Abstract: An electric vehicle comprising a portal axle architecture. The electric vehicle having a frame. An axle assembly including a De Dion tube. A first wheel hub and a second wheel hub rotatably coupled with the De Dion tube. A suspension system coupled with the vehicle frame, the suspension system having at least one pair of trailing arms pivotally coupled with the vehicle frame and at least one pair of air springs. A first electric drive assembly in driving engagement with the first wheel hub, and a second electric drive assembly in driving engagement with the second wheel hub.

Abstract: A clamp for securing a link to a bar or a rod in order to accommodate multiple connection points. The clamp or sway bar clamp includes multiple connection points for securing a link to a sway bar. The sway bar clamp goes over the end of the sway bar. It converts a sway bar with one connection point to a sway bar with multiple connection points to adjust flex of the sway bar.

Abstract: An electric vehicle comprising a portal axle architecture. The electric vehicle having a frame. An axle assembly including a De Dion tube. A first wheel hub and a second wheel hub rotatably coupled with the De Dion tube. A suspension system coupled with the vehicle frame, the suspension system having at least one pair of trailing arms pivotally coupled with the vehicle frame and at least one pair of air springs. A first electric drive assembly in driving engagement with the first wheel hub, and a second electric drive assembly in driving engagement with the second wheel hub.

Abstract: A method for the production of a closed hollow profile for a vehicle axle including the following steps: a) provision of a board made out of a sheet of metal, wherein the board has at least a length in a longitudinal direction and at least a width in a transverse direction, b) forming of the board, creating an open profile with a channel running in a longitudinal direction of the board, c) forming the lateral surfaces of the board, creating a hollow profile with a circumference and a longitudinal gap and d) joining together the longitudinal gap.

Abstract: A motor vehicle dashboard crossbeam includes a tubular beam provided to extend between the A posts of the structure of the motor vehicle substantially in a transverse direction of the motor vehicle and a first and second fastening opening in the longitudinal direction, the first opening being formed through the beam and the second opening being formed through a fastening member attached on an end section of the beam. The end section can have a rectangular cross-section.

Abstract: A motor vehicle includes a bodywork structural element and a running gear, such as a vehicle back end, that includes at least one arm. The at least one arm includes a top attachment end that is received in a sheet metal clevis supported on a bottom surface of a floor of the bodywork structural element. The attachment end includes at least one transverse tubular sleeve that is received with reduced play between two parallel flanks of the clevis, and an attachment screw capable of passing through two coaxial bores of both flanks and the transverse tubular sleeve to enable attachment of the attachment end into the clevis. The clevis guides the attachment end into a position for aligning the bores of the flanks and the sleeve.

Abstract: A pedal operated vehicle includes a frame and a drive wheel rotatably coupled to the frame. In addition, the vehicle includes a pedal assembly coupled to the frame and including a pedal sprocket. Further, the vehicle includes a transmission mounted to the frame. The transmission includes an input sprocket mounted to a rotatable first shaft and an output sprocket mounted to a rotatable second shaft. A first chain is disposed about the pedal sprocket and the input sprocket. The output sprocket is configured to drive the rotation of the drive wheel. Moreover, the transmission includes a first plurality of sprockets coupled to the rotatable first shaft and a second plurality of sprockets coupled to the rotatable second shaft. A second chain disposed about one sprocket of the first plurality of sprockets and one sprocket of the second plurality of sprockets.

Abstract: The vehicle suspension component includes first and second trailing arms that are spaced from one another for attachment with vehicle wheels. The suspension component also includes at least one cross-member that is rigidly connected with the first trailing arm and is operably connected with the second trailing arm in a non-rigid manner. A rotation inhibitor operably connects the at least one cross-member with the second trailing arm and resiliently resists rotation of the at least one cross-member relative to the second trailing arm.

Abstract: A hollow stabilizer has a tubular shape and is provided with a torsion section that is provided to a vehicle and that extends in the vehicle width direction; an arm section that extends in the front-back direction of the vehicle; and bent sections that connect the torsion section and the arm section. The hardness of the outer surface of the bent inner sides of the bent sections of the hollow stabilizer is 70% or more with respect to the hardness of the outer surface of the arm section.

Abstract: A rotary cutter having a torsional suspension system may include a main frame, a deck supported by the frame, at least one rotary cutter mounted to the deck, at least one wheel, and a torsional suspension system connecting the at least one wheel to the frame. The torsional suspension system may include an outer tubular housing, an inner torsional tube disposed in the outer housing and configured to form cavities between the outer housing and the inner torsional tube, and elastomeric cords disposed in the cavities and configured for providing torsional resistance to rotation of the outer housing relative to the inner torsional tube.

Abstract: An independent suspension comprises upper and lower fork arms, elastic elements, shock absorber and fork arm positioning pivots. The fork arms are A-shaped, front ends of the fork arms respectively connect to upper and lower suspension points of a wheel, and rear ends of the fork arms connect to a vehicle frame through the elastic elements. The shock absorber mounts on top of the front end of the upper fork arm. Vehicle frame bearing pivot points and transmission parts are constructed on peripheries of the upper and lower fork arms. The arrangement absorbs bearing elastic forces by changing directions of force and the arms of force, to form multiple points supporting multiple elastic elements, so force applied on the wheel is distributed by multiple points, increasing average running speed. Increasing the number and arrangement of the elastic elements reduces vehicle height, optimizes space utilization and improves stability and running smoothness.

Abstract: A stabilizer including: a main body for generating an elastic restoring force; and connecting portions formed on both ends of the main body and respectively connected to left and right suspension devices. Hardness of the connecting portions is lower than that of the main body. A method for manufacturing the stabilizer includes, in order, an entire body heat treatment process for heat treating an entire stabilizer and increasing hardness of the entire stabilizer, and a connecting portion softening process for heating the connecting portions and reducing the hardness of the connecting portions. The method for manufacturing the stabilizer thereby increases hardness of the main body and reduces the hardness of the connecting portions lower than that of the main body.

Abstract: An axle arrangement is provided having a wheel carrier with fastening arms. By placement of an assembly opening in the fastening arm in a motor vehicle transverse direction (Y), it is possible to fix the track width with the use of identical parts.

Abstract: A lateral stabilization assembly includes a chassis and a stabilizer bar coupled to the chassis. The stabilizer bar includes a central bar portion extending along a bar axis. The lateral stabilization assembly also includes first and second bearings coupled to the chassis. The lateral stabilization assembly also includes a first and second flanges fixed to the central bar portion. The first flange and the second flange are configured to allow a transfer of lateral loads between the first lateral side and the second lateral side of the chassis through the first bearing, the stabilizer bar, and the second bearing.

Abstract: An assembly (100) for a vehicle includes two longitudinal members (1, 2) and a crossmember (3) connected therebetween at a connection point (6) of the crossmember (3) to the longitudinal members (1, 2). The crossmember (3) is made predominantly of fiber composite material and the longitudinal members (1, 2) are made predominantly of a metal material. The connection point (6) between the crossmember (3) and the longitudinal member (1, 2) comprises an overlapping region (B), in which a connection segment (8) of the longitudinal member (1, 2), which is predominantly composed of metal material, overlaps at least in some segments with a part of the crossmember (3), which is predominantly composed of fiber composite material.

Abstract: A torsion beam axle device for a vehicle may include: a pair of trailing arm members having wheels coupled thereto and rotatably coupled to a vehicle body; and a torsion beam member having both ends coupled to the trailing arm member, and bent in a shape protruding toward a rear side of the vehicle body.

Abstract: The invention relates to a timepiece movement including a resonator formed by the cooperation of a balance with a balance spring, said resonator being pivotally mounted between a bar and another part such as a bar or a main plate. According to the invention, the timepiece movement further includes a device preventing adhesion of said balance spring against said bar including a surface decreasing means formed on the bar for limiting the contact surface when the faces of said balance spring and of said bar touch each other.

Abstract: A chassis system for commercial vehicles includes an axle stub element and a linkage element, wherein the linkage element has a recess and the axle stub element has a first mounting section, wherein the first mounting section is arranged in the recess of the linkage element and is force-locked at the recess due to a shaping process, and wherein an adhesive layer, via which a material band is formed between the first mounting section of the axle stub element and the recess of the linkage element, is provided between the first mounting section and the recess.

Abstract: A torsion beam for an anti-roll bar of a motor vehicle is provided having a main body which is produced from a carbon fiber material, and at least one non-metallic bearing layer which is applied on the main body in order to form one sliding bearing side of an anti-roll bar bearing. As a result of the protection of the main body provided by the bearing layer against abrasive wear in the anti-roll bar bearing, the main body can be produced from the carbon fiber material, with the result that a lightweight and durable anti-roll bar for driving stability of a motor vehicle is made possible.

Abstract: A suspension system for a heavy duty truck or trailer is disclosed as having a frame and including a first swing arm having a first elongated portion and a first mounting member having a central axis and coupled to the first elongated portion. The suspension assembly also includes a second swing arm including a second elongated portion and a second mounting member having a central axis and coupled to the second elongated portion. The second mounting member is coaxially aligned with the first mounting member to define an axis of rotation for the first swing arm and the second swing arm. The suspension assembly finally includes a connector coupled to at least one of the first mounting member and the second mounting member and a sway bar having a central axis, wherein the sway bar is coupled to the first swing arm and the second swing arm and positioned such that the central axis of the sway bar is coaxially aligned with the axis of rotation for the first swing arm and the second swing arm.

Abstract: A method of press-forming a tubular part having a cross section of an irregular shape crushes a steel tube between an upper die and a lower die in order to form a V-shaped cross section. When the curvature radius of a tip of the upper die is defined as R1, the curvature radius of a bottom portion of the lower die corresponding to the tip of the upper die is defined as R2, and the wall thickness of the steel tube is defined as t; R1, R2, and t satisfy R1+2t=R2 and 1.5t?R1?3t.

Abstract: A torsion key saddle enables a user to readily change the suspension performance characteristic and the suspension lift in a vehicle with independent torsion suspension without the need to replace the torsion keys. Use of torsion key saddles enables each wheel to be adjusted fully between the extremes available using the six possible positions for a torsion key with a hex torsion bar socket.

Abstract: An object of the present invention is to provide a spiral spring assembly that is capable of suppressing lateral force generated in a central shaft. A spiral spring assembly (1) includes a central shaft (2), a spiral spring (3) that is disposed on the periphery of the central shaft (2) and includes an outer end (3a), an inner end (3b), and a spiral portion (3c) that connects the outer end (3a) and the inner end (3b) in a spiral form; an inner end fixing member (4) to which the inner end (3b) is fixed so as to be capable of transmitting torque; and an outer end fixing member (5) to which the outer end (3a) is fixed, and which is capable of moving relative to the inner end fixing member (4) within a predetermined section extending from a first state to a second state. The outer end (3a) is fixed to the outer end fixing member (5) so as to be capable of transmitting torque and suppressing a lateral force that is generated in the central shaft (2) in a predetermined state within the predetermined section.

Abstract: A suspension assembly for a vehicle including an elongated central torsion axle shaft of a rubber torsion axle assembly, a torsion axle shaft pivot point about which the torsion axle shaft pivots, a spring and an elongated spindle swing arm. The spring has a first end and a second end and the first end of the spring is connected to a fixed point relative to a vehicle frame. The spindle swing arm has a second end with the first end connected to the torsion axle shaft with the second end of the spindle swing arm connected to the second end of the spring. The spring can set the torsion axle shaft to a predetermined position, such as at or near a no-load position, when only static forces are present. This provides for a torsion axle with a greater range of movement and significantly improves its lifespan.

Abstract: A suspension system for use with a vehicle including an axle tube, an internal tube and a locking structure. The axle tube is adapted to be attached to the vehicle. The internal tube assembly has an inner member with a first end and a second end. A locking structure is formed integrally at the second end with the inner member. The locking structure has a locking shape that allows the internal tube assembly to be inserted into the axle tube when the locking structure is rotated to a non-operational position. The internal tube assembly is prevented from being removed from the axle tube when the internal tube assembly rotates between jounce and rebound positions when the suspension system is operational.

Abstract: A stabilizer bar or stabilizer link in fiber composite construction is of a monolithic construction without fiber interruption. The cross section geometry, the wall thickness, and the fiber orientation vary in axial direction and radial direction such that the requirements defined by the available construction space and the expected loads are fulfilled. The fiber orientation is adjusted axially and radially load-appropriately. The middle section of the stabilizer bar that is primarily torsion-loaded is reinforced with fibers oriented between +/?35° and +/?55° relative to the longitudinal axis and the end members that are primarily bending-loaded are reinforced with fibers oriented between +/?20° and +/?40° relative to the longitudinal axis. In the transitional areas between the middle section and the end members there are transitions between these fiber orientations relatively to the longitudinal axis.

Abstract: An integrated composite torsion cartridge is molded to size and configuration. The integrated composite torsion cartridge includes a torquearm, bearing surface, shoulder, torsion bar cluster, and mating axle tube countertorque hub in a homogeneous subassembly. A spindle being steel for example, can be secured to torquearm with a typical fastening technique. An extruded length bearing block can be cut to a finished size and mounting holes installed. Using a pair of bearing blocks, one above and one below, the bearing blocks intimately fit about an integrated torsion subassembly bearing area and both bearing block mating edges engaged to maintain location. If desired, the mating bearing block edges can be bonded together for greater retention.

Abstract: A tubular torsion bar includes an elongated inner tube of flexible material having a proximal end and a distal end and an elongated outer tube of flexible material having a proximal end and a distal end. A joiner bushing fixedly attaches the distal end of the inner tube to the distal end of the outer tube with the inner tube and outer tube positioned in coaxial and substantially coextensive concentric nesting positions. Mounting apparatus is fixedly attached to the proximal end of the outer tube and a planetary gear system is coupled to the proximal ends of the inner tube and the mounting apparatus and designed to provide a selected torque versus deflection characteristic of the tubular torsion bar.

Abstract: The invention relates to a twist-axle that includes a cross-beam member and two trailing arms, each trailing arm rigidly secured to the cross-beam member in one of two connection regions of the cross-beam member or formed integrally with and extending from one of the two connection regions. The cross-beam member is formed from a tubular blank and has a torsionally elastic central portion and two torsionally stiff connection regions. The cross-beam member has a wall thickness that varies longitudinally along the length of the cross-beam member from the torsionally elastic central portion to each of the torsionally stiff connection regions.

Abstract: A tubular spring having a longitudinal slot that is attached between a movable member and a fixed attachment device. A recliner hinge assembly for a vehicle seat that includes an inboard recliner and an outboard recliner connected by a connecting rod. A split tube having a longitudinally extending slot is assembled over the connecting rod. The split tube biases the seat back toward a neutral position when the seat back is shifted to a position that is angularly offset from the neutral position.

Abstract: The invention relates to a rear wheel suspension system for motor vehicles having a composite link axle that has two wheel-carrying longitudinal links that are each articulated pivotably on a vehicle body by one body-side pivoting bearing and a flexurally rigid, torsionally soft transverse strut that connects the longitudinal links to one another. The pivoting bearings are set at a predefined yaw angle in relation to an initial position with the pivoting bearing axes aligned with a connecting line between the centers of the pivoting bearings. The pivoting bearings are also set at a predefined roll angle relative to a horizontal plane.

Abstract: A torsion portion extending in a vehicle width direction and having a first cross-sectional area, shoulder portions located at both ends of the torsion portion and having a second cross-sectional area larger than the first cross-sectional area and arm portions extending from the shoulder portions in a front and back direction of a vehicle, respectively and having the first cross-sectional area, so that even when a hollow member is used for weight saving, can be realized by design and manufacturing method facilitating making uniform principal stress as in a solid member.

Abstract: A fluid filled type vibration damping device wherein an outer tubular mounting member is externally fitted onto the collar sleeve at an externally fitted section formed by a tapered tube portion of the outer tubular mounting member, by means of a diameter reduction process. A mating projection projecting diametrically inward is formed on an inside peripheral face of the outer tubular mounting member, while a seal rubber layer having a thickness greater than a projecting height of the mating projection is formed covering the inside peripheral face of the outer tubular mounting member with the mating projection covered by the seal rubber layer. A location and projecting height of the mating projection are arranged so as to prevent an entry of another outer tubular mounting member into a large-diameter opening of the tapered tube portion during pre-treatment.

Abstract: An active torsion cartridge may be installed in numerous vehicle applications. An active torque tube subassembly begins with a drawbar bearing securely pressed into a torque insert bore. A torque insert is intimately installed into mating active torque tube. The active torque tube exhibits a finished circular section at the inside end and an outer machined configuration matching the torque insert on the outer end to maintain material wall thickness and load carrying capacity. When the two surfaces meet, multi-point shoulders are created for future use. A retaining ring is installed into mating groove in torque tube inside end. An active torque tube bearing is securely pressed into a bearing housing bore and protruding as desired for thrust loading. An opposite end of a protruding thrust bearing is carefully aligned with active torque tube machined configuration and torque tube bearing slides fully onto its diameter and abuts retaining ring.

Abstract: A system for dampening an opening motion of a door includes a frame, an access door and at least one dampening member. The access door is rotatably secured to the frame. The access door is configured to be moved with respect to the frame between closed and completely open positions. The at least one dampening member is secured to the access door or the frame. The dampening member(s) dampens movement of the access door toward the completely open position over a range of motion.

Abstract: The invention concerns a motor vehicle flexible axle comprising two longitudinal arms (20) connected by a cross bracing (10) with open cross-section whereof the flanks (11), (21) have each an edge (1), (2) extending between docking zones (4) with the ends of said cross bracing. The invention is characterized in that said edges (1), (2) have a non-rectilinear shape enhancing their tensioning when said cross member is subjected to torsion, said tensioning enabling said docking zones (4) to be relieved of stresses due to said torsion.

Abstract: A supplemental torsion suspension system for a vehicle having primary suspension system is provided along with a method of use thereof. The supplemental system has a rotateable torsion bar and a lever arm extending from the torsion bar for engagement with a control member of the primary suspension system. An actuator is coupled to the torsion bar and is operative to impart selective rotational movement to the torsion bar and the lever arm. A corresponding application of an applied adjustment force is imparted on the member of the primary suspension system through the lever arm of the supplemental suspension system to move and/or maintain the vehicle at a desired ride height.

Abstract: A vehicle suspension utilizes a shunt linkage assembly between first and second torsion springs to change effective lengths of the first and second torsions springs in jounce and roll modes of operation. A first lever arm couples the first torsion spring to a first wheel and a second lever arm couples the second torsion spring to a second wheel component. The shunt linkage assembly acts as a tension-compression link between the opposed first and second lever arms. During jounce the first and second torsion springs would have one effective length, and during roll the first and second torsion springs would have a shorter effective length to provide roll stiffness that is greater than jounce stiffness.

Abstract: An anti-shift collar prevents lateral movement of a stabilizer bar assembly. The anti-shift collar is mounted to a fully formed stabilizer bar and then crimped to a central segment of the stabilizer bar at the desired position and is locked to the central segment thereby.

Abstract: A stabilizer (1) used in a vehicle is provided by a tubular element (2) with a middle section (3) and two end sections (4a and 4b), where the end sections (4a and 4b) is bent at an angle relative the middle section (3) so that the stabilizer (1) attains a U-shape. Section surfaces perpendicular to the longitudinal/center axes (A3 and/or A4) of the tubular element at the middle section (3) and/or the end sections (4a and 4b) are of a shape where one of two vectors (V1 and V2) in the plane of a section surface is longer than the other, both vectors originating from the center of gravity of the section surface (P), extending to the periphery of the tubular element and being at an angle relative to each other. A method of manufacturing a stabilizer is also disclosed.

Abstract: Devices and methods of making devices having one or more components made of single crystal shape memory alloy capable of large recoverable distortions, defined herein as “hyperelastic” SMA. Recoverable Strains are as large as 9 percent, and in special circumstances as large as 22 percent. Hyperelastic SMAs exhibit no creep or gradual change during repeated cycling because there are no crystal boundaries. Hyperelastic properties are inherent in the single crystal as formed: no cold work or special heat treatment is necessary. Alloy components are Cu—Al—X where X may be Ni, Fe, Co, Mn. Single crystals are pulled from melt as in the Stepanov method and quenched by rapid cooling to prevent selective precipitation of individual elemental components. Conventional methods of finishing are used: milling, turning, electro-discharge machining, abrasion. Fields of application include aerospace, military, automotive, medical devices, microelectronics, and consumer products.

Abstract: To achieve a low wheel spring rate at low wheel loads and a higher wheel spring rate at higher wheel loads, each wheel of a rear-wheel suspension is equipped with a torsion bar spring which cooperates by way of a pressure rod connected with the wheel carrier. An adjusting device is connected with the torsion bar spring to act upon an additional spring element which can take up a controlled elastic position or a blocked position.

Abstract: A non-helical torsion spring system includes an arm to be connected to a load, such as a frame or chassis of a vehicle, and at least one ring to be connected to a moving member, such as a vehicle suspension member. Torsion elements, which may be disposed in concentric groups, each have one end disposed at and resisting rotation relative to the arm but permitting flexural movement relative to the arm. The torsion elements also each have another end disposed at and resisting rotation relative to the at least one ring but permitting flexural movement relative to the at least one ring. At least one of the ends is axially movable. Each group of torsion elements is connected to a respective ring. A torsion control adjusts torsion in the at least two torsion elements, manually or through the use of servomotors.

Abstract: To provide a vehicle stabilizer for high stress in which fatigue life of a bending portion can be prolonged and which can exhibit excellent durability. A configuration of a bending portion 16, to which a maximum stress is applied and which is the most fragile part, of a vehicle stabilizer for high stress 10 is formed in a state which satisfies conditions: 0<??4 and (?×d/R)?2 wherein d represents a material diameter before bending process, R represents a radius of bending of the bending portion 16, d1 represents a short axis dimension of a cross section of the bending portion 16, d2 represents a long axis dimension of a cross section of the bending portion 16, and a flat rate ? of a cross section of the bending portion 16 is represented by the following equation: ?=(d2?d1)/d2×100.

Abstract: A suspension assembly (40) in an automobile vehicle includes a support frame (42), a control arm (44) movable relative to the support frame (42), and a torsion bar (46) connected to the control arm (44) for resisting movement of the control arm (44). An adjustment lever (50, 150, 250, 350, 450, 550, 650) is connected to the torsion bar (46) for placing the torsion bar (46) in torsion. A hub (74, 174, 274, 374, 474, 574, 674) is positioned in a socket in the adjustment lever (50, 150, 250, 350, 450, 550, 650) for connecting the adjustment lever (50, 150, 250, 350, 450, 550, 650) to the torsion bar (46) at a plurality of primary drive positions at first angular increments as defined by a hexagonal connection.

Abstract: A seatbelt retractor is disclosed. The seatbelt retractor has a frame, a spindle, a seatbelt webbing and torsion bar. The frame is attached to a structure of a road vehicle. The spindle is rotatably supported by the frame. The seatbelt webbing is wound about the spindle for retraction there to and protraction there from. The torsion bar is fixedly coupled to the spindle for rotation therewith, the torsion bar has a first torsion portion mechanically coupled or press-fitted into a second torsion portion.

Abstract: A wheel suspension for a motor vehicle has a transverse control arm that can be attached to a vehicle body by way of bearings and a spring-elastic torsion bar assembly, and can be rotated about a longitudinal axis. The torsion bar assembly has a body spring that can be attached to the vehicle body with one end, and a transverse control arm spring that is attached to the transverse control arm with one end. The body spring and the transverse control arm spring are coupled with one another at their free ends. The transverse control arm spring and the body spring are coupled with one another by way of a setting element or a releasable connection, whereby the setting element or the releasable connection, respectively, allows rotation of the ends assigned to one another, for setting purposes.

Abstract: A stabilizer bar includes at least one bushing that is adapted for mounting to a vehicle structure. A crimp ring is secured to the stabilizer bar to prevent relative axial movement between the bushing and the stabilizer bar. The crimp ring initially has a horse-shoe or C-shape that allows the crimp ring to be easily slid onto the stabilizer bar right next to the bushing. The crimp ring is then deformed around the stabilizer bar to permanently secure the crimp ring to the stabilizer bar.

Abstract: Variable tension is applied to a cord as it is drawn from a spool. More tension is applied to the cord as more cord is drawn preventing impulse stress. Cord used to attach user interface device for receiving input and presenting information.

Abstract: A torsion bar attachment mechanism for indexingly attaching a torsion bar to a cross-member component of a frame of a motor vehicle so that a range of torsion bars may be attached to a single adjuster arm. An adjuster arm has a barrel receptacle for indexingly receiving therein an adjuster barrel. The adjuster barrel has at least one barrel tab upstanding at its outer surface, and the surface of the barrel receptacle has a plurality of receptacle notches formed therein each of which being configured for receiving the barrel tab. When the adjuster barrel is received into the barrel receptacle of the adjuster arm, the barrel tab is indexingly disposed into one position of a predetermined plurality of positions of the barrel receptacle, wherein each position is defined by a receptacle notch and corresponds to a particular torsion bar, of a selected range of torsion bars to be used respectively therewith.