shaft to be coincident with those on the one ends of the upper and lower leading links and ball joints attached to the top and bottom of the knuckle, respectively, throughout the entire range of suspension travel; 
         [0016]    minimizes un-sprung weight by directly or indirectly mounting the drivetrain components to the frame thereby ensuring that the suspension system retains the handling quality like an independent suspension system. 
     
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING 
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0017]      FIG. 1  is a front side perspective view of one version of the front driver reverse power coupler; 
           [0018]      FIG. 2  is a front side cut-away view of one version of the front driver reverse power coupler; 
           [0019]      FIG. 3  is a front side view of the internal components for one version of the reverse power coupler; 
           [0020]      FIG. 4  and is a front side perspective view of the one version of the drivetrain and the suspension system for a 4WD vehicle, and is the same as  FIG. 1  in parent application; 
           [0021]      FIG. 5  is a top plan view thereof, and is the same as  FIG. 2  in parent application; 
           [0022]      FIG. 6  is a front view of the front suspension system at ride height and one version of the drivetrain thereof, and is the same as  FIG. 3  in parent application; 
           [0023]      FIG. 7  is a front view of the front suspension system articulated and second version of the drivetrain thereof, and is the same as  FIG. 4  in parent application; 
           [0024]      FIG. 8  is a front side perspective view of a second version of the front driver reverse power coupler; 
           [0025]      FIG. 9  is a front side cut-away view of a second version of the front driver reverse power coupler; 
           [0026]      FIG. 10  is a front side view of the internal components for a second version of the reverse power coupler; 
           [0027]      FIG. 11  is a front side perspective view of the second version of the drivetrain and the suspension system for a 4WD vehicle; 
           [0028]      FIG. 12  is a top plan view thereof; 
           [0029]      FIG. 13  is a front view of the front suspension system at ride height and second version of the drivetrain thereof; 
           [0030]      FIG. 14  is a front view of the front suspension system articulated and second version of the drivetrain thereof; 
           [0031]      FIG. 15  is a front side perspective view of the offset power coupler; 
           [0032]      FIG. 16  is a front side perspective view of the cut-away offset power coupler; 
           [0033]      FIG. 17  is a front side perspective view of the internal components for an offset power coupler; 
           [0034]      FIG. 18  is a rear side perspective view of the front differential housing; 
           [0035]      FIG. 19  is a perspective view of the adaptation between the output shaft of the offset power coupler and pinion shaft of the front differential housing; 
           [0036]      FIG. 20  is a side view of the parts to the driver or passenger CV-joint flange; 
           [0037]      FIG. 21  is a top view of the driver or passenger CV-joint flange; 
           [0038]      FIG. 22  is a side perspective view of the driver or passenger CV-joint flange; 
           [0039]      FIG. 23  is a perspective view of the parts to the differential housing mounting bracket; 
           [0040]      FIG. 24  is a passenger side perspective view of the front differential housing assembly; 
           [0041]      FIG. 25  is a passenger side perspective view of the rear differential housing assembly. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0042]    The present invention is directed to a drivetrain which is operably installed with the front and rear independent suspension systems disclosed in U.S. patent application Ser. No. 14/059,062, each suspension system is based on a type of double A-arm suspension configuration derived from Ford&#39;s Twin I-Beam front suspension system. Reported herein is the integration of the elements disclosed in U.S. patent application Ser. No. 14/087,552 with novel mechanistic features that define power transmission within and among those elements, the application being filed on Dec. 26, 2013. 
         [0043]    Referring now to the drawings, a drivetrain for a four-wheel drive vehicle is schematically shown: some of the drawings show the drivetrain installed within a frame  10  and interactively associated with a powertrain and suspension system while others show details of the drivetrain. Elements of the drivetrain includes the front driver and passenger reverse power couplers  17  and  18 , rear driver and passenger reverse power couplers  19  and  20 , offset power coupler  16 , and front and rear differential housing assemblies. The powertrain includes an engine  11 , transmission  12 , and transfer case  13 . 
         [0044]    Each reverse or offset power coupler  17 - 20  or  16  is a gearbox comprised of internal and external components. The reverse power coupler  17 - 20  is a flexible gearbox. The components of the reverse power coupler  17 - 20  depend on the purpose of the reverse power coupler  17 - 20 . Two possible versions of the reverse power coupler  17 - 20  are described below. The first version utilizes a design in which all components are located next to an aperture. This way, the size of the aperture can be large thereby optimizing suspension compression. The second version utilizes a design in which some of the components are located next to the aperture while an input shaft is located above the aperture. This way, the input shaft can be aligned with a CV-joint flange thereby optimizing efficient operation of a short axle shaft. 
         [0045]    Components of the front or rear differential housing assembly include the front or rear differential housing  14  or  15 , driver and passenger differential housing mounting brackets  51  and  52 , and driver and passenger CV-joint flanges  72  and  73 , respectively. 
         [0046]    The means for transmitting power from one drivetrain or powertrain element to another include the front and rear drive shafts  21  and  22 , front driver and passenger short axle shafts  23  and  24 , front driver and passenger long axle shafts  25  and  26 , rear driver and passenger short axle shafts  27  and  28 , and rear driver and passenger long axle shafts  29  and  30 , respectively. The layout of the axle shafts cooperates with the configuration of the suspension system. The configuration includes the driver upper and lower leading links  31  and  32 , passenger upper and lower leading links  33  and  34 , driver upper and lower trailing links  35  and  36 , and passenger upper and lower trailing links  37  and  38 , respectively. The layout and configuration comply with the structure of the frame  10 . The frame  10  includes driver and passenger frame sides. Each frame side comprises two apertures whereby each aperture is a rectangular shaped open space that is fabricated into the front and rear ends of each frame side. The shape represents three straight edges--a horizontal edge and one and a second vertical edges. The horizontal edge is positioned at the top between one and the second vertical edges, the one vertical edge being closer to the front or rear end of each frame side than is the second vertical edge. 
         [0047]    Referring to  FIGS. 2 and 3 , there is illustrated the internal components of one version of each reverse power coupler, each reverse power coupler being exemplified by the front driver reverse power coupler  17 : 
         [0048]    The internal components are able to be three gears, input shaft  63 , and output shaft  64  whereby each gear has teeth. The first and second gears  56  and  57  are connected to the input and output shafts  63  and  64 , respectively. The connection between the first gear  56  and input shaft  63  or second gear  57  and output shaft  64  enables the first gear  56  and input shaft  63  or second gear  57  and output shaft  64  to act as a single unit, respectively. Each unit and a third gear  58  are rotationally affixed to the inside of the gearbox. The rotational affixments of each unit and third gear  58  enable the teeth on the first and second gears  56  and  57  to contact those on the third gear  58 . The contact of the teeth on the first or second gear  56  or  57  with those on the third gear  58  depicts a rotational interaction between the first or second gear  56  or  57  and third gear  58 . The rotational interactions between the first and third gears  56  and  58  and between the second and third gears  57  and  58  enable power to be transmitted internally from the first gear  56  and input shaft  63  unit to the third gear  58 , then from the third gear  58  to the second gear  57  and output shaft  64  unit; i.e., from the input shaft  63  to the output shaft  64 . 
         [0049]    Referring to  FIGS. 9 and 10 , there is illustrated the internal components of a second version of each reverse power coupler, each reverse power coupler being exemplified by the front driver reverse power coupler  17 : 
         [0050]    The internal components include horizontal and vertical gearsets, input shaft  63 , output shaft  64 , and connector shaft  65 . Each gearset is comprised of a chain and two gears whereby each chain has links while each gear has teeth. The chain and two gears in the horizontal gearset are the one chain  61  and first and second gears  56  and  57  while the chain and two gears in the vertical gearset are the second chain  62  and top and bottom gears  59  and  60 , respectively. The horizontal gearset is oriented horizontally while the vertical gearset is oriented vertically whereby the horizontal gearset is positioned above the vertical gearset such that the second gear  57  is next to the top gear  59 . The first gear  56  is connected to the input shaft  63 , the bottom gear  60  is connected to the output shaft  64 , and the second gear  57  and top gear  59  are connected to the connector shaft  65 . The connection between the first gear  56  and input shaft  63 , bottom gear  60  and output shaft  64 , or second gear  57 , top gear  59 , and connector shaft  65  enables the first gear  56  and input shaft  63 , bottom gear  60  and output shaft  64 , or second gear  57 , top gear  59 , and connector shaft  65  to act as a single unit, respectively. The horizontal gearset includes the first gear  56  and input shaft  63  unit and second gear  57 , top gear  59 , and connector shaft  65  unit while the vertical gearset includes the second gear  57 , top gear  59 , and connector shaft  65  unit and bottom gear  60  and output shaft  64  unit. Each unit is rotationally affixed to the inside of the gearbox. The first gear  57  and input shaft  63  unit is spatially separated from the second gear  57 , top gear  59 , and connector shaft  65  unit such that the teeth on the first gear  56  do not contact those on the second gear  57  while the one chain  61  is positioned around the first and second gears  56  and  57  such that the links on the one chain  61  are able to contact the teeth on the first and second gears  56  and  57 . The second gear  57 , top gear  59 , and connector shaft  65  unit is spatially separated from the bottom gear  60  and output shaft  64  unit such that the teeth on the top gear  59  do not contact those on the bottom gear  60  while the second chain  62  is positioned around the top and bottom gears  59  and  60  such that the links on the second chain  62  are able to contact the teeth on the top and bottom gears  59  and  60 . The contact between the links on the one chain  61  and teeth on the first and second gears  56  and  57  depicts a rotational interaction between the one chain  61  and first and second gears  56  and  57  while the contact between the links on the second chain  62  and teeth on the top and bottom gears  59  and  60  depicts a rotational interaction between the second chain  62  and top and bottom gears  59  and  60 . The rotational interactions between the one chain  61  and first and second gears  56  and  57  and between the second chain  62  and top and bottom gears  59  and  60  enable power to be transmitted internally from the first gear  56  and input shaft  63  unit to the second gear  57 , top gear  59 , and connector shaft  65  unit, then from the second gear  57 , top gear  59 , and connector shaft  65  unit to the bottom gear  60  and output shaft  64  unit; i.e., from the input shaft  63  to the output shaft  64 . 
         [0051]    Referring to  FIGS. 1 and 8 , there is illustrated the external components of each reverse power coupler, each reverse power coupler being exemplified by the front driver reverse power coupler  17 : 
         [0052]    The external components include the input and output shafts  63  and  64  and upper and lower leading link mounting brackets  53  and  54 . The input and output shafts  63  and  64  protrude out of the gearbox while the upper and lower leading link mounting brackets  53  and  54  are affixed to an outer surface of the gearbox. All external components are positioned on the same side of the gearbox. 
         [0053]    Referring to  FIGS. 4-7 and 11-14 , there is illustrated the location of each reverse power coupler: 
         [0054]    The front driver or passenger reverse power coupler  17  or  18  is incorporated into the front driver or passenger frame side proximate the front driver or passenger wheel (not shown) in a manner such that the front driver or passenger reverse power coupler  17  or  18  is an integral part of the front driver or passenger frame side while the rear driver or passenger reverse power coupler  19  or  20  is incorporated into the rear driver or passenger frame side proximate the rear driver or passenger wheel (not shown) in a manner such that the rear driver or passenger reverse power coupler  19  or  20  is an integral part of the rear driver or passenger frame side whereby the internal components are located inside the frame side, respectively. 
         [0055]    Referring to  FIGS. 2 and 3 , there is illustrated the incorporation of the components of the one version of each reverse power coupler, each reverse power coupler being exemplified by the front driver reverse power coupler  17 : 
         [0056]    The incorporation is implemented in a manner such that the internal and external components are positioned either next to the second vertical edge of the aperture on the driver frame side in a vertical orientation or next to the one vertical edge of the aperture on the passenger frame side in a vertical orientation. The vertical orientation of the external components in descending order is the input shaft  63  is the top component, followed by the upper leading link mounting bracket  53 , then the output shaft  64 , and then the lower leading link mounting bracket  54  is the bottom component. Each shaft  63  or  64  and mounting bracket  53  or  54  project inward towards the engine bay. 
         [0057]    The vertical orientation of the external components replicates the manner in which the upper and lower leading link mounting brackets  53  and  54  are affixed to the frame sides in the suspension system disclosed in the patent application Ser. No. 14/059,062, that manner being a vertical top and bottom orientation of the upper and lower leading link mounting brackets  53  and  54 , respectively. Travel of the links is aided with the aperture. The aperture is fabricated: (a) into the front end of the driver or passenger frame side in a manner such that the front driver or passenger upper and lower leading links  31  and  32  or  33  and  34  and front driver or passenger long axle shaft  25  or  26  can travel upward into the aperture, and (b) into the rear end of the driver or passenger frame side in a manner such that the rear driver or passenger upper and lower leading links  31  and  32  or  33  and  34  and rear driver or passenger long axle shaft  29  or  30  can travel upward into the aperture, respectively. Upward travel occurs during suspension compression and acts to enhance the travel capability of the suspension system. 
         [0058]    Referring to  FIGS. 9 and 10 , there is illustrated the incorporation of the components of the second version of each reverse power coupler, each reverse power coupler being exemplified by the front driver reverse power coupler  17 : 
         [0059]    The incorporation is implemented in a manner such that: (a) the horizontal gearset is positioned above the aperture in a horizontal orientation whereby the second gear  57 , top gear  59 , and connector shaft  65  unit is located at the upper corner of the aperture either next to the horizontal and second vertical edges of the aperture on the driver frame side or next to the horizontal and one vertical edges of the aperture on the passenger frame side while the first gear  56  and input shaft  63  unit is located above the aperture such that the input shaft  63  is aligned with the driver or passenger CV-joint flange  72  or  73 ; and (b) the vertical gearset and other external components are positioned either next to the second vertical edge of the aperture on the driver frame side in a vertical orientation or next to the one vertical edge of the aperture on the passenger frame side in a vertical orientation. The vertical orientation of the other external components in descending order is the upper leading link mounting bracket  53  is the top component, followed by the output shaft  64 , and then the lower leading link mounting bracket  54  is the bottom component. 
         [0060]    The alignment refers to a line that passes through the input shaft  63  and driver or passenger CV-joint flange  72  or  73 . Each shaft  63  or  64  and mounting bracket  53  or  54  project inward towards the engine bay. The vertical orientation of the other external components replicates the manner in which the upper and lower leading link mounting brackets  53  and  54  are affixed to the frame sides in the suspension system disclosed in the patent application Ser. No. 14/059,062. 
         [0061]    Referring to  FIGS. 15-17 , there is illustrated the components of the offset power coupler  16 : 
         [0062]    The internal components include the chain  68 , first and second gears  66  and  67 , input shaft  69 , and output shaft  70  whereby the chain  68  has links and each gear has teeth. The first and second gears  66  and  67  are connected to the input and output shafts  69  and  70 , respectively. The connection between the first gear  66  and input shaft  69  or second gear  67  and output shaft  70  enables the first gear  66  and input shaft  69  or second gear  67  and output shaft  70  to act as a single unit, respectively. Each unit is rotationally affixed to the inside of the gearbox. The first gear  66  and input shaft  69  unit is spatially separated from the second gear  67  and output shaft  70  unit such that the teeth on the first gear  66  do not contact those on the second gear  67  while the chain  68  is positioned around the first and second gears  66  and  67  such that the links on the chain  68  are able to contact the teeth on the first and second gears  66  and  67 . The contact between the links on the chain  68  and teeth on the first and second gears  66  and  67  depicts a rotational interaction between the chain  68  and first and second gears  66  and  67 . The rotational interaction between the chain  68  and first and second gears  66  and  67  enables power to be transmitted internally from the first gear  66  and input shaft  69  unit to the second gear  67  and output shaft  70  unit; i.e., from the input shaft  69  to the output shaft  70 . 
         [0063]    The external components include the input and output shafts  69  and  70  whereby the input and output shafts  69  and  70  protrude out of and occupy opposite sides of the gearbox. 
         [0064]    Referring to  FIGS. 5, 12, 18, and 19 , there is illustrated the location of the offset power coupler  16 : 
         [0065]    The offset power coupler  16  is directly connected to the front differential housing  14  such that the output shaft  70  of the offset power coupler  16  is adapted to the pinion shaft  71  of the front differential housing  14 . The adaptation refers to the output shaft  70  being located inside the shaft end of the pinion shaft  71 . The front differential housing  14  is located at the front end of the frame  10  thereby locating the offset power coupler  16  at the front end of the frame  10 . 
         [0066]    Referring to  FIGS. 18, and 20-25 , there is illustrated the components of the front or rear differential housing assembly: 
         [0067]    The driver and passenger sides of the front or rear differential housing  14  or  15  are machined and then attached to the driver and passenger CV-joint flanges  72  and  73 , respectively. On the front differential housing  14 , the driver and passenger CV-joint flanges  72  and  73  pivotally connect the front differential housing  14  to the front driver and passenger short axle shafts  23  and  24 , while on the rear differential housing  15 , the driver and passenger CV-joint flanges  72  and  73  pivotally connect the rear differential housing  15  to the rear driver and passenger short axle shafts  27  and  28 , respectively. 
         [0068]    The driver or passenger differential housing mounting bracket  51  or  52  consists of a semi-circular flat steel plate  74  and one and a second steel strips  75  and  76 . The plate  74  has a large hole  77  whereby the hole  77  is located at the center of the plate  74 . The hole  77  is slightly larger than the driver or passenger CV-joint flange  72  or  73  such that the plate  74  can be passed over the driver or passenger CV-joint flange  72  or  73  and attached directly to the driver or passenger side of the: (a) front differential housing  14 , or (b) rear differential housing  15 , respectively. One and the second strips  75  and  76  each have a first and second ends: the first end of one strip  75  is attached to the plate  74  on one side of the hole  77  while the first end of the second strip  76  is attached to the plate  74  on a side of the hole  77  opposite the one side; whereas, the second end of one strip  75  is attached next to the one vertical edge bordering the aperture while the second end of the second strip  76  is attached next to the second vertical edge bordering the aperture. The aperture is located at the: (a) front driver or passenger frame side, or (b) rear driver or passenger frame side. 
         [0069]    Referring to  FIGS. 5 and 12 , there is illustrated the location of the front or rear differential housing assembly: 
         [0070]    The plate  74  and second ends of one and the second strips  75  and  76  for the driver or passenger differential housing mounting bracket  51  or  52  are able to be the plate end and strip ends such that the driver and passenger differential housing mounting brackets  51  and  52  are attached to the driver and passenger sides of the front differential housing  14  on the plate ends and to the front driver and passenger frame sides on the strip ends, respectively. The attachments secure the front differential housing  14  to the front end of the frame  10 ; and, the securement of the front differential housing  14  to the front end of the frame  10  locates the front differential housing assembly at the front end of the frame  10 . 
         [0071]    One and the second strips  75  and  76  for the driver and passenger differential housing mounting brackets  51  and  52  are oriented within the front end of the frame  10  in a manner such that: (a) the front differential housing  14  is positioned mid-way between the front driver and passenger reverse power couplers  17  and  18  with the driver and passenger CV-joint flanges  72  and  73  occupying a vertical plane that passes through the apertures and front driver and passenger wheels, and (b) an open space is created between one and the second strips  75  and  76  thereby enabling the underlying front driver or passenger upper and lower leading links  31  and  32  or  33  and  34  and front driver or passenger long axle shaft  25  or  26  to travel upward between one and the second strips  75  and  76  and into the aperture when the suspension compresses. The apertures or aperture are located in the front driver and passenger frame sides or front driver or passenger frame side, respectively. 
         [0072]    The plate  74  and second ends of one and the second strips  75  and  76  for the driver or passenger differential housing mounting bracket  51  or  52  are able to be the plate end and strip ends such that the driver and passenger differential housing mounting brackets  51  and  52  are attached to the driver and passenger sides of the rear differential housing  15  on the plate ends and to the rear driver and passenger frame sides on the strip ends, respectively. The attachments secure the rear differential housing  15  to the rear end of the frame  10 ; and, the securement of the rear differential housing  15  to the rear end of the frame  10  locates the rear differential housing assembly at the rear end of the frame  10 . 
         [0073]    One and the second strips  75  and  76  for the driver and passenger differential housing mounting brackets  51  and  52  are oriented within the rear end of the frame  10  in a manner such that: (a) the rear differential housing  15  is positioned mid-way between the rear driver and passenger reverse power couplers  19  and  20  with the driver and passenger CV-joint flanges  72  and  73  occupying a vertical plane that passes through the apertures and rear driver and passenger wheels, and (b) an open space is created between one and the second strips  75  and  76  thereby enabling the underlying rear driver or passenger upper and lower leading links  31  and  32  or  33  and  34  and rear driver or passenger long axle shaft  29  or  30  to travel upward between one and the second strips  75  and  76  and into the aperture when the suspension compresses. The apertures or aperture are located in the rear driver and passenger frame sides or rear driver or passenger frame side, respectively. 
         [0074]    The mid-way positioning refers to the front or rear differential housing  14  or  15  occupying a vertical plane that passes through the middle of the frame  10  from the front end to the back end of the frame  10 . 
         [0075]    Referring to  FIGS. 4-7 and 11-14 , there is illustrated the cooperative interaction between the front or rear driver and passenger reverse power couplers  17  and  18  or  19  and  20  and front or rear suspension system, respectively. The driver or passenger upper and lower leading links  31  and  32  or  33  and  34  extend laterally from the front passenger or driver reverse power coupler  18  or  17  to the driver or passenger steering knuckle  43  or  44 , respectively, while the driver or passenger upper and lower leading links  31  and  32  or  33  and  34  extend laterally from the rear passenger or driver reverse power coupler  20  or  19  to the driver or passenger non-steering knuckle  45  or  46 , respectively; whereas the driver or passenger upper and lower trailing links  35  and  36  or  37  and  38  extend longitudinally from a point near the middle of the driver or passenger frame side either to the driver or passenger steering knuckle  43  or  44  or to the driver or passenger non-steering knuckle  45  or  46 , respectively. 
         [0076]    The first end of the driver or passenger upper leading link  31  or  33  is affixed to a flexible joint, the flexible joint is pivotally attached to mounting bracket  53 , mounting bracket  53  is affixed either to the middle of the front passenger or driver reverse power coupler  18  or  17  above the output shaft  64 , or to the middle of the rear passenger or driver reverse power coupler  20  or  19  above the output shaft  64 ; while the first end of the driver or passenger lower leading link  32  or  34  is affixed to a flexible joint, the flexible joint is pivotally attached to mounting bracket  54 , mounting bracket  54  is affixed either to the bottom of the front passenger or driver reverse power coupler  18  or  17  below the output shaft  64 , or to the bottom of the rear passenger or driver reverse power coupler  20  or  19  below the output shaft  64 , respectively. Also each shaft  64  and mounting bracket  53  or  54  project inward towards the engine bay. The first ends of the driver or passenger upper and lower trailing links  35  and  36  or  37  and  38  are affixed to flexible joints, the flexible joints are pivotally attached to mounting brackets  55 , mounting brackets  55  are vertically affixed to the top and bottom of the driver or passenger frame side near its middle, respectively. Also each mounting bracket  55  projects outward away from the engine bay. 
         [0077]    The second ends of the driver or passenger upper leading and trailing links  31  and  35  or  33  and  37  are attached to the driver or passenger upper apex bracket  39  or  41  while the second ends of the driver or passenger lower leading and trailing links  32  and  36  or  34  and  38  are attached to the driver or passenger lower apex bracket  40  or  42 , respectively. The driver or passenger upper and lower apex brackets  39  and  40  or  41  and  42  each contain a ball joint, the ball joints are pivotally attached either to the top and bottom of the driver or passenger steering knuckle  43  or  44 , or to the top and bottom of the driver or passenger non-steering knuckle  45  or  46 , respectively. 
         [0078]    The effect of the length of the front driver or passenger long axle shaft  25  or  26  matching that of the driver or passenger upper and lower leading links  31  and  32  or  33  and  34  cooperates with the effect of the vertical orientation of the output shaft  64  and upper and lower leading link mounting brackets  53  and  54  on the front passenger or driver reverse power coupler  18  or  17  in order to enable both the flexible joint on the first end of the front driver or passenger long axle shaft  25  or  26  to be aligned with the flexible joints on the first ends of the driver or passenger upper and lower leading links  31  and  32  or  33  and  34 , as well as the flexible joint on the second end of the front driver or passenger long axle shaft  25  or  26  to be aligned with the ball joints, the ball joints pivotally attach the driver or passenger upper and lower apex brackets  39  and  40  or  41  and  42  to the top and bottom of the driver or passenger steering knuckle  43  or  44 , the alignments refer to the flexible joint on the first end of the front driver or passenger long axle shaft  25  or  26  occupying a vertical line that passes through the flexible joints on the first ends of the driver or passenger upper and lower leading links  31  and  32  or  33  and  34 , and the flexible joint on the second end of the front driver or passenger long axle shaft  25  or  26  occupying a vertical line that passes through the ball joints, respectively. The alignments are maintained throughout the entire range of suspension travel. 
         [0079]    The effect of the length of the rear driver or passenger long axle shaft  29  or  30  matching that of the driver or passenger upper and lower leading links  31  and  32  or  33  and  34  cooperates with the effect of the vertical orientation of the output shaft  64  and upper and lower leading link mounting brackets  53  and  54  on the rear passenger or driver reverse power coupler  20  or  19  in order to enable both the flexible joint on the first end of the rear driver or passenger long axle shaft  29  or  30  to be aligned with the flexible joints on the first ends of the driver or passenger upper and lower leading links  31  and  32  or  33  and  34 , as well as the flexible joint on the second end of the rear driver or passenger long axle shaft  29  or  30  to be aligned with the ball joints, the ball joints pivotally attach the driver or passenger upper and lower apex brackets  39  and  40  or  41  and  42  to the top and bottom of the driver or passenger non-steering knuckle  45  or  46 , the alignments refer to the flexible joint on the first end of the rear driver or passenger long axle shaft  29  or  30  occupying a vertical line that passes through the flexible joints on the first ends of the driver or passenger upper and lower leading links  31  and  32  or  33  and  34 , and the flexible joint on the second end of the rear driver or passenger long axle shaft  29  or  30  occupying a vertical line that passes through the ball joints, respectively. The alignments are maintained throughout the entire range of suspension travel. 
         [0080]    Referring particularly to  FIGS. 6, 7, 13, and 14 , there are illustrated the interconnections among the drivetrain elements at the front end of the frame  10 . The drivetrain elements at the front end of the frame  10  include the front differential housing  14 , front driver and passenger reverse power couplers  17  and  18 , front driver and passenger short axle shafts  23  and  24 , and front driver and passenger long axle shafts,  25  and  26 , respectively. 
         [0081]    The front driver short axle shaft  23  has a first and second ends, each end is affixed to a flexible joint whereby the flexible joint on the first end is pivotally attached to the driver CV-joint flange  72  of the front differential housing  14  while that on the second end is pivotally attached to the input shaft  63  of the front driver reverse power coupler  17 . Likewise, the front driver long axle shaft  25  has a first and second ends, each end is affixed to a flexible joint whereby the flexible joint on the first end is pivotally attached to the output shaft  64  of the front passenger reverse power coupler  18  while that on the second end is pivotally attached to the front driver wheel hub (not shown). 
         [0082]    The front passenger short axle shaft  24  has a first and second ends, each end is affixed to a flexible joint whereby the flexible joint on the first end is pivotally attached to the passenger CV-joint flange  73  of the front differential housing  14  while that on the second end is pivotally attached to the input shaft  63  of the front passenger reverse power coupler  18 . Likewise the front passenger long axle shaft  26  has a first and second ends, each end is affixed to a flexible joint whereby the flexible joint on the first end is pivotally attached to the output shaft  64  of the front driver reverse power coupler  17  while that on the second end is pivotally attached to the front passenger wheel hub (not shown). 
         [0083]    Referring particularly to  FIGS. 4, 5, 11, and 12 , there are illustrated the interconnections among the drivetrain elements at the rear end of the frame  10 . The drivetrain elements at the rear end of the frame  10  include the rear differential housing  15 , rear driver and passenger reverse power couplers  19  and  20 , rear driver and passenger short axle shafts  27  and  28 , and rear driver and passenger long axle shafts  29  and  30 , respectively. 
         [0084]    The rear driver short axle shaft  27  has a first and second ends, each end is affixed to a flexible joint whereby the flexible joint on the first end is pivotally attached to the driver CV-joint flange  72  of the rear differential housing  15  while that on the second end is pivotally attached to the input shaft  63  of the rear driver reverse power coupler  19 . Likewise the rear driver long axle shaft  29  has a first and second ends, each end is affixed to a flexible joint whereby the flexible joint on the first end is pivotally attached to the output shaft  64  of the rear passenger reverse power coupler  20  while that on the second end is pivotally attached to the rear driver wheel hub (not shown). 
         [0085]    The rear passenger short axle shaft  28  has a first and second ends, each end is affixed to a flexible joint whereby the flexible joint on the first end is pivotally attached to the passenger CV-joint flange  73  of the rear differential housing  15  while that on the second end is pivotally attached to the input shaft  63  of the rear passenger reverse power coupler  20 . Likewise the rear passenger long axle shaft  30  has a first and second ends, each end is affixed to a flexible joint whereby the flexible joint on the first end is pivotally attached to the output shaft  64  of the rear driver reverse power coupler  19  while that on the second end is pivotally attached to the rear passenger wheel hub (not shown). 
         [0086]    Referring particularly to  FIGS. 5 and 12 , there are illustrated the interconnections among powertrain and drivetrain elements responsible for power transmission. Power is transmitted from the engine  11  to the transmission  12  then from the transmission  12  to the transfer case  13  in a manner typical in the art. 
         [0087]    The front drive shaft  21  has a front and rear ends, each end is affixed to a flexible joint whereby the flexible joint on the front end is pivotally attached to the input shaft  69  of the offset power coupler  16  while that on the rear end is pivotally attached to the first output shaft of the transfer case  13 ; the pivotal attachments enable the front drive shaft  21  to transmit power from the transfer case  13  to the offset power coupler  16 . Likewise, the rear drive shaft  22  has a front and rear ends, each end is affixed to a flexible joint whereby the flexible joint on the front end is pivotally attached to the second output shaft of the transfer case  13  while that on the rear end is pivotally attached to the pinion shaft of the rear differential housing  15 ; the pivotal attachments enable the rear drive shaft  22  to transmit power from the transfer case  13  to the rear differential housing  15 . 
         [0088]    The first and second output shafts of the transfer case  13  are aligned with the input shaft  69  of the offset power coupler  16  and pinion shaft of the rear differential housing  15  in order to minimize the angles adopted by the flexible joints on the front and rear drive shafts  21  and  22 , respectively; whereby, the angles of the flexible joints are minimized in order to facilitate the smooth, efficient, and vibration-free transmission of power from the transfer case  13  to the offset power coupler  16  and rear differential housing  15 . The alignment between the one output shaft of the transfer case  13  and input shaft  69  of the offset power coupler  16  is the result of: one, “clocking” the offset power coupler  16  about its connection to the front differential housing  14 ; and two, rotating the front differential housing  14  about its driver and passenger differential housing mounting brackets  51  and  52 , respectively, the clocking and rotating performed until the input shaft  69  of the offset power coupler  16  is aligned with the first output shaft of the transfer case  13 ; the alignment refers to the input shaft  69  of the offset power coupler  16  occupying a line that passes through the one output shaft of the transfer case  13 . The alignment between the second output shaft of the transfer case  13  and the pinion shaft of the rear differential housing  15  is the result of rotating the rear differential housing  15  about its driver and passenger differential housing mounting brackets  51  and  52 , respectively, the rotating performed until the pinion shaft of the rear differential housing  15  is aligned with the second output shaft of the transfer case  13 ; the alignment refers to the pinion shaft of the rear differential housing  15  occupying a line that passes through the second output shaft of the transfer case  13 . 
         [0089]    Referring particularly to  FIGS. 4, 5, 11, 12, and 19 , there are illustrated the interconnections among drivetrain components responsible for power transmission: 
         [0090]    The adaptation between the output shaft  70  of the offset power coupler  16  and pinion shaft  71  of the front differential housing  14  enables power to be transmitted from the offset power coupler  16  to the front differential housing  14 . 
         [0091]    The pivotal attachments between the first ends of the front driver and passenger short axle shafts  23  and  24  and driver and passenger CV-joint flanges  72  and  73  of the front differential housing  14  and that between the second ends of the front driver and passenger short axle shafts  23  and  24  and input shafts  63  of the front driver and passenger reverse power couplers  17  and  18  enable the front driver and passenger short axle shafts  23  and  24  to transmit power from the front differential housing  14  to the front driver and passenger reverse power couplers  17  and  18 , respectively; while the pivotal attachments between the first ends of the front passenger and driver long axle shafts  26  and  25  and output shafts  64  of the front driver and passenger reverse power couplers  17  and  18  and that between the second ends of the front passenger and driver long axle shafts  26  and  25  and front passenger and driver wheel hubs enable the front passenger and driver long axle shafts  26  and  25  to transmit power from the front driver and passenger reverse power couplers  17  and  18  to the front passenger and driver wheel hubs, respectively. 
         [0092]    The pivotal attachments between the first ends of the rear driver and passenger short axle shafts  27  and  28  and driver and passenger CV-joint flanges  72  and  73  of the rear differential housing  15  and that between the second ends of the rear driver and passenger short axle shafts  27  and  28  and input shafts  63  of the rear driver and passenger reverse power couplers  19  and  20  enable the rear driver and passenger short axle shafts  27  and  28  to transmit power from the rear differential housing  15  to the rear driver and passenger reverse power couplers  19  and  20 , respectively; while the pivotal attachments between the first ends of the rear passenger and driver long axle shafts  30  and  29  and output shafts  64  of the rear driver and passenger reverse power couplers  19  and  20  and that between the second ends of the rear passenger and driver long axle shafts  30  and  29  and rear passenger and driver wheel hubs enable the rear passenger and driver long axle shafts  30  and  29  to transmit power from the rear driver and passenger reverse power couplers  19  and  20  to the rear passenger and driver wheel hubs, respectively. 
         [0093]    While the invention has been illustrated and described as embodied in a vehicle drivetrain, it is not intended to be limited to the details shown, since it will be understood that various omissions, modifications, substitutions and changes in the forms and details of the device illustrated and in its operation can be made by those skilled on the art without departing in any way from the scope and spirit of the present invention. 
         [0094]    The listing of claims  1 - 22  below includes claims that were excerpted from the parent application Ser. No. 14/087,552 and new claims: claims that were excerpted from the parent application Ser. No. 14/087,552 include claims 1, 14-22 whereby claim  1  is excerpted from claim 1, claims  14 - 16  are excerpted from claim 5, and claims  17 ,  18 ,  19 ,  20 ,  21 , and  22  are excerpted from claims 7, 8, 9, 11, 12, and 13, respectively; claims  2 - 13  are new.