DE102020211565A1 - aggregate storage system - Google Patents

Abstract

The present invention relates to an assembly mounting system (1), preferably an engine mounting system (1), for vehicles, preferably for land vehicles, with at least one pair of assembly mounts (10), preferably engine mounts (10), which are formed in the transverse direction (Y) of the vehicle to be arranged symmetrically to the unit longitudinal axis (NTA) between the unit and a longitudinal frame member (30) in each case, the unit mounts (10) each being designed to be fixed to a chassis of the vehicle by means of a chassis connection (12) and by means of a unit connection (14), preferably by means of an engine connection (14), to be connected to a unit of the vehicle in a fixed manner, the chassis connections (12) and the unit connections (14) of the unit mount (10) each being connected to one another in a vibration-damping manner by means of an elastomer element (13). The engine mounting system (1) is characterized in that the elastomer elements (13) of the engine mounts (10) are each designed to be arranged at a rotation angle (φNTA) around the engine longitudinal axis (NTA), preferably around the engine longitudinal axis (NTA) and to act vibration-damping in the radial direction (RNTA) of the engine longitudinal axis (NTA).

Description

The present invention relates to an assembly mounting system according to the preamble of patent claim 1, an assembly for use in such an assembly mounting system according to patent claim 14 and a vehicle with such an assembly mounting system according to patent claim 15.

In vehicles with their own drive, it is customary to mount the drive in a vibration-damping manner relative to the chassis of the vehicle in order to avoid or prevent the transmission of vibrations from the drive to the chassis and thus to the rest of the vehicle, including the driver, other passengers, a load and the like at least to reduce. Vibrations, shocks and the like, which can affect the vehicle from the ground, can also be kept away from the drive or at least reduced by the vibration damping and thereby protect it. The drive can also be referred to as a drive unit and, in the case of internal combustion engines, usually consists of the engine as an internal combustion engine and a transmission which is connected to the engine in a torque-transmitting manner and which transmits the torque of the engine to the drive shaft. Drive and drive shaft can also be referred to together as a drive train or as a drive train for short.

Vibration damping of the drive is usually provided by three bearings, of which one bearing is arranged on the engine and two bearings on the gearbox, or vice versa. If four bearings are used, then two bearings are provided on the motor and two bearings on the gearbox. Arrangements are also known in which three or four bearings are used on the engine and the transmission does not have its own bearings.

So-called conventional rubber-metal bearings or hydraulic bearings can be used as bearings. The bearings or the bearings can accordingly be referred to as engine bearings or as engine bearings or as transmission bearings or as transmission bearings, with two such bearings also being able to be referred to as engine bearing system or as engine bearing system or as transmission bearing system or as transmission bearing system. All bearings together can also be referred to as a storage system or storage system of the vehicle.

The natural frequency tuning of engine mounting systems with longitudinal installation of the drive train is usually carried out according to the bounce mode, also called lift mode, i.e. according to the natural frequency in the vertical direction. In particular, the rotational natural frequency around the longitudinal axis of the engine cannot be set independently of the bounce mode due to the usual arrangement of the suspension points of the bearings, for example in the longitudinal frame member of the chassis in the commercial vehicle sector, for example in heavy trucks (trucks).

A reduction in the rotational natural frequency around the engine's longitudinal axis is partly implemented by arranging the bearing positions, i.e. the suspension points of the bearings, further in the center of the vehicle in the longitudinal direction as the vehicle's direction of travel. For this purpose, the front bearings, i.e. the engine mounts, are positioned on a cross member and the support pads of the engine mounts or the entire engine mount are set at an angle in order to stress the support pads in the soft direction of thrust in the event of rotational stress around the longitudinal axis of the engine.

Along with a positioning as described above, however, the absorption of forces is not equivalent to the rear bearings in the frame, i.e. the transmission bearings. In particular, the power absorption in the longitudinal direction of the vehicle is conceptually reduced. Therefore, with the required positioning of the front bearings (engine mounts) in the longitudinal frame member and the required equivalent force absorption of the front and rear suspension points of the bearings (engine and transmission mounts) in the longitudinal direction of the vehicle, there are no solutions for significantly reducing the rotational natural frequency, for example below 11 Hz, over a broad drive train portfolio, i.e about different combinations of engines and transmissions.

In the course of reduced idling speeds of new engines and the increased comfort demands of the driver and other passengers with simultaneously increased engine torques, reduced rotational natural frequencies around the longitudinal axis of the engine may be desirable. In particular, the positioning of the bearings in the frame and a uniform force absorption capacity for the front and rear suspension points (engine and transmission bearings) in the longitudinal direction of the vehicle and in the vertical direction can be advantageous at the same time. The additional requirements should preferably be implemented taking into account the previous boundary conditions (construction space, load).

the DE 102 23 517 A1 describes a drive motor with the associated gearbox, the drive motor being mounted in a vibration-isolating manner in the region between a pair of frame longitudinal members. The suspension of this drive unit has at least one suspension point on the front its part of the unit and two rear suspension points on the rear part of the unit and consists of a suspension unit integrated with a vibration isolator at each rear suspension point. This is mounted in a holder which is fastened in the adjacent frame side member in the web in the area between the flanges. Each suspension unit is mounted and oriented relative to the web of the respective frame rail and the other suspension unit such that the principal directions of stiffness of the suspension units lie in the same transverse plane to the frame rails and downward from a horizontal plane containing the centers of the suspension units and at an acute focusing angle to the longitudinal, vertical plane of symmetry point obliquely inwards. Thereby they form a correct focal height from the horizontal plane down to the point where the principal axis of inertia intersects the transverse plane.

An object of the present invention is to provide an assembly mounting system of the type described in the introduction, so that the objectives described above can be achieved in part or in full. At the very least, an alternative to known engine mount systems should be provided.

The object is achieved according to the invention by an assembly bearing system having the features of patent claim 1, by an assembly having the features of patent claim 14 and by a vehicle having the features of patent claim 15. Advantageous developments are described in the dependent claims.

The present invention thus relates to an assembly mounting system, preferably an engine mounting system, for vehicles, preferably for land vehicles, particularly preferably for trucks, with at least one pair of assembly mounts, preferably engine mounts, which are designed in the transverse direction of the vehicle symmetrically to the longitudinal axis of the assembly between the assembly and each to be arranged on a longitudinal frame member, with the assembly mounts each being designed to be connected in a fixed manner to an undercarriage of the vehicle by means of a chassis connection and to be connected in a fixed manner to an assembly of the vehicle by means of an assembly connection, preferably by means of an engine connection, with the chassis connections and the assembly connections being the assembly mount are each connected to one another in a vibration-damping manner by means of an elastomer element.

The assembly mounting system, preferably the engine mounting system, is characterized in that the elastomer elements of the assembly mounts are each designed to be arranged at a rotation angle around the longitudinal axis of the aggregate, preferably around the longitudinal axis of the engine, and to have a vibration-damping effect in the radial direction of the longitudinal axis of the engine. As a result, vibration damping between the assembly and the chassis can be achieved, which can at least partially achieve the goals set at the beginning.

According to one aspect of the invention, the assembly mounts are designed to be arranged at an angle between 10° and 80°, preferably between 40° and 70°, particularly preferably approximately 55°, around the longitudinal axis of the engine. This can in particular enable the implementation of the properties and advantages described above.

According to a further aspect of the invention, the elastomer elements of the unit mounts each have a support pad which connects the chassis connections and the unit connections of the unit mounts to one another in a vibration-damping manner, with the support pads of the elastomer elements of the unit mounts each being designed to rotate at an angle of rotation around the unit longitudinal axis, preferably around the engine longitudinal axis, to be arranged and to have a vibration-damping effect in the radial direction of the engine longitudinal axis. A support pad is understood to mean the area or part of the vibration-damping elastomer element which is arranged directly in the power flow between the unit and the chassis.

According to a further aspect of the invention, the support pads of the elastomer elements of the assembly mounts are each designed to be arranged at an angle between 10° and 80°, preferably between 40° and 70°, particularly preferably approximately 55°, around the longitudinal axis of the engine. As a result, the properties and advantages described above can be applied to the support pads.

According to a further aspect of the invention, the chassis connections of the assembly mounts are each designed to be connected to the chassis in a fixed manner in the horizontal plane. In other words, the chassis connections of the assembly mounts are designed to be mounted aligned in the horizontal plane and connected to the chassis. This can facilitate the assembly or fastening of the chassis connections of the assembly mounts relative to the chassis. The elastomer elements or their support pads are then arranged at an angle relative to the chassis connections of the unit mounts, which can simplify the implementation of the radial vibration-damping effect overall.

Preferably, the chassis connections of the unit mounts are arranged in pairs opposite one another in the transverse direction and at the same height in the vertical direction, so that the pair of chassis connections of the unit mounts or the pair of unit mounts are within the same plane of the transverse and vertical directions, ie located within the same YZ plane. This can cause the same effect of both unit mounts in relation to the chassis.

According to a further aspect of the invention, the unit connections of the unit mounts are each designed to be connected to the unit of the vehicle in a fixed manner in the horizontal plane. As a result, the properties of the chassis connections described above can be transferred to the unit connections.

According to a further aspect of the invention, the elastomer elements of the assembly mounts each have at least one Y-stop, which is designed to come into contact with the chassis of the vehicle in the transverse direction and to dampen vibrations at least essentially in the transverse direction of the vehicle in relation to the chassis of the vehicle to act. As a result, the properties and advantages of corresponding stops can be used in the engine mount system according to the invention.

According to a further aspect of the invention, each assembly mount has a frame which surrounds the respective elastomer element at least in sections, preferably completely, and is designed to be connected in a fixed manner to the chassis of the vehicle, with the frames each having a receiving opening through which the respective unit connection, preferably the respective engine connection, can be connected in a fixed manner to the unit of the vehicle, and the elastomer elements of the unit mount each have at least one stop which is designed to come into contact with the frame of the respective unit mount and at least essentially in to have a vibration-damping effect in a Cartesian spatial direction of the vehicle relative to the frame of the respective assembly mount. As a result, the properties and advantages of corresponding stops can be used in the engine mount system according to the invention.

According to a further aspect of the invention, the elastomer elements of the assembly mount each have at least one pair of X-stops, which are designed to come into contact with the frame of the respective assembly mount in the direction of travel and/or opposite to the direction of travel and at least essentially in one Longitudinal direction of the vehicle to have a vibration-damping effect on the frame of the respective assembly mount. As a result, the properties and advantages of corresponding stops can be used in the engine mount system according to the invention.

According to a further aspect of the invention, the elastomer elements of the assembly mounts each have at least one +Z stop, which is designed to come into contact with the frame of the respective assembly mount in the vertical direction upwards and to dampen vibrations at least essentially in the vertical direction of the vehicle to act on the frame of the respective unit mount. As a result, the properties and advantages of corresponding stops can be used in the engine mount system according to the invention.

According to a further aspect of the invention, the elastomer elements of the assembly mounts each have at least one -Z-stop, which is designed to come into contact with the frame of the respective assembly mount in the vertical direction downwards and at least essentially in the vertical direction of the vehicle in a vibration-damping manner to act on the frame of the respective unit mount. As a result, the properties and advantages of corresponding stops can be used in the engine mount system according to the invention.

According to a further aspect of the invention, at least one stop, preferably several stops, particularly preferably all stops, is formed integrally with the respective elastomer element of the unit mount. This can make production easier and/or more cost-effective. This can also improve power transmission.

According to a further aspect of the invention, the elastomer elements of the assembly mounts, preferably the support pads of the elastomer elements of the assembly mounts, have a ratio of their compressive stiffness to shear stiffness in the value range between 5 and 15, preferably between 9 and 11. This can favor the implementation of the properties and advantages described above.

The present invention also relates to an engine mount, preferably an engine mount, for use in an engine mount system, preferably in an engine mount system, as described above. By means of such a unit bearing, a unit bearing system according to the invention such as be implemented as described above in order to be able to use its properties and advantages.

The present invention also relates to a vehicle, preferably a land vehicle, particularly preferably a truck, with at least one assembly mounting system, preferably an engine mounting system, as described above. As a result, the assembly mounting system according to the invention can be used in a vehicle, as described above, and its properties and advantages can be used there.

In other words, to adapt to the relevant design case of the rotational natural frequency in the longitudinal direction of the vehicle, the elastomer element or its support pad can be designed as a curved thrust bearing. The curvature of the elastomer element or its support pad can be designed around the neutral torque axis (NTA) of the drive train. According to these standards, the angle of rotation of the elastomer element or its support pad can be in the range of 40° to 70° around the longitudinal axis of the vehicle from the lying position.

The ratio of the compressive stiffness C _pressure (normal to the curved support pad surface) to the shear stiffness C _shear (perpendicular to the compressive stiffness) can be selected in the value range from 9 to 11 in particular. Adjustments to different drive trains can be made possible by adjusting the Shore hardness of the elastomer element or its support pad.

Due to the shape of the elastomer element or its support pad, this can behave progressively in a negative vertical direction even with low loads. This allows the load share of optional additional -Z stops to be reduced. This can lead to a more balanced load distribution in the unit mount or in the engine mount. High loads in the longitudinal direction of the vehicle (x-direction) can be absorbed by separate X-stops.

By vulcanizing the elastomer element or its support pad to the pressure plate as a unit or engine connection, ie to the connection of the elastomer element to the support arm of the unit or engine, and to a support element as a chassis connection, a cost-effective plug-in solution can be integrated into a comprehensive Housing are created as a frame for connection to the longitudinal frame member of the chassis. The final positioning of the insert can be ensured by screwing the housing or the frame of the unit mount to the longitudinal frame member of the chassis by clamping the rubberized insert, i.e. the chassis connection covered in sections by the elastomer element, in the corresponding mount of the chassis. At the same time, this can ensure manufacturability in the vulcanization process.

Tensile stresses can be avoided by preloading in the positive vertical direction in the non-preloaded state of the unit mount, so that an adequate service life of the unit mount can be achieved.

According to the invention, a low rotational natural frequency in the longitudinal direction of the vehicle can be achieved when positioned in the longitudinal frame member and with equivalent force absorption at all bearing points (front and rear).

The invention can be applied to drive train mounts, particularly in the automotive sector (for example passenger cars, trucks, buses, etc.) and to comfort-relevant engine mounts in the industrial sector (for example ships, agriculture, etc.).

• 1 eine perspektivische Darstellung eines Rahmenträgersystems mit erfindungsgemäßem Aggregatlagersystem als Motorlagersystem und bekanntem Getriebelagersystem;
• 2 eine perspektivische Detailansicht der Tragpolster des erfindungsgemäßen Motorlagersystems der 1;
• 3 eine axiale Detailansicht der 2;
• 4 Darstellungen der Drucksteifigkeit (links) und Schubsteifigkeit (rechts) der Tragpolster der 3 und 4;
• 5 eine perspektivische Darstellung eines erfindungsgemäßen Aggregatlagers als Motorlager des erfindungsgemäßen Aggregatlagersystems bzw. Motorlagersystems der 1 aus Sicht des Fahrwerks;
• 6 die Darstellung der 5 aus Sicht des Aggregats bzw. des Motors;
• 7 eine teilweise Explosionsdarstellung der 6;
• 8 eine vollständige Explosionsdarstellung der 6;
• 9 eine seitliche Darstellung des erfindungsgemäßen Aggregatlagers bzw. Motorlagers der 6 ohne Rahmen; und
• 10 eine Schnittdarstellung der 9.

An exemplary embodiment and further advantages of the invention are explained below in connection with the following schematic figures. It shows:

• 1 a perspective view of a frame support system with a unit mounting system according to the invention as an engine mounting system and a known transmission mounting system;
• 2 a perspective detailed view of the support pad of the engine mounting system according to the invention 1 ;
• 3 an axial detail view of the 2 ;
• 4 Representations of the compressive stiffness (left) and shear stiffness (right) of the support pads 3 and 4 ;
• 5 a perspective view of a unit mount according to the invention as an engine mount of the unit mount system or engine mount system according to the invention 1 from the point of view of the chassis;
• 6 the representation of 5 from the point of view of the aggregate or the engine;
• 7 a partially exploded view of the 6 ;
• 8th a full exploded view of the 6 ;
• 9 a side view of the unit mount or engine mount according to the invention 6 without frame; and
• 10 a sectional view of the 9 .

The above figures are described in Cartesian coordinates with a longitudinal direction X, a transverse direction Y perpendicular to the longitudinal direction X, and a vertical direction Z perpendicular to both the longitudinal direction X and the transverse direction Y. The longitudinal direction X can also be defined as depth X, the transverse direction Y can also be referred to as width Y and the vertical direction Z can also be referred to as height Z. The longitudinal direction X and the transverse direction Y together form the horizontal plane X, Y, which can also be referred to as the horizontal X, Y. The longitudinal direction X, the transverse direction Y and the vertical direction Z can also be collectively referred to as spatial directions X, Y, Z or as Cartesian spatial directions X, Y, Z.

1 shows a perspective view of a frame support system 3 with an assembly mounting system 1 according to the invention as an engine mounting system 1 and a known transmission mounting system 2. 2 shows a perspective detailed view of the support pad 13c of the engine mounting system 1 according to the invention 1 . 3 shows an axial detail view of 2 . 4 shows representations of the pressure stiffness C _pressure (left) and shear stiffness C _shear (right) of the support pad 13c of FIG 3 and 4 .

A longitudinal frame member system 3 of a vehicle (not shown), which is preferably a land vehicle and particularly preferably a truck, has a pair of longitudinal frame members 30 with a first, right-hand frame longitudinal member 30a and a second, left-hand frame longitudinal member 30b arranged parallel thereto, which extend in the longitudinal direction X of the vehicle, see for example 1 , and its chassis (not shown) are attributable.

The vehicle has a drive (not shown) with an internal combustion engine (not shown) and with a transmission (not shown), which together can also be referred to as a drive unit or as a unit for short. The internal combustion engine, engine for short, is mounted by means of a unit mounting system 1 as an engine mounting system 1 in the front area of the longitudinal frame member system 1 in the direction of travel XX, and the transmission is mounted behind it by means of a transmission mounting system 2 . For this purpose, the transmission mounting system 2 has two transmission mounts 20, of which a first, right-hand transmission mount 20a is attached to a first, right-hand rear suspension point B1 of the first, right-hand frame longitudinal member 30a and a second, left-hand transmission mount 20b is attached to a second, left-hand rear suspension point B2 of the second, left frame rail 30b is arranged. Correspondingly, the engine mount system 1 has two engine mounts 10, of which a first, right engine mount 10a is at a first, right, front suspension point A1 of the first, right frame longitudinal member 30a and a second, left engine mount 10b is at a second, left, front suspension point A2 of the second, left frame rail 30b, see for example 1 .

The two engine mounts 10, which in detail below based on the 5 until 10 are explained, each have an elastomeric support pad 13c as part of an elastomeric element 13. The two support pads 13c are each arranged within the engine mount 10 or between the engine and the respective frame side member 30 at a rotation angle φ _NTA of between 40° and 70° about the longitudinal axis NTA of the engine in such a way that the two support pads 13c each dampen vibrations in the radial direction R _NTA of the engine longitudinal axis NTA can act. Furthermore, the ratio of the pressure stiffness C _pressure to the shear stiffness C _shear of the support pad 13c is in the range of values between 5 and 15. A low rotational natural frequency in the longitudinal direction X of the vehicle can thereby be achieved.

5 shows a perspective view of an assembly mount 10 according to the invention as an engine mount 10 of the assembly mount system 1 or engine mount system 1 according to the invention 1 from the perspective of the chassis. 6 shows the representation of the 5 from the point of view of the unit or the engine. 7 shows a partially exploded view of the 6 . 8th shows a full exploded view of the 6 . 9 shows a side view of the assembly mount 10 or engine mount 10 of the invention 6 without frame 11. 10 shows a sectional view of the 9 .

The engine mount 10 according to the invention has a chassis connection 12, which is implemented by means of a chassis connection body 12a as an aluminum die-cast part in a truss structure (not shown) in order to implement the required stability and resilience with the lowest possible weight and as cost-effectively as possible. By means of the chassis connection 12, the engine mount 10 can be fixedly connected to the chassis in the transverse direction Y outwards, i.e. pointing away from the engine.

Opposite in the power flow, the motor mount 10 according to the invention has a unit connection 14 as a motor connection 14, which is implemented as an aluminum die-cast part by means of a unit connection body 14a or a motor connection body 14a. In the vertical direction Z, the motor connection body 14a has two connecting elements 14b as through openings 14b, with which the motor is fastened by means of screws (not shown) by means of a corresponding bracket (not shown). can. By means of the motor connection 14, the motor mount 10 can be fixedly connected to the motor or to its support arm in the transverse direction Y inwards, ie towards the motor.

In the power flow between the chassis connection 12 and the engine connection 14, the previously mentioned elastomeric element 13 is arranged in order to connect the chassis connection 12 and the engine connection 14 in a vibration-damping manner in an oblique direction 1 until 4 corresponds to the radial direction R _NTA of the motor longitudinal axis NTA with a rotation angle φ _NTA between 40° and 70° around the motor longitudinal axis NTA, the rotation angle φ _NTA being structurally fixed and depending on the embodiment in the range between 40° and 70°.

The elastomer element 13 is formed integrally, ie in one piece, from an elastomer body 13a which is vulcanized onto the chassis connection 12 and the engine connection 14 . A chassis connection body receptacle 13b of the elastomer body 13a essentially encloses the chassis connection body 12a. The section of the elastomer body 13a in the power flow directly between the chassis connection body 12a and the engine connection body 14a forms the previously mentioned support pad 13c with a rectangular cross section, see for example 10 .

The engine mount 10 according to the invention also has a frame 11 with a rectangular frame body 11a made of die-cast aluminum, which is screwed through corresponding connecting elements 11c in the form of through openings 11c in the transverse direction Y around the chassis connection 12 with the chassis in the transverse direction Y outwards, ie away from the motor, pointing can be permanently connected. The chassis connection 12, the elastomer element 13 and the engine connection 14 are arranged within a substantially rectangular receiving opening 11b of the frame body 11a and thus protrude inward from the chassis in the transverse direction Y, i.e. towards the engine, through the frame 11 and to the engine.

In the region of the engine connection body 14a, the elastomer body 13a forms a stop 13d in the transverse direction Y, which points outwards towards the chassis in the transverse direction Y, i.e. away from the engine, in order to come into damping contact with the chassis in the event of high loads in the transverse direction Y. Furthermore, the elastomer element 13 forms two opposite X-stops 13e in the longitudinal direction X in the region of the motor connection body 14a in order to come into damping contact with the inside of the frame body 11a under high loads in the transverse direction X. Furthermore, in the area of the motor connection body 14a, the elastomer element 13 forms a +Z stop 13f upwards in the vertical direction Z and a −Z stop 13g downwards on the opposite side, in order to cushion the inside of the Frame body 11a to come into contact.

Reference List

A1

first, right front suspension point

A2

second, left front suspension point

B1

first, right rear suspension point

B2

second, left rear suspension point

cprint

compressive stiffness

Cthrust

shear stiffness

XX

driving direction

NTA

aggregate longitudinal axis; engine longitudinal axis; roll axis; Neutral Torque Axis

φNTA

Angle of rotation around the unit's longitudinal axis NTA

RNTA

radial direction to the unit's longitudinal axis NTA

X

longitudinal direction; depth

Y

transverse direction; broad

Z

vertical direction; height

X, Y

horizontal plane; horizontal

1

aggregate storage system; engine mount system

10

aggregate bearing; engine mount

10a

first, right unit mount or engine mount

10b

second, left unit mount or engine mount

11

frame

11a

frame body

11 b

intake opening

11c

fasteners; passage openings

12

landing gear connection

12a

Landing gear connection body

13

elastomeric element

13a

elastomer body

13b

Landing gear linkage body mount

13c

carrying pad

13d

Y stop

13e

X stop

13f

+Z stop

13g

-Z stop

14

aggregate connection; engine connection

14a

aggregate attachment body; motor connection body

14b

fasteners; passage openings

2

gear bearing system

20

gear bearing

20a

first, right gear bearing

20b

second, left transmission mount

3

frame rail system

30

frame rails

30a

first, right frame side member

30b

second, left frame side member

QUOTES INCLUDED IN DESCRIPTION

This list of the documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• DE 10223517 A1 [0009]

Claims (15)

Unit mount system (1), preferably engine mount system (1), for vehicles, preferably for land vehicles, particularly preferably for trucks, with at least one pair of unit mounts (10), preferably engine mounts (10), which are formed in the transverse direction (Y) of the vehicle to be arranged symmetrically to the longitudinal axis of the unit (NTA) between the unit and a respective longitudinal frame member (30), the unit mounts (10) each being designed to be fixed to a chassis of the vehicle by means of a chassis connection (12) and by means of a unit connection (14), preferably by means of an engine connection (14), to be connected in a fixed manner to a unit of the vehicle, the chassis connections (12) and the unit connections (14) of the unit mount (10) being connected to one another in a vibration-damping manner by means of an elastomer element (13), characterized in that that the elastomer elements (13) of the unit mount (10) are each designed to s ind to be arranged at a rotation angle (φ _NTA ) around the longitudinal axis of the unit (NTA), preferably around the longitudinal axis of the engine (NTA), and to act in a vibration-damping manner in the radial direction (RNTA ) of the longitudinal axis of the engine ( _NTA ). Aggregate bearing system (1) according to claim 1 , characterized in that the unit bearings (10) are designed to be arranged at an angle between 10° and 80°, preferably between 40° and 70°, particularly preferably of approximately 55°, around the longitudinal axis of the engine (NTA). Aggregate bearing system (1) according to claim 1 or 2 , characterized in that the elastomer elements (13) of the unit mount (10) each have a support pad (13c) which connects the chassis connections (12) and the unit connections (14) of the unit mount (10) to one another in a vibration-damping manner, the support pads (13c ) of the elastomer elements (13) of the assembly mounts (10) are each designed to be arranged at a rotation angle (φ _NTA ) around the longitudinal axis of the aggregate (NTA), preferably around the longitudinal axis of the engine (NTA), and to dampen vibrations in the radial direction (R _NTA ) of the engine longitudinal axis (NTA). Aggregate bearing system (1) according to claim 3 , characterized in that the support pads (13c) of the elastomer elements (13) of the unit mount (10) are each designed to be at an angle of between 10° and 80°, preferably between 40° and 70°, particularly preferably of approximately 55° to be arranged around the engine longitudinal axis (NTA). Engine mount system (1) according to one of the preceding claims, characterized in that the chassis connections (12) of the engine mounts (10) are each designed to be connected to the chassis in a fixed manner in the horizontal plane (X, Y). Unit mounting system (1) according to one of the preceding claims, characterized in that the unit connections (14) of the unit mount (10) are each designed to be connected in the horizontal plane (X, Y) to the unit of the vehicle in a fixed manner. Engine mount system (1) according to one of the preceding claims, characterized in that the elastomer elements (13) of the engine mount (10) each have at least one Y-stop (13d) which is designed in the transverse direction (Y) in contact with the chassis of the vehicle and at least essentially in the transverse direction (Y) of the vehicle to have a vibration-damping effect in relation to the chassis of the vehicle. Engine mount system (1) according to one of the preceding claims, characterized in that the engine mounts (10) each have a frame (10) which surrounds the respective elastomer element (13) at least in sections, preferably completely, and is designed to be fixed to the chassis of the to be connected to the vehicle, the frames (10) each having a receiving opening (11b) through which the respective assembly connection (14), preferably the respective engine connection (14), can be connected in a fixed manner to the assembly of the vehicle, and wherein the elastomer elements (13) of the assembly mount (10) each have at least one stop (13e-13g) which is designed to come into contact with the frame (10) of the respective assembly mount (10) and at least essentially in a Cartesian spatial direction ( X, Y, Z) of the vehicle to have a vibration-damping effect in relation to the frame (10) of the respective assembly mount (10). Aggregate bearing system (1) according to claim 8 , characterized in that the elastomer elements (13) of the unit mount (10) each have at least one pair of X-stops (13e), which are formed in the direction of travel (XX) and / or opposite to the direction of travel (XX) to come into contact with the frame (10) of the respective unit mount (10) and to have a vibration-damping effect at least essentially in a longitudinal direction (X) of the vehicle relative to the frame (10) of the respective unit mount (10). Aggregate bearing system (1) according to claim 8 or 9 , characterized in that the elastomeric elements (13) of the engine mounts (10) each have at least one +Z stop (13f) which is formed upwards in the vertical direction (Z) in contact with the frame (10) of the respective Unit mount (10) to come and to act at least in the vertical direction (Z) of the vehicle in a vibration-damping manner relative to the frame (10) of the respective unit mount (10). Aggregate bearing system (1) according to one of Claims 8 until 10 , characterized in that the elastomeric elements (13) of the engine mounts (10) each have at least one -Z-stop (13f) which is formed downwards in the vertical direction (Z) in contact with the frame (10) of the respective Unit mount (10) to come and to act at least in the vertical direction (Z) of the vehicle in a vibration-damping manner relative to the frame (10) of the respective unit mount (10). Aggregate bearing system (1) according to one of Claims 8 until 11 , characterized in that at least one stop (13d-13g), preferably several stops (13d-13g), particularly preferably all stops (13d-13g), is formed integrally with the respective elastomer element (13) of the assembly mount (10). Aggregate mounting system (1) according to one of the preceding claims, characterized in that the elastomer elements (13) of the aggregate mount (10), preferably the support pads (13c) of the elastomer elements (13) of the aggregate mount (10), have a ratio of their compressive stiffness (C _pressure ) to the shear stiffness (C _shear ) in the value range between 5 and 15, preferably between 9 and 11. Assembly mount (10), preferably engine mount (10), for use in an assembly mount system (1), preferably in an engine mount system (1), according to one of the preceding claims. Vehicle, preferably land vehicle, particularly preferably truck, with at least one assembly mounting system (1), preferably engine mounting system (1), according to one of Claims 1 until 12 .

Images