Abstract:
Disclosed herein is a system of steering and suspension linkages for a beam-type solid axle arrangement, the steering system designed to operate in conjunction with the suspension system without bumpsteer throughout suspension travel. Accurate steering throughout suspension travel is satisfied with mechanical linkages that include a unique flexible joint-mounted bellcrank. The suspension system comprises two pairs of links, each pair occupying opposite sides of a solid axle, this opposed configuration offering the axle centering capability of without the packaging constraints of a triangulated 4-link suspension system, thereby facilitating its installation on production-based front solid axle vehicles.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application represents a vehicle steering and suspension systems whereby the spring and damping means for the suspension system are supplied by the segmented air shock absorber. This novel shock absorber is covered in U.S. patent application Ser. No. 13/854,055. 
     STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT 
     Not Applicable 
     REFERENCE TO SEQUENCE LISTING, A TABLE, OR A COMPUTER PROGRAM LISTING COMPACT DISC APPENDIX 
     Not Applicable 
     BACKGROUND OF THE INVENTION 
     The link style suspension system represents a common type of suspension system utilized on vehicles equipped with a solid or beam axle. The link style suspension system offers a compliant and well-functioning method of mounting/suspending the axle to the vehicle; and, involves several different links, including upper control links, lower control links, and usually a lateral stabilizing device such as a Panhard or track bar. The combination of these links enables the axle to travel and articulate rather freely, while still providing a relatively stable platform for the vehicle to be suspended on. 
     The Panhard bar can lead to deficiencies in suspension and steering systems, particularly when the Panhard bar is oriented alongside the draglink. When the vehicle encounters a road obstruction, the control links react to the obstruction by allowing the axle to either compress upward closer to or extend away from the vehicle frame, the reaction causing: First, the Panhard bar arcs upwards or downwards, respectively, thereby exerting a lateral force on the axle perpendicular to the direction of the vehicle. Since the wheels are attached to the axle and planted on the ground, the lateral force acting on the axle is translated to the vehicle body which responds by moving perpendicular to the direction of the vehicle. This translational motion is bump-induced yaw. Second, when the endpoints on the Panhard bar fail to coincide with the endpoints on the draglink, the Panhard bar and draglink move through different arcs. The differing arcs serve to turn the steering knuckles even though the steering wheel is not turned, this unintentional turning is known as bumpsteer. 
     Bumpsteer and bump-induced yaw both contribute to an uncomfortable ride and make a vehicle handle poorly. Bumpsteer can be minimized by designing the steering system to transmit steering input from the frame to the axle with mechanical linkages that substantially coincide with at least one of the suspension control links. Bump-induced yaw can be eliminated with methods that center the axle beneath the vehicle throughout suspension travel: one method involves replacing the Panhard bar with another type of lateral stabilizing device, e.g., a Watts link; a second method involves using a suspension system that does not require a lateral stabilizing device, e.g., a triangulated 4-link suspension system. 
     The triangulated 4-link suspension system is a link-style suspension system that uses only four control links to completely locate the axle fore and aft and side-to-side beneath the vehicle throughout suspension travel. In particular, the angling of at least two of the four control links keeps the axle centered beneath the vehicle throughout suspension travel thereby controlling the side-by-side motion of the axle. Therefore the angulation of the control links serves the same purpose as does the lateral stabilizing device and eliminates the need for the lateral stablilizing device in the triangulated 4-link suspension system; a quality unique to the triangulated 4-link suspension system among all other link-style suspension systems (except the wishbone 3-link). The triangulated 4-link suspension system has seen extensive service as a rear suspension system on production based vehicles, for example on General Motors&#39; G-Body cars from 1978-1988 and Ford&#39;s Fox platform vehicles. Although widely respected as a rear suspension system, the triangulated 4-link suspension system is unknown as a front suspension system for production based vehicles. 
     Most of this neglect of the triangulated 4-link suspension system as a front suspension system appears derived from automobile manufacturers trending away from beam axle front suspension systems and toward independent front suspension systems. However, part of this neglect is likely due to packaging constraints. The configuration of the angled control links in the triangulated 4-link suspension system requires ample space within the frame for proper installation and operation. Much of the area forward of the firewall is occupied by the engine and its attendant cooling, electrical, and control systems, thereby leaving little free space to accommodate the angled control links in a triangulated 4-link suspension system. Given that Ford&#39;s Super Duty trucks, Dodge&#39;s Ram heavy duty trucks, and Jeep&#39;s Wrangler utility vehicles are all produced with a solid front drive axle (when equipped), that the front suspension systems on all these vehicles include a Panhard bar, the deficiencies surrounding the Panhard bar as discussed above, and the continued strong demand for these vehicles by the public, then clearly a triangulated 4-link suspension system that can be incorporated into the front end of these vehicles would greatly benefit the automobile manufacturers, light pickup truck/utility vehicle market, and motoring public. The present invention represents a triangulated 4-link suspension system and associated steering system specifically designed to address these issues. 
     BRIEF SUMMARY OF THE INVENTION 
     Particular arrangements of the present invention comprise a system of linkages which govern vehicle steering as well as locate the axle throughout the full range of suspension travel. 
     The system of steering linkages includes a chain and sprocket assembly, steering box, steering shaft, two draglinks, two tie rods, joint-mount bellcrank, and lever arm. The chain and sprocket assembly is located mostly on the firewall behind the dash and slightly below the passenger side firewall whereby steering input is transmitted from the steering column through the chain and sprocket assembly, then through the steering shaft to the steering box. The steering box is located behind the output shaft of the chain and sprocket assembly, beneath the passenger side floorboard, and next to the transmission cross-member, and uses a first draglink to transmit steering input to a joint-mount bellcrank. The bellcrank is attached to the front passenger lower link axle joint, the attachment serving to isolate the bellcrank from the lateral rotation of the front axle. The front driver and passenger lower link axle joints serve as flexible joints for the axle ends of the front lower links. 
     In one particular arrangement, a second draglink transmits steering input from the bellcrank to the lever arm. The lever arm has a mid-point, and pivot and swing ends, whereby the mid-point is attached to the second draglink and the pivot end is fastened to the floor of a truss while the swing end is attached to the tie rods. The lever arm uses the tie rods to transmit steering input to both driver and passenger steering knuckles. In another particular arrangement, the second draglink transmits steering input directly from the bellcrank to the driver steering knuckle. Then a crossover tie rod connects the driver and passenger steering knuckles together and acts to transmit steering input from the driver steering knuckle to the passenger steering knuckle. 
     By controlling suspension travel particularly compression, the angular displacement of the other end of the second draglink is irrelevant the effect of which, in combination with the isolated bellcrank and the endpoints of the first draglink being coincident with those of the front passenger lower link, all cooperate to minimize bumpsteer throughout suspension travel. 
     In a third particular arrangement, a rack and pinion steering system replaces the steering box steering system. Known in the art for use on vehicles equipped with beam or solid front axles, the rack and pinion steering box is highly respected for steering precision and is commonly used to replace the recirculating ball steering box in vehicle steering systems. Mounted to the front axle, a slow-ratio rack and pinion steering box that is connected directly to a quick-ratio chain and sprocket assembly with a telescoping steering shaft will operate with minimal bumpsteer throughout suspension travel and articulation. 
     The system of suspension linkages includes two pairs of control links, the links collectively acting to locate the axle in all axes throughout suspension travel. The link configuration represents a pair of upper links and a pair of lower links each pair occupying opposing sides of the axle, whereby the angulation of the upper links keeps the axle centered beneath the vehicle throughout suspension travel thereby controlling the axle&#39;s side-to-side motion and eliminating the need for a lateral stabilizing device. The configuration is described herein with the pair of upper links being positioned between the end of the frame and axle and being angled inward from the end of the frame to the axle; and the lower links being positioned between the transmission cross-member and axle and being angled outward from the transmission cross-member to the axle. The axle ends of the upper links converge at and are attached to the top of the truss or rear differential housing, the truss or rear differential housing is located at the center of the front or rear axle, respectively. The positioning of the upper links between the end of the frame and axle opens up ample free space in the engine bay to accommodate powertrain and related components such as the engine, radiator, exhaust, accessory drive pulleys, belts, and hoses, and electrical units; thereby making the present invention a suitable triangulated 4-link front suspension system for production based vehicles. 
    
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS 
       List of Reference Numerals Utilized in the Drawings 
       
           
           
             
                 10 —frame 
                 11 —transmission cross-member 
                 12 —firewall 
                 13 —chain and sprocket assembly 
                 14 —steering box 
                 15 —steering column 
                 16 —steering shaft 
                 17 —pitman arm 
                 18 —bellcrank 
                 19 —lever arm 
                 20 —first draglink 
                 21 —second draglink 
                 22 —driver tie rod 
                 23 —passenger tie rod 
                 24 —front axle 
                 25 —front upper link 
                 26 —front lower link 
                 27 —front driver lower link axle joint 
                 28 —front passenger lower link axle joint 
                 29 —truss 
                 30 —front upper link axle bracket 
                 31 —front upper link frame bracket 
                 32 —front lower link axle bracket 
                 33 —front lower link frame bracket 
                 34 —rear axle 
                 35 —rear upper link 
                 36 —rear lower link 
                 37 —rear upper link axle bracket 
                 38 —rear upper link frame bracket 
                 39 —rear lower link axle bracket 
                 40 —rear lower link frame bracket 
                 41 —driver steering knuckle 
                 42 —passenger steering knuckle 
                 43 —segmented air shock absorber 
                 44 —air shock mounting brackets 
                 45 —shock tower 
                 46 —crossover tie rod 
                 47 —rack and pinion steering box 
                 48 —draglink 
                 49 —chain and sprocket assembly first sprocket 
                 50 —chain and sprocket assembly second sprocket 
                 51 —chain and sprocket assembly top sprocket 
                 52 —chain and sprocket assembly bottom sprocket 
                 53 —chain and sprocket assembly one chain 
                 54 —chain and sprocket assembly other chain 
                 55 —chain and sprocket assembly input shaft 
                 56 —chain and sprocket assembly output shaft 
                 57 —chain and sprocket assembly connector shaft 
                 58 —leading arm of bellcrank 
                 59 —trailing arm of bellcrank 
                 60 —horizontal shaft of axle joint 
                 61 —vertical shaft of axle joint 
                 62 —metal plate of axle joint 
                 63 —post of axle joint 
                 64 —top of truss 
                 65 —floor of truss 
                 66 —U-joint 
                 67 —ball joint 
                 68 —flexible joint for inner end of link 
                 69 —flexible joint for outer end of link 
                 70 —front differential housing 
                 71 —rear differential housing 
                 72 —axle tube 
             
           
         
      
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a plan view of the type one bellcrank and front passenger lower link axle joint; 
         FIG. 2  is a backside view of the type one bellcrank and front passenger lower link axle joint; 
         FIG. 3  is a side perspective view of the type one bellcrank and front passenger lower link axle joint; 
         FIG. 4  is a plan view of the type two bellcrank and front passenger lower link axle joint; 
         FIG. 5  is a backside view of the type two bellcrank and front passenger lower link axle joint; 
         FIG. 6  is a side perspective view of the type two bellcrank and front passenger lower link axle joint; 
         FIG. 7  is a plan view of the front driver lower link axle joint; 
         FIG. 8  is a side perspective view of the front driver lower link axle joint; 
         FIG. 9  is a front side perspective view of the bellcrank/driver passenger tie rods steering and front suspension systems for a vehicle equipped with solid axles; 
         FIG. 10  is a front side perspective view of the bellcrank/driver passenger tie rods steering and front and rear suspension systems thereof; 
         FIG. 11  is a plan view of the bellcrank/driver passenger tie rods steering and front and rear suspension systems thereof; 
         FIG. 12  is a front side perspective view of the bellcrank/crossover tie rod steering and front suspension systems thereof; 
         FIG. 13  is a plan view of the bellcrank/crossover tie rod steering and front suspension systems thereof; 
         FIG. 14  is a front side perspective view of the rack and pinion steering and front suspension systems thereof; 
         FIG. 15  is a plan view of the rack and pinion steering and front suspension systems thereof; 
         FIG. 16  is a front side perspective view of the driver lower link axle joint; 
         FIG. 17  is a front side perspective view of the passenger lower link axle joint; 
         FIG. 18  is a front side perspective view of the chain and sprocket assembly 
         FIG. 19  is a front side perspective view of the cut-away chain and sprocket assembly; 
         FIG. 20  is a front side perspective view of the gearsets for the chain and sprocket assembly; 
         FIG. 21  is a front side perspective view of the front axle; 
         FIG. 22  is a front side perspective view of the rear axle; 
         FIG. 23  is a front view of the steering and front suspension systems at ride height for a vehicle equipped with solid axles; 
         FIG. 24  is a front view of the steering and front suspension systems articulated thereof; 
         FIG. 25  is a plan view of the pivotal connections in the bellcrank/driver passenger tie rods steering system thereof; 
         FIG. 26  is a plan view of the pivotal connections in the bellcrank/crossover tie rod steering system thereof; 
         FIG. 27  is a plan view of the pivotal connections in the front and rear suspension systems thereof. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     The present invention represents steering and suspension systems designed to function with a vehicle whose frame is suspended above solid or beam type axles, the front axle being steerable. Springing and damping means are supplied by the segmented air shock absorber, a shock absorber disclosed in U.S. patent application Ser. No. 13/854,055. 
     For reference: One, the longitudinal axis refers to a line passing through the center of the frame from front to back. Two, an axle exhibits lateral rotation. Lateral rotation is an artifact of the configuration of the suspension links, this configuration being one in which each pair of links is disposed on opposite sides of an axle and acts to rotate the axle about a line parallel to the lateral axis throughout suspension travel, the lateral axis passing through the center of the frame from one side to the other side. Lateral rotation, which causes a change in pinion/caster angle, can be managed by controlling the range of suspension travel, suspension travel can be controlled with bumpstops and limiting straps. Bumpstops control compression, limiting straps control extension. 
     About the drawings: in  FIGS. 9 ,  10 ,  12 , and  14 , the firewall and chain and sprocket assembly are viewed as being selectively transparent in order to show their relationships to other steering components; in  FIGS. 11 ,  13  and  15 , the axles are viewed as being above the frame rather than below the frame and the shock towers are absent in order to highlight the axle connection locations for the lower links, particularly the front axle joints and bellcrank in  FIG. 23 , the front part of the passenger frame side is viewed as being transparent in order to show the steering box. 
     Referring to  FIGS. 1-8 , there are shown in detail the front driver and passenger lower link axle joints  27  and  28 , respectively. The axle joints  27  and  28  serve as flexible joints for the axle ends of the lower links  26  in the front suspension system whereby the axle joint  28  also functions as a mounting point for the bellcrank  18 . The bellcrank  18  is mounted on the axle joint  28  rather than the front axle  24  in order to isolate the bellcrank  18  from the lateral rotation of the front axle  24 , the isolation assisting to eliminate relative motion between the pitman arm  17  and bellcrank  18  throughout suspension travel. The axle joint  27  or  28  is comprised of horizontal and vertical shafts  60  and  61  and a metal plate  62  whereby each shaft is rotationally affixed to the metal plate  62  such that the horizontal shaft  60  is rotationally affixed to one edge of the plate  62  and the vertical shaft  61  is rotationally affixed to another edge of the plate  62 . The horizontal shaft  60  serves to rotationally attach the axle joint  27  or  28  to the front axle  24  and the vertical shaft  61  serves to rotationally attach the axle joint  27  or  28  to the axle end of the front lower link  26 , the combined effect of the horizontal and vertical shafts  60  and  61  being rotationally attached to the front axle  24  and front lower link  26 , respectively, serves to pivotally connect the front axle  24  to the front lower link  26 . The metal plate  62  for the axle joint  28  bears a post  63  that rotationally secures the bellcrank  18  to the axle joint  28 . 
     Referring to  FIGS. 1-6  and  17 , there are shown in detail the bellcrank  18 . Being mounted to the axle joint  28 , the bellcrank  18  is situated behind the passenger side of the front axle  24 , and includes two parts—the leading arm  58  and trailing arm  59 —whereby the connection point between the leading and trailing arms  58  and  59  refers to the apex. The leading arm  58  is oriented parallel to the longitudinal axis from the apex towards the front of the vehicle whereby the end of the arm  58  is pivotally attached to the one end of the second draglink  21 . The trailing arm  59  is oriented diagonally to the front axle  24  from the apex towards the passenger side of the vehicle whereby the end of the arm  59  is pivotally attached to the other end of the first draglink  20 . The apex serves to rotationally attach the bellcrank  18  to the post  63  on the axle joint  28 . The dimensions of the metal plate  62  are able to vary thereby allowing the post  63  to be located at different positions relative to the attachment point between the axle joint  28  and axle end of the front passenger lower link  26 . This way, the location of the bellcrank  18  on the metal plate  62  serves to counteract the length of the trailing arm  59  and places the other end of the first draglink  20  in close proximity to the axle end of the front passenger lower link  26 . The close proximity between the other end of the first draglink  20  and axle end of the front passenger lower link  26  permits the one end of the first draglink  20  to also be placed in close proximity to the frame end of the front passenger lower link  26 , the combined close proximities result in the first draglink  20  adopting a close proximity to the front passenger lower link  26 . This close proximity between the first draglink  20  and front passenger lower link  26  acts to enhance the coincidence between the first draglink  20  and front passenger lower link  26 . The enhanced coincidence between the first draglink  20  and front passenger lower link  26  serves to enhance the similarity of the arcs that the first draglink  20  and front passenger lower link  26  move through during suspension travel and articulation. As the arcs of the first draglink  20  and front passenger lower link  26  become more similar, bumpsteer is reduced and steering precision is improved. 
     Referring to  FIGS. 1-3  in the case of the type one bellcrank  18 , the location of the post  63  is selected in order to position the bellcrank  18  such that the other end of the first draglink  20  is placed next to the axle and of the front passenger lower link  26 ; whereas referring to  FIGS. 4-6  in the case of the type two bellcrank  18 , the location of the post  63  is selected in order to position the bellcrank  18  such that the other end of the first draglink  20  is placed in vertical alignment with the axle end of the front passenger lower link  26 . These different post  63  locations represent two out of numerous possible locations that may serve to minimize bumpsteer in a given suspension link configuration or type of vehicle. 
     Referring to  FIGS. 18 ,  19 , and  20 , the chain and sprocket assembly  13  is illustrated in detail. The chain and sprocket assembly  13  is a gearbox comprised of both internal and external components: (1) the internal components include one and the other gearsets, an input shaft  55 , an output shaft  56 , and a connector shaft  57 . Each gearset is comprised of one chain and two sprockets. The two sprockets and chain in one gearset are the first and second sprockets  49  and  50  and one chain  53  while the two sprockets and chain in the other gearset are the top and bottom sprockets  51  and  52  and other chain  54 , respectively. Each chain  53  or  54  has links while each sprocket  49 ,  50 ,  51 , or  52  has teeth. The two sprockets in each gearset are spatially separated from each other, yet indirectly connected to each other via a common association with the chain, the common association refers to the teeth on the first and second sprockets  49  and  50  being able to intermesh with the links on the one chain  53  and the teeth on the top and bottom sprockets  51  and  52  being able to intermesh with the links on the other chain  54 . The one gearset is oriented horizontally while the other is oriented vertically whereby the one gearset is positioned above the other gearset such that the second sprocket  50  is next to the top sprocket  51 . The first sprocket  49  is adapted to the input shaft  55 , the bottom sprocket  52  is adapted to the output shaft  56 , and the second sprocket  50  is adapted to the top sprocket  51  with the connector shaft  57 . Each sprocket/shaft adaptation acts as a single unit, each unit is rotationally affixed to the inside of the gearbox and is able to rotationally interact. The rotational interaction refers to the intermeshing among the sprockets and chains such that steering input is transmitted internally from the first sprocket  49 /input shaft  55  unit to the second sprocket  50 /top sprocket  51 /connector shaft  57  unit, then from the second sprocket  50 /top sprocket  51 /connector shaft  57  unit to the bottom sprocket  52 /output shaft  56  unit; and (2) the external components include the input and output shafts  55  and  56 , each shaft protrudes out of and occupies the same side of the gearbox, respectively. 
     Referring to  FIGS. 9 ,  12 , and  13 , there is a close up illustration of the bellcrank/tie rod steering system interactively operating with the front suspension system. The chain and sprocket assembly  13  is secured to the firewall  12  in a manner such that the first sprocket/input shaft unit is located inside the cab behind the driver side dash (not shown), the second sprocket/top sprocket/connector shaft unit is located inside the cab behind the passenger side dash (not shown), and the bottom sprocket/output shaft unit is located outside the cab below the passenger side firewall. This way, the input shaft is directed backwards towards the steering wheel (not shown) and is pivotally connected to the end of the steering column  15  while the output shaft is directed backwards towards the steering box  14  and is pivotally connected to the front end of the steering shaft  16 . The back end of the steering shaft  16  is pivotally connected to the input shaft of the steering box  14 . The chain and sprocket assembly  13  cooperates with the steering shaft  16  to transmit steering input from the steering column  15  to the steering box  14 . The steering box  14  is attached to the passenger frame side behind the output shaft of the chain and sprocket assembly  13 , beneath the passenger side floorboard (not shown), and next to the transmission cross-member  11 . 
     The output shaft of the steering box  14  is a sector shaft, the sector shaft being rotationally attached to the pitman arm  17 . The first draglink  20  extends from the pitman arm  17  forward to the bellcrank  18  such that the one end is pivotally connected to the pitman arm  17  while the other end is pivotally connected to the trailing arm of the bellcrank  18 . The one and other ends of the first draglink  20  are substantially coincident with the frame and axle ends of the front passenger lower link  26 , respectively. The first draglink  20  transmits steering input from the steering box  14  to the bellcrank  18 . The combined effects of the coincident alignment between the first draglink  20  and front passenger lower link  26  and the isolation of the bellcrank  18  from the lateral rotation of the front axle  24  result in negligible relative motion between the pitman arm  17  and bellcrank  18  as the front axle  24  moves up and down throughout suspension travel. The negligible relative motion between the pitman arm  17  and bellcrank  18  serves to minimize bumpsteer as the front axle  24  moves up and down throughout suspension travel. 
     Referring to  FIG. 9 : Lying parallel to the front axle  24 , the second draglink  21  extends from the bellcrank  18  to the lever arm  19  such that the one end is pivotally connected to the leading arm of the bellcrank  18  while the other end is pivotally connected to the mid-point of the lever arm  19 , the second draglink  21  serving to transmit steering input from the bellcrank  18  to the lever arm  19 . 
     In addition to the mid-point, the lever arm  19  has pivot and swing ends whereby the pivot end is rotationally attached to the floor of the truss  29  while the swing end is pivotally connected to the driver and passenger tie rods  22  and  23 . By being attached to the truss  29  which in turn is attached to the front axle  24 , the lever arm  19  is subject to the lateral rotation of the front axle  24  during suspension travel. Also lying parallel to the front axle  24  are the driver and passenger tie rods  22  and  23  which extend from the swing end of the lever arm  19  to the driver and passenger steering knuckles  41  and  42  such that the one ends are pivotally connected to the swing end of the lever arm  19  while the other ends are pivotally connected to the steering arms of the driver and passenger steering knuckles  41  and  42 , the driver and passenger tie rods  22  and  23  serving to transmit steering input from the lever arm  19  to the driver and passenger steering knuckles  41  and  42 , respectively. Since the lever arm  19  and steering knuckles  41  and  42  are attached directly to the front axle  24 , there is no relative motion between the lever arm  19  and steering knuckles  41  and  42  as the front axle  24  moves up and down throughout suspension travel. 
     Referring to  FIGS. 12 and 13 : Lying parallel to the front axle  24 , the second draglink  21  extends from the bellcrank  18  to the driver steering knuckle  41  such that the one end is pivotally connected to the leading arm of the bellcrank  18  while the other end is pivotally connected to the steering arm of the driver steering knuckle  41 , the second draglink  21  serving to transmit steering input from the bellcrank  18  to the driver steering knuckle  41 . Also lying parallel to the front axle  24  is the crossover tie rod  46  which extends from the driver steering knuckle  41  to the passenger steering knuckle  42  such that the one end is pivotally connected to the steering arm of the driver steering knuckle  41  while the other end is pivotally connected to the steering arm of the passenger steering knuckle  42 , the crossover tie rod  46  serving to transmit steering input from the driver steering knuckle  41  to the passenger steering knuckle  42 . 
     Since the bellcrank  18  and lever arm  19 /driver steering knuckle  41  are isolated from and subject to the lateral rotation of the front axle  24  and since one and the other ends of the second draglink  21  are connected to the bellcrank  18  and lever arm  19 /driver steering knuckle  41 , respectively, then the other end of the second draglink  21  undergoes an angular displacement due to the lateral rotation of the front axle  24  during suspension travel. The angular displacement of the other end of the second draglink  21  becomes apparent only when the suspension approaches the limits of compression, and can be made irrelevant be controlling suspension travel particularly compression, this irrelevance serves to minimize the relative motion between the bellcrank  18  and lever arm  19 /driver steering knuckle  41  as the front axle  24  moves up and down throughout suspension travel. The minimal, if any, relative motions between the bellcrank  18  and lever arm  19 /driver steering knuckle  41  and between the driver and passenger steering knuckles  41  and  42  cooperatively serve to minimize bumpsteer as the front axle  24  moves up and down throughout suspension travel. 
     Referring to  FIGS. 14 and 15 , there are close up illustrations of the rack and pinion steering system interactively operating with the front suspension system. Secured to the firewall  12  as discussed earlier is the chain and sprocket assembly  13 , the assembly  13  having input and output shafts such that the input shaft is directed backwards towards the steering wheel and is pivotally connected to the end of the steering column  15  while the output shaft is directed forwards towards the front of the vehicle and is pivotally connected to the one end of the steering shaft  16 . The other end of the steering shaft  16  is pivotally connected to the pinion shaft of the rack and pinion steering box  47 , the steering box  47  being located on the front axle  24 . The chain and sprocket assembly  13  cooperates with the steering shaft  16  to transmit steering input from the steering column  15  to the rack and pinion steering box  47 , the telescoping feature allowing the steering shaft  16  to maintain compliant length as the front axle  24  moves up or down during suspension travel. Equipped with a tie rod bar, the rack and pinion steering box  47  is attached to the top of the front axle  24  between the truss  29  and passenger lower shock mounting bracket  44 , thereby positioning the tie rod bar in front of the front axle  24 . The draglink  48  lies parallel to the front axle  24  and extends from the rack and pinion steering box  47  to the driver steering knuckle  41 , the one end being pivotally connected to the midpoint of the tie rod bar while the other end is pivotally connected to the steering arm of the driver steering knuckle  41 , the draglink  48  serving to transmit steering input from the rack and pinion steering box  47  to the driver steering knuckle  41 . Also lying parallel to the front axle  24  is the crossover tie rod  46  which extends from the driver steering knuckle  41  to the passenger steering knuckle  42  such that the one end is pivotally connected to the steering arm of the driver steering knuckle  41  while the other end is pivotally connected to the steering arm of the passenger steering knuckle  42 , the crossover tie rod  46  serving to transmit steering input from the driver steering knuckle  41  to the passenger steering knuckle  42 . 
     During articulation or one wheel suspension travel, the front axle  24  rotates about a line parallel to the longitudinal axis, this rotation serving to likewise rotate the rack and pinion steering box  47 . The rotation of the rack and pinion steering box  47  during articulation or one wheel suspension travel will cause the rack (not shown) to slide thereby moving the draglink  48  which acts to turn the steering knuckles  41  and  42  even though the steering wheel is not turned. The amount that the rack slides can be reduced with a small gear (not shown) on the pinion, i.e., with a slow-ratio gearset (not shown) in the rack and pinion steering box  47 . By utilizing a quick-ratio gearset (not shown) in the chain and sprocket assembly  13  in combination with the slow-ratio gearset in the rack and pinion steering box  47 , the relatively quick operation of the chain and sprocket assembly  13  will counteract the relatively slow operation of the rack and pinion steering box  47  thereby maintaining crisp steering response while at the same time minimizing the incidence of bumpsteer during articulation or one wheel suspension travel. 
     Referring to  FIGS. 10 and 11 , there are illustrations of the bellcrank/tie rod steering system and front and rear suspension systems, in this case emphasizing the front suspension system: 
     The front differential housing is attached to the axle tubes in a manner such that the front differential housing is offset from the center of the front axle  24  the housing being located closer to the driver frame side than to the passenger frame side. Then the truss  29  is attached to the center of the front axle  24 . Axle brackets  30  are attached to the top of the truss  29  the attachment locating the axle brackets  30  at the center of the front axle  24 . Frame brackets  31  are attached to the front end of the frame  10  next to the driver and passenger frame sides. Axle brackets  32  are attached to the front axle  24  near the ends of the axle tubes. Frame brackets  33  are attached to the middle of the transmission cross-member  11 . 
     Each upper link  25  has inner and outer ends that are attached to flexible joints, the flexible joint at the inner end is pivotally connected to the axle bracket  30  while that at the outer end is pivotally connected to the frame bracket  31 , the pivotable connections result in the upper links being positioned above and in front of the front axle  24  with a diagonal geometry thereby centrally locating the front axle  24  beneath the vehicle throughout suspension travel and obviating the need for a lateral stabilizing device. Each lower link  26  has inner and outer ends that are attached to flexible joints the flexible joint at the inner end is pivotally connected to the frame bracket  33  while that at the outer end is pivotally connected to the axle bracket  32 , the pivotable connections result in the lower links  26  being positioned behind the front axle  24  with a diagonal geometry thereby reducing the effects of roll steer. The flexible joints that are attached to the outer ends of the lower links  26  refer to the front driver and passenger lower link axle joints  27  and  28 , respectively. 
     Frame brackets  31  and  33  each have selectable connection locations such that selecting another connection location varies the load transfer distribution to the frame  10  and allows the front suspension to be tuned for specific characteristics. 
     Referring to  FIGS. 10 and 11 , there are illustrations of the bellcrank/tie rod steering system and front and rear suspension systems, in this case emphasizing the rear suspension system: 
     The rear differential housing is attached to the axle tubes in a manner such that the rear differential housing is located at the center of the rear axle  34 . Axle brackets  37  are affixed to the top of the rear differential housing the attachment locating the axle brackets  37  at the center of the rear axle  34 . Frame brackets  38  are attached to the rear end of the frame  10  next to the driver and passenger frame sides. Axle brackets  39  are attached to the rear axle  34  near the ends of the axle tubes. Frame brackets  40  are attached to the middle of the transmission cross-member  11 . 
     Each upper link  35  has inner and outer ends that are attached to flexible joints, the flexible joint at the inner end is pivotally connected to the axle bracket  37  while that at the outer end is pivotally connected to the frame bracket  38 , the pivotable connections result in the upper links  35  being positioned above and behind the rear axle  34  with a diagonal geometry thereby centrally locating the rear axle  34  beneath the vehicle throughout suspension travel and obviating the need for a lateral stabilizing device. Each lower link  36  has inner and outer ends that are attached to flexible joints the flexible joint at the inner end is pivotally connected to the frame bracket  40  while that at the outer end is pivotally connected to the axle bracket  39 , the pivotable connections result in the lower links  36  being positioned in front of the rear axle  34  with a diagonal geometry thereby reducing the effects of roll steer. 
     Frame brackets  38  and  40  each have selectable connection locations such that selecting another connection location varies the load transfer distribution to the frame  10  and allows the rear suspension to be tuned for specific characteristics. 
     Referring to  FIGS. 21 and 22 , there are illustrations of the front and rear axles, respectively. The figures show the components of each axle, including the front and rear differential housings  70  and  71  and axle tubes  72 . Features unique to the front axle  24  include: the differential housing  70  being offset from the center of the axle  24  and closer to the driver frame side than to the passenger frame side in order to align the pinion shaft (not shown) with the first output shaft of the transfer case (not shown); the truss  29  has a top  64  and floor  65  whereby the truss  29  is attached to the center of the axle  24  in a manner such that the top  64  locates the mounting brackets  30  while the floor  65  locates the lever arm  19  (not shown in  FIG. 21  or  22 ) at the center of the front axle. Features unique to the rear axle  34  include the availability that the mounting brackets  37  are an integral part of the top of the differential housing  71 , the housing  71  being a casting in a manner analogous to that well-known in the art. 
     Referring to  FIGS. 23 and 24 , there are illustrations of the steering system interactively operating with the front suspension system, in this case emphasizing the front suspension system at ride height and articulated, respectively. Particularly the figures reveal the relative change in position of the upper links  25  with that of the lower links  26  as the front suspension changes from ride height to being fully articulated—specifically the relatively small change in position of the upper links  25  compared to the relatively large change in position of the lower links  26 . 
     Referring to  FIGS. 25-27 , there are illustrations of the bellcrank/tie rod steering system and front and rear suspension systems, in this case emphasizing the flexible joints utilized in the steering and suspension systems: 
     Referring to  FIGS. 25 and 26 , the flexible joints utilized in the steering system include U-joints  66  and ball joints  67 . A U-joint  66  pivotally connects: the input shaft of the chain and sprocket assembly  13  to the steering column  15 , the output shaft of the chain and sprocket assembly  13  to the front end of the steering shaft  16 , and the back end of the steering shaft  16  to the input shaft of the steering box  14 . A ball joint  67  pivotally connects: the one end of the first draglink  20  to the pitman arm  17 , the other end of the first draglink  20  to the trailing arm of the bellcrank  18 , the one end of the second draglink  21  to the leading arm of the bellcrank  18 , and the other end of the second draglink  21  either to the mid-point of the lever arm  19  or to the steering arm of the driver steering knuckle  41 . A ball joint  67  pivotally connects: the one ends of the driver and passenger tie rods  22  and  23  to the swing end of the lever arm  19 , the other ends of the driver and passenger tie rods  22  and  23  to the steering arms of the driver and passenger steering knuckles  41  and  42 , the one end of the crossover tie rod  46  to the steering arm of the driver steering knuckle  41 , and the other end of the crossover tie rod  46  to the steering arm of the passenger steering knuckle  42 , respectively. 
     Referring to  FIG. 27 , the flexible joints utilized in the front and rear suspension systems include spherical rod ends, cartridge-style joints, and the driver and passenger lower link axle joints  27  and  28 . Flexible joints  68  pivotally connect: the inner ends of the front upper links  25  to the axle brackets  30 , the inner ends of the front lower links  26  to the frame brackets  33 , the inner ends of the rear upper links  35  to the axle brackets  37 , and the inner ends of the rear lower links  36  to the frame brackets  40 . Flexible joints  69  pivotally connect: the outer ends of the front upper links  25  to the frame brackets  31 , the outer ends of the rear upper links  35  to the frame brackets  38 , and the outer ends of the rear lower links  36  to the axle brackets  39 . The driver and passenger lower link axle joints  27  and  28  pivotally connect the outer ends of the front driver and passenger lower links  26  to the axle brackets  32 , respectively. 
     While the invention has been illustrated and described as embodied in a vehicle steering and suspension system, 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.