Abstract: A torsion vibration damper for a drive train of a motor vehicle, in particular a drive train of a hybrid vehicle, comprising: a spring support and a force transmission flange configured rotatable relative to the spring support, wherein at least one compression spring is provided between the spring support and the force transmission flange for transferring a mechanical torque, wherein a housing of the spring support is configured so that in a radial direction of the torsion vibration damper, at least one longitudinal end of the compression spring is supported at/in the spring support housing and/or a clearance remains between windings of a center section of the compression spring and a wall of the spring support.

Abstract: A torsion vibration damper for a drive train of a motor vehicle, in particular a drive train of a hybrid vehicle, comprising: a spring support and a force transmission flange configured rotatable relative to the spring support, wherein at least one compression spring is provided between the spring support and the force transmission flange for transferring a mechanical torque, wherein a housing of the spring support is configured so that in a radial direction of the torsion vibration damper, at least one longitudinal end of the compression spring is supported at/in the spring support housing and/or a clearance remains between windings of a center section of the compression spring and a wall of the spring support.

Abstract: An internal combustion engine comprises includes a turbo-compound and the known Föttinger-coupling is replaced by a torsion vibration damper. The Föttinger-coupling, which is used to transmit power, has high losses in power when it is necessary to have a differential rotational speed between the input side and the output side, that is, the appearance of a slip. The losses are not used in a torsion vibration damper which has at least the same quality as a Föttinger-coupling.

Abstract: A three-channel torque converter in which an additional wall is mounted, thereby creating a third space which hydraulically connects the end of the plates that faces away from the turbine to a third channel. This third space ensures that an exchange flow of oil in a region of the hydrodynamic components (impeller, turbine, stator), of an optional damper, and of the lockup clutch is always restricted to flow across the plates of the lockup clutch. This provides high-performance cooling of the plates in the slip mode.

Abstract: An internal combustion engine comprises a turbo-compound and the known Föttinger-coupling is replaced by a torsion vibration damper. The Föttinger-coupling, which is used to transmit power, has high losses in power when it is necessary to have a differential rotational speed between the input side and the output side, i.e., the appearance of a slip. The losses are not used in a torsion vibration damper which has at least the same quality as a Föttinger-coupling.