Transmission for a vehicle and drivetrain with such a transmission

Abstract

Transmission (3) for a drive train (2) of a vehicle (1), comprising an input shaft (4) having a first axis of rotation (15), a first output shaft (5), a second output shaft (6), wherein a first planetary gear set (8) with several gear set elements and at least one operatively connected second planetary gear set (9) with several gear set elements are effectively arranged between the input shaft (4) and the two output shafts (5, 6), wherein one of the planetary gear sets (8, 9) has at least one planet gear (28b, 28d) with a second axis of rotation (16), wherein the second axis of rotation (16) of the respective planet gear (28b, 28d) is arranged obliquely to the first axis of rotation (15) of the input shaft (4), wherein the first planetary gear set (8) and the at least second planetary gear set (9) are associated with a differential (7),wherein a first output torque can be transmitted at least indirectly to the first output shaft (5) by means of the first planetary gear set (8), wherein a support torque of the first planetary gear set (8) can be converted at least in the second planetary gear set (9) such that a second output torque corresponding to the first output torque can be transmitted to the second output shaft (6), wherein a first gear set element of the first planetary gear set (8) is operatively connected to the input shaft (4), wherein a second gear set element of the first planetary gear set (8) is at least indirectly rotationally fixed to the first output shaft (5), wherein a third gear set element of the first planetary gear set (8) is at least indirectly rotationally fixed to a first gear set element of the second planetary gear set (9), wherein a second gear set element of the second planetary gear set (9) is rotationally fixed to a stationary component (13),wherein a third gear set element of the second planetary gear set (9) is non-rotatably connected to the second output shaft (6).

Description

The invention relates to a transmission for a drive train of a vehicle and to a drive train having such a transmission.DE 10 2013 215 877 B4 discloses an epicyclic gearing for branching the drive power present at a power input to a first power output and to a second power output in conjunction with a reduction of the output rotational speed to a rotational speed level below the drive rotational speed at the power input. The epicyclic gear train has a first planetary stage comprising a first sun gear, a first planetary set, a first planet carrier and a first ring gear. The planetary gear mechanism further has a second planetary stage, which comprises a second sun gear, a second planetary set, a second planetary carrier and a second ring gear. The planetary gear mechanism also has a third planetary stage, which comprises a third sun gear, a third planetary set, a third planetary carrier and a third ring gear. The first sun gear functions as a power input, wherein the first planet carrier is connected to the second sun gear in a rotationally fixed manner. The second planet carrier is fixed stationary, the first ring gear is connected to the third sun gear in a rotationally fixed manner, and the third ring gear is connected to the second planet carrier in a rotationally fixed manner. A first power output is provided via the third planetary stage, and a second power output is provided via the second ring gear of the second planetary stage. US 4 618 022 A relates to a power transmission device for use in an all-wheel drive vehicle, particularly to a power transmission device capable of controlling the distribution ratio of the driving torque to the front and rear wheels according to the running conditions of the vehicle.US 2006 / 0 025 267 A1 relates generally to differential gearing for motor vehicles and, in particular, to a differential gearing which vectors the torque transmitted by the differential gearing.The object of the present invention is to propose a space-saving and efficient transmission for a drive train of a vehicle, which transmission enables high efficiencies. The object is achieved by a transmission having the features of independent claim 1 and by a drive train having the features of claim 14.A transmission according to the invention for a drive train of a vehicle comprises an input shaft which has a first axis of rotation, a first output shaft, a second output shaft, wherein a first planetary gear set having a plurality of gear set elements and at least one second planetary gear set operatively connected thereto having a plurality of gear set elements are arranged effectively between the input shaft and the two output shafts, wherein one of the planetary gear sets has at least one planetary gear having a second axis of rotation, wherein the second axis of rotation of the respective planetary gear is arranged obliquely to the first axis of rotation of the input shaft.The first axis of rotation is to be understood as the drive axis of the transmission. The respective planetary gear with the second axis of rotation is arranged at an angle to the first axis of rotation. An "obliquely arranged" is to be understood as a non-parallel arrangement of the first axis of rotation relative to the second axis of rotation. Any arrangement of the second rotational axis which is neither parallel nor exactly perpendicular to the first rotational axis is therefore to be understood as an oblique arrangement of the rotational axes. If one axis of rotation is arranged obliquely to the other, this essentially comprises two alternatives. On the one hand, there is an oblique arrangement of the axes of rotation when the angle between the axes of rotation is arbitrary, but not 0°, i.e. the axes are not parallel to one another and also not 90°, i.e. the axes are not perpendicular to one another. The axes of rotation meet at a common point of intersection. On the other hand, within the scope of this invention, an oblique arrangement of the axes of rotation is likewise to be understood as meaning that the axes of rotation are skew with respect to one another, i.e. the axes do not lie in a common plane and therefore do not have a common point of intersection.The input shaft rotates about the first axis of rotation. Both planetary gear sets each have at least one planetary gear with an associated rotational axis. In a first alternative, the axis of rotation of the respective planetary gear of the first planetary gear set can be the second axis of rotation in the sense of the invention, while the axis of rotation of the respective planetary gear of the second planetary gear set is arranged axis-parallel to the first axis of rotation of the input shaft. In a second alternative, the axis of rotation of the respective planetary gear of the second planetary gear set can be the second axis of rotation within the meaning of the invention, while the axis of rotation of the respective planetary gear of the first planetary gear set is arranged axis-parallel to the first axis of rotation of the input shaft. Regardless of which alternative is selected, the second axis of rotation is arranged obliquely to the first axis of rotation.Due to the oblique position of the planetary axis or of the respective second rotational axis with respect to the first rotational axis, it is possible to design the corresponding planetary gear set with a stationary transmission ratio that is small in terms of amount, without the planetary gear diameter necessarily having to become small as a result. Thus, sufficient space can be provided in the interior of the respective planetary gear, which lies on the second axis of rotation, in order to accommodate a sufficiently dimensioned mounting for the respective planetary gear.Such a transmission enables high transmission ratios to be realized with simultaneously high power density and efficiency. In addition, the installation space requirement of the transmission can be reduced. A drive torque present at the input shaft is converted by the differential into two approximately equally large output torques which are greater than the drive torque.The input shaft is preferably configured to be connected at least indirectly in a rotationally fixed manner to a drive shaft of a drive unit. The drive unit generates a drive power which is transmitted to the input shaft via the drive shaft. The drive shaft of the drive unit can be connected to the input shaft in a rotationally fixed manner. Alternatively, the drive shaft and the input shaft are a coherent or one-piece component. Depending on the design of the drive train, two or more input shafts can also be provided, in particular if the drive train is a hybridized drive train and therefore two or more drive units are provided.The input shaft is preferably designed as a hollow shaft. As a result, one of the output shafts, preferably the first output shaft, can be passed axially through the input shaft. Preferably, one of the output shafts, in particular the first output shaft, is passed through the transmission and optionally through the drive unit of the drive train. The respective output shaft is thus guided so to speak "in-line" through the transmission in order to transmit a drive power to the wheel operatively connected thereto. The output shafts are in this case advantageously arranged coaxially with respect to one another. By the coaxial arrangement of the output shafts, a radially narrow construction of the transmission can be realized. A parallel offset arrangement of the output shafts is likewise conceivable.A "shaft" is understood to mean a rotatable component of the transmission, via which respective associated components of the transmission are connected to one another in a rotationally fixed manner. The respective shaft can connect the components to one another axially or radially or also both axially and radially. A shaft is not exclusively understood to mean a machine element, for example a cylindrical, rotatably mounted machine element, for transmitting torques, but rather is also understood to mean general connecting elements which connect individual components or elements to one another, in particular connecting elements which connect a plurality of elements to one another in a rotationally fixed manner.The fact that two components of the transmission are "connected" or "coupled" in a rotationally fixed manner or "are connected to one another" means, in the sense of the invention, a permanent coupling of these components, so that they cannot rotate independently of one another. This is therefore to be understood as a permanent rotary connection. In particular, no shifting element is provided between these components, which can be elements of the differential and / or even shafts and / or a rotationally fixed component of the transmission, but the corresponding components are firmly coupled to one another. A torsionally flexible connection between two components is also understood as fixed or rotationally fixed.Preferably, the first planetary gear set and the at least second planetary gear set are assigned to a differential, wherein a first output torque can be transmitted at least indirectly to the first output shaft by means of the first planetary gear set, wherein a supporting torque of the first planetary gear set can be converted at least in the second planetary gear set in such a way that a second output torque corresponding to the first output torque can be transmitted to the second output shaft, wherein a first gear set element of the first planetary gear set is operatively connected to the input shaft in an at least indirectly rotationally fixed manner, wherein a second gear set element of the first planetary gear set is connected to a first gear set element of the second planetary gear set in an at least indirectly rotationally fixed manner, wherein a second gear set element of the second planetary gear set is connected to a stationary component in a rotationally fixed manner, wherein a third gear set element of the second planetary gear set is connected to the second output shaft in a rotationally fixed manner.In such a transmission, the sums of the two wheel torques are not combined or combined to form a common axle torque in a rotating component. Rather, the drive power introduced into the input shaft is divided in the differential and is forwarded in accordance with the design and connection of the planetary gear sets into the output shafts operatively connected thereto. The components of the differential can thus be made thinner due to the respective comparatively low torque. Furthermore, component reduction and weight saving are effected. A transmission is thus provided that, by means of the integral differential, the two functions torque conversion and torque distribution, which have been solved up to now by two separate assemblies, can be represented by a single integral assembly. The invention is thus a combined transmission and differential gear, which realizes, on the one hand, a torque converter and, on the other hand, the torque distribution to the output shafts, wherein, in addition, a power split is realized. With such a transmission, high transmission ratios can be realized, in particular of i >10.The differential is to be understood as an integral differential, wherein the transmission is consequently a differential. Within the scope of this invention, an integral differential is understood to mean a differential having a first planetary gear set and at least one further planetary gear set operatively connected to the first planetary gear set.For a differential having exactly two planetary gear sets, it applies that the first planetary gear set is drive-effectively connected to the input shaft, to the second planetary gear set and at least indirectly to the first output shaft. The second planetary gear set is operatively connected to the second output shaft for driving purposes. By means of such an integral differential, the input torque at the input shaft can be converted and divided or transmitted to the two output shafts in a defined ratio. The input torque is preferably transmitted to the output shafts by 50% each, i.e. half of it. Thus, the differential does not have a rotating component against which the sum of the two output torques is applied. In other words, generation of a cumulative torque is prevented. In addition, the differential does not have any toothings which rotate in the block or rotate without rolling motion at identical output rotational speeds of the output shafts. Thus, independently of the output rotational speeds of the output shafts, a relative movement of the components of the differential in meshing engagement with one another always takes place.For a differential with exactly three planetary gear sets, it applies that one of the planetary gear sets is arranged on the drive side and is connected in a drive-effective manner to the two other planetary gear sets, via which the output to the first and / or second output shaft takes place. According to one exemplary embodiment, the first planetary gear set is operatively connected to the input shaft and to the second and third planetary gear sets in a drive-effective manner, wherein the second planetary gear set is additionally operatively connected to the second output shaft and is supported on the housing via one of its gear set elements, and wherein the third planetary gear set is additionally operatively connected to the first output shaft and the second output shaft in a drive-effective manner. According to an alternative embodiment, the first planetary gear set is operatively connected to the first output shaft and to the second and third planetary gear sets in a drive-effective manner, wherein the second planetary gear set is additionally operatively connected to the second output shaft and supported on the housing via one of its gear set elements, and wherein the third planetary gear set is additionally operatively connected to the input shaft in a drive-effective manner. According to a further alternative embodiment, the first planetary gear set is supported on the housing via one of its gear set elements and is operatively connected to the second and third planetary gear sets in a drive-effective manner, wherein the second planetary gear set is additionally operatively connected to the input shaft and to the second output shaft in a drive-effective manner, and wherein the third planetary gear set is additionally operatively connected to the first output shaft in a drive-effective manner. According to a further alternative embodiment, the first planetary gear set is operatively connected to the input shaft and to the second and third planetary gear sets in a drive-effective manner, wherein the second planetary gear set is additionally operatively connected to the first output shaft and supported on the housing via one of its gear set elements, and wherein the third planetary gear set is additionally operatively connected to the second output shaft in a drive-effective manner and likewise supported on the housing via one of its gear set elements. Independently of the connection of the planetary gear set elements to one another and of the assignment of the planetary gear sets to the input shaft, the output shafts and the housing connection, it applies to all examples that the planetary gear or the planetary gears of one of the three planetary gear sets lies or lie on a second axis of rotation which is or are arranged obliquely to the first axis of rotation on which the input shaft lies.By means of such an integral differential with three planetary gear sets, the input torque at the input shaft can likewise be converted and divided or transmitted to the two output shafts in a defined ratio. The input torque is preferably transmitted to the output shafts by 50% each, i.e. half of it. The differential does not have a rotating component, against which the sum of the two output torques is applied, so that the generation of a sum torque is prevented. Such a differential has, at identical output rotational speeds of the output shafts, toothings which rotate in the block or which rotate without rolling movement, namely on the gear set elements of the second or third planetary gear set, which are directly connected to the output shafts. Such a differential is to be understood as an unbalanced differential.The output shafts of the transmission are configured in particular to be operatively connected to a wheel of the vehicle. The respective output shaft can be connected directly or directly or indirectly or indirectly, that is to say via a joint and / or a wheel hub, for example, to the associated wheel.The differential is consequently designed as a planetary gear with at least two planetary gear sets and the gear set elements sun gear, ring gear and several planetary gears guided by a planetary carrier on a circular path around the sun gear. A "planetary gear set" is understood to mean a unit having a plurality of gear set elements in the form of a sun gear, a ring gear and a planetary carrier, wherein at least one planetary gear, preferably a plurality of planetary gears, guided by the planetary carrier on a circular path around the sun gear is rotatably arranged on the planetary carrier, wherein the planetary gear or the planetary gears are in toothed engagement with the ring gear and / or the sun gear depending on the configuration of the respective planetary gear set. It is conceivable for the differential to have three or more planetary gear sets operatively connected to one another.In the case of planetary gear sets with planetary gears or planetary axes or second axes of rotation that are inclined with respect to the input shaft or the first axis of rotation, the terms sun gear, ring gear and planetary gears are also used, wherein these are accordingly bevel gears. Analogously to the planetary gear set with parallel planetary axis, in particular according to the statements in the preceding paragraph, the larger of the bevel gears is referred to as ring gear and the smaller of the bevel gears is referred to as sun gear.A stationary component is understood to be a rotationally and axially fixed component of the transmission, for example the transmission housing. The stationary component can therefore be arranged fixed to the housing. The term "fixed to the housing" is to be understood to mean that no relative movement takes place or can take place between the respective fixed to the housing gear set element and the fixed structural element of the transmission.In this case, the transmission has five shafts, namely the input shaft, the first output shaft, the second output shaft, a coupling shaft which connects the third gear set element of the first planetary gear set at least indirectly in a rotationally fixed manner to the first gear set element of the second planetary gear set, and a shaft for connecting the second gear set element of the second planetary gear set to the stationary component.Preferably, the third gear set element of the first planetary gear set is connected in a rotationally fixed manner to the first gear set element of the second planetary gear set via a coupling shaft. In other words, the planetary gear sets are operatively connected to one another via the coupling shaft.The second axis of rotation preferably has a common point of intersection with the first axis of rotation. The second axis of rotation is arranged only at an angle to the first axis of rotation. The first and respective second axes of rotation are thus located in a common plane.The planetary gear set, which has the respective planetary gear that lies on the second axis of rotation, can in this case be designed as an angle gear in planetary construction, in particular as a bevel gear. The tooth arrangements of the gear set elements of this planetary gear set are preferably designed as straight tooth arrangements, helical tooth arrangements, arc tooth arrangements or spiral tooth arrangements. It has been found that arc or spiral gearing is advantageous for transmitting the drive torque.Alternatively, the second axis of rotation is arranged skew to the first axis of rotation. In this case, the first and respective second axes of rotation do not have a common intersection point and are arranged non-parallel or exactly perpendicular to one another.The planetary gear set, which has the respective planetary gear that lies on the second axis of rotation, can in this case be designed as a lymphoid transmission of planetary construction, in particular as a bevel gear screw transmission. The tooth arrangements of the gear set elements of this planetary gear set are preferably designed as straight tooth arrangements, helical tooth arrangements, arc tooth arrangements or spiral tooth arrangements. It has been found that arc or spiral gearing is advantageous for transmitting the drive torque.Preferably, the first planetary gear set is arranged at least in regions radially within the second planetary gear set. Since the first planetary gear set according to the first aspect of the invention is arranged at least in regions radially within the second planetary gear set, a radially nested construction of the integral differential is realized. In other words, the gear set elements of the first and second planetary gear sets are arranged axially in a common plane. Consequently, the first and second planetary gear sets are arranged substantially in a common wheel plane, as a result of which the transmission can be of axially short construction and thus particularly compact design. The first and second planetary gear sets are arranged one above the other when viewed radially. It is also conceivable that the first and second planetary gear sets are not arranged in a common plane, but that the first planetary gear set is arranged offset in the axial direction relative to the second planetary gear set.Preferably, the input shaft and the output shafts have the same direction of rotation. The advantage is that a lower transmission support torque is applied to the second gear set element of the second planetary gear set or to the component by means of which the second gear set element of the second planetary gear set is supported on the stationary component.Alternatively, the input shaft rotates in a first rotational direction that is opposite to a second rotational direction of the output shafts. When the direction of rotation of the output shafts is referred to, it is to be understood that they rotate in the same direction. Of course, as in other known differential transmissions, operating states can also be demonstrated and reproduced in which one output shaft rotates in a first rotational direction, i.e. for example forwards, and the other output shaft rotates in a second rotational direction opposite thereto, i.e. correspondingly backwards.The first gear set element of the first planetary gear set is connected in a rotationally fixed manner to the input shaft according to one exemplary embodiment. Alternatively, a transmission stage is arranged between the input shaft and the first gear set element of the first planetary gear set. In this sense, a transmission stage is arranged between the first input shaft and the first gear set element of the first planetary gear set. The transmission stage is connected upstream of the first planetary gear set of the differential. The transmission ratio stage is to be understood as a front-mounted group which is provided to increase a transmission ratio of the transmission.The transmission stage can be designed as an epicyclic gear in the form of a planetary gear with at least one third planetary gear set and is connected upstream of the integral differential. The planetary gear set of the transmission stage has a plurality of gear set elements in the form of a sun gear, a ring gear and a planetary carrier, wherein at least one planetary gear, preferably a plurality of planetary gears, which is guided by the planetary carrier on a circular path around the sun gear is rotatably arranged on the planetary carrier, wherein the planetary gear or the planetary gears mesh with the ring gear and / or the sun gear depending on the configuration of the respective planetary gear set.A first gear set element of the planetary gear set of the transmission stage is fixedly connected to the stationary component, which can be the transmission housing, a second gear set element of the planetary gear set of the transmission stage is connected to the drive side of the transmission, in particular to the input shaft, in a rotationally fixed manner, wherein a third gear set element of the planetary gear set of the transmission stage is connected to the input side of the differential, in particular to the first gear set element of the first planetary gear set, in a rotationally fixed manner. It is conceivable that the transmission stage designed as an epicyclic gear comprises a fourth or further planetary gear sets.Alternatively, the transmission stage is designed as a spur gear stage. The spur gear stage can be configured in one or more stages, i.e. with gears on intermediate shafts. In the case of a spur gear stage, the drive or a drive shaft, whether it be a rotor shaft of an electric machine or a crankshaft of an internal combustion engine, is arranged axially parallel to the input shaft of the transmission.In a further alternative embodiment of the transmission, a multi-speed transmission is arranged between the first input shaft and the first gear set element of the first planetary gear set. The multi-speed transmission can be, analogously to the transmission stage, an epicyclic gear in the form of a planetary gear with at least one third planetary gear set and is connected upstream of the integral differential. One of the gear set elements of the third planetary gear set can be connected in a rotationally fixed manner, for example, via a first shifting element to a further one of the gear set elements of the same planetary gear set in order to realize a blocking of the third planetary gear set. A further shifting element can be provided for the purpose of connecting one of the gear set elements to the stationary component, in particular to the transmission housing, in a rotationally fixed manner. The advantage of a multi-speed transmission connected upstream is, among other things, that high output torques are possible on the one hand and a high final speed on the other hand. According to one embodiment, the multi-speed transmission is a 2-speed transmission.Preferably, a switching element for transmitting torque between the output shafts is arranged between the first output shaft and the second output shaft. The shifting element thus serves as a differential lock. The shifting element can be designed as a form-fitting or frictional shifting element. A form-locking shifting element realizes a rotationally fixed coupling of the two output shafts, wherein a regulation of the torque transmission is possible by a frictionally locking shifting element. The switching element can influence the driving dynamics of the vehicle.In principle, the planetary gear sets of the transmission can be arranged at will with respect to one another and operatively connected to one another in order to realize a desired transmission ratio with the transmission.According to one exemplary embodiment, the first gear set element is a sun wheel of the respective planetary gear set of the differential, the second gear set element is a planetary carrier of the respective planetary gear set of the differential, and the third gear set element is a ring wheel of the respective planetary gear set of the differential. The input shaft is thus connected in a rotationally fixed manner to the sun gear of the first planetary gear set, wherein the planetary carrier of the first planetary gear set is connected at least indirectly in a rotationally fixed manner to the first output shaft, and wherein the ring gear of the first planetary gear set is connected at least indirectly in a rotationally fixed manner to the sun gear of the second planetary gear set. In particular, the ring gear of the first planetary gear set is connected in a rotationally fixed manner to the sun gear of the second planetary gear set via a coupling shaft. The input shaft and the sun gear of the first planetary gear set can be formed in one piece, provided that no further transmission components or transmission component groups are effectively arranged between the input shaft. Furthermore, in this sense, the planet carrier of the second planetary gear set is fixed in a fixed position, for example on a housing of the transmission, wherein the ring gear of the second planetary gear set is connected at least indirectly in a rotationally fixed manner to the second output shaft.According to an alternative exemplary embodiment, the first gear set element of the first planetary gear set is a sun gear, wherein the second gear set element of the first planetary gear set is a ring gear, and wherein the third gear set element of the first planetary gear set is a planetary carrier, wherein the first gear set element of the second planetary gear set is a ring gear, wherein the second gear set element of the second planetary gear set is a planetary carrier, and wherein the third gear set element of the second planetary gear set is a sun gear. The input shaft is thus connected in a rotationally fixed manner to the sun gear of the first planetary gear set, wherein the ring gear of the first planetary gear set is connected at least indirectly in a rotationally fixed manner to the first output shaft, and wherein the planetary carrier of the first planetary gear set is connected at least indirectly in a rotationally fixed manner to the ring gear of the second planetary gear set. In particular, the planet carrier of the first planetary gear set is connected in a rotationally fixed manner to the ring gear of the second planetary gear set via a coupling shaft. The input shaft and the sun gear of the first planetary gear set can be formed in one piece, provided that no further transmission components or transmission component groups are effectively arranged between the input shaft. Furthermore, in this sense, the planet carrier of the second planetary gear set is fixed in a fixed position, for example on the transmission housing, wherein the sun gear of the second planetary gear set is connected at least indirectly in a rotationally fixed manner to the second output shaft.The connection of the gear set elements between the planetary gear sets can be exchanged as desired depending on the requirement of the transmission ratios. In other words, the connection of the wheelset elements can be varied as desired. Between the mentioned components, i.e. the gear set elements of the planetary gear sets of the differential, further components, for example intermediate or coupling shafts, can also be arranged.One or more of the planetary gear sets are each preferably designed as a minus planetary gear set or as a plus planetary gear set. A minus planetary gear set corresponds to a planetary gear set having a planet carrier on which first planet gears are rotatably mounted, a sun gear and a ring gear, wherein the toothing of at least one of the planet gears meshes with both the toothing of the sun gear and the toothing of the ring gear, whereby the ring gear and the sun gear rotate in the opposite direction when the sun gear rotates with the carrier fixed. A plus planetary gear set differs from the minus planetary gear set in that the plus planetary gear set includes first and second and outer planetary gears rotatably supported on the planetary carrier. The toothing of the first or inner planetary gears meshes on the one hand with the toothing of the sun gear and on the other hand with the toothing of the second or outer planetary gears. The toothing of the outer planetary gears moreover meshes with the toothing of the ring gear. This has the result that, when the planet carrier is fixed, the ring gear and the sun gear rotate in the same direction.When one or more of the planetary gear sets are designed as a plus planetary gear set, the connection of planetary carrier and ring gear is exchanged and the amount of the stationary transmission ratio is increased by 1. This is also analogously possible in the opposite sense if a minus planetary gear set is to be provided instead of a plus planetary gear set.Alternatively, it is also conceivable to configure one or more planetary gear sets as stepped planetary gear sets. Each stepped planet gear of the respective stepped planetary gear set preferably comprises a first gear with a second gear connected thereto in a rotationally fixed manner, wherein the first gear meshes, for example, with the sun gear and the second gear meshes correspondingly with the ring gear, or vice versa. These two gears can be connected to one another in a rotationally fixed manner, for example, via an intermediate shaft or a hollow shaft. In the case of a hollow shaft, it can be rotatably mounted on a bolt of the planetary carrier. Preferably, the two gears of the respective stepped planetary gear have different diameters and numbers of teeth in order to set a transmission ratio. In addition, compound planetary gear sets are also conceivable.Preferably, the first output shaft is arranged radially inside the second output shaft in sections and mounted rotatably thereto. The second output shaft is designed at least in sections as a hollow shaft, wherein the second output shaft spatially accommodates and supports the first output shaft in the region designed as a hollow shaft. Depending on the size of the output shafts, the bearing can be a rolling bearing, a needle bearing or a sliding bearing. Other types of bearings are also conceivable.According to one exemplary embodiment, the differential further comprises a third planetary gear set with a plurality of gear set elements. In other words, the differential has three planetary gear sets operatively connected to one another. The first planetary gear set is operatively connected in this case to the input shaft by a first gear set element, to the second planetary gear set by a second gear set element and to the third planetary gear set by a third gear set element. The housing support takes place, for example, via a gear set element of the second planetary gear set, which is additionally operatively connected, in particular connected in a rotationally fixed manner, to a further gear set element both to the second output shaft and to a gear set element of the third planetary gear set. The third planetary gear set also has a gear set element which is operatively connected, in particular connected in a rotationally fixed manner, to the first output shaft. The second and third planetary gear sets can also be interchanged. In any case, the planetary gear or, if more than one is provided, a plurality of planetary gears of one of the planetary gear sets lies on a second rotational axis which is arranged obliquely with respect to the first rotational axis of the input shaft.The term "operatively connected" is understood to mean a non-switchable connection between two components, which is provided for permanent transmission of a drive power, in particular a rotational speed and / or a torque. The connection can be effected either directly, i.e. as a rotationally fixed connection, or via a fixed transmission ratio. The connection can be effected, for example, via a fixed shaft, a toothing, in particular a spur gear toothing, and / or a winding means.The term "at least indirectly" is to be understood to mean that two components are (operatively) connected to one another or are directly and thus directly connected to one another via at least one further component which is arranged between the two components. Consequently, further components can be arranged between shafts or gearwheels, which are operatively connected to the shaft or the gearwheel.A drive train for a vehicle according to the invention comprises a transmission according to the previous embodiments. The transmission is operatively connected to a drive unit. The drive unit is preferably an electric machine, wherein the input shaft of the transmission is a rotor of the electric machine or is connected or coupled to the rotor or a rotor shaft in a rotationally fixed manner. The rotor is rotatably mounted with respect to a stator of the electric machine fixed to the housing.The electric machine is preferably connected to an accumulator which supplies the electric machine with electrical energy. Furthermore, the electric machine is preferably controllable or regulable by power electronics. The drive unit can alternatively also be an internal combustion engine, wherein the input shaft in this case is, for example, a crankshaft or is connected or coupled to the crankshaft in a rotationally fixed manner.Preferably, the drive unit is arranged coaxially with the integral differential. An additional transmission from the input shaft to the rotor shaft or the rotor or the crankshaft of the drive unit is thus not required. One of the output shafts, preferably the first output shaft, is in this case passed axially through the drive unit.Further interposed components can be arranged between the input shaft of the transmission and the drive unit, for example designed as a planetary transmission, spur gear transmission, chain drive, belt drive, angle drive, articulated shaft, torsion damper, multi-speed transmission or the like. Likewise, further interposed components can be arranged between the respective output shaft and the wheel operatively connected thereto, such as, for example, articulated shafts, transmission gears, spring and damping elements or the like.The drive train according to the above-described type is usable in a vehicle. The vehicle is preferably a motor vehicle, in particular an automobile (e.g. a passenger car with a weight of less than 3.5 t), bus or lorry (bus and lorry, e.g. with a weight of more than 3.5 t). In particular, the vehicle is an electric vehicle or a hybrid vehicle. The vehicle comprises at least two axles, wherein one of the axles forms an axle that can be driven by means of the drive train. The drive train according to the invention is effectively arranged on this drivable axle, wherein the drive train transmits a drive power of the drive unit via the transmission according to the invention to the wheels of this axle. It is also conceivable to provide such a drive train for each axle.The drive train is preferably installed in a front-transverse design, so that the input shaft and the output shafts are aligned substantially transversely to the vehicle longitudinal direction. Alternatively, the drive train can be arranged obliquely to the longitudinal and transverse axes of the vehicle, wherein the output shafts are connected via corresponding joints to the wheels of the respective axle, which are arranged transversely to the vehicle longitudinal axis.The above definitions and statements regarding technical effects, advantages and advantageous embodiments of the transmission according to the invention also apply analogously to the drive train according to the invention, and vice versa.Several exemplary embodiments of the invention are explained in more detail below with reference to the schematic drawings. This shows FIG. 1 shows a highly schematic plan view of a vehicle having a drive train according to the invention and a transmission according to the invention according to a preferred embodiment, and FIG. 2 shows a highly schematic longitudinal section of the transmission according to the invention according to FIG. 1, FIG. 3 shows a highly schematic longitudinal section of the transmission according to the invention according to a second embodiment, FIG. 4 shows a highly schematic longitudinal section of the transmission according to the invention according to a third embodiment, FIG. 5 shows a highly schematic longitudinal section of the transmission according to the invention according to a fourth embodiment, FIG. 6 shows a highly schematic longitudinal section of the transmission according to the invention according to a fifth embodiment, FIG. 7 shows a highly schematic longitudinal section of the transmission according to the invention according to a sixth embodiment, FIG. 8 shows a highly schematic longitudinal section of the transmission according to the invention according to a seventh embodiment, FIG. 9 shows a highly schematic longitudinal section of the transmission according to the invention according to an eighth embodiment, FIG. 10 shows a highly schematic longitudinal section of the transmission according to the invention according to a ninth embodiment, FIG. 11 shows a highly schematic longitudinal section of the transmission according to the invention according to a tenth embodiment, FIG. 12 shows a highly schematic longitudinal section of the transmission according to the invention according to an eleventh embodiment, FIG. 13 shows a highly schematic longitudinal section of the transmission according to the invention according to a twelfth embodiment, FIG. 14 shows a highly schematic longitudinal section of the transmission according to the invention according to a thirteenth embodiment, FIG. 15 shows a highly schematic longitudinal section of the transmission according to the invention according to a fourteenth embodiment, and FIG. 16 shows a highly schematic longitudinal section of the transmission according to the invention according to a fifteenth embodiment.According to FIG. 1, a vehicle 1 with two axles 11 a, 11 bis shown, wherein a drive train 2 according to the invention is arranged on the first axle 11 ain a drive-effective manner. The vehicle 1 is an electric vehicle here, wherein the vehicle 1 is driven purely electrically. The first axle 11 acan be both the front axle and the rear axle of the vehicle 1 and forms a driven axle of the vehicle 1. here the first axle 11 ais the rear axle or the non-steerable axle of the vehicle 1. the drive train 2 comprises a drive unit 22 designed as an electric machine and a transmission 3 connected thereto in a drive-effective manner, wherein the structure and the arrangement of the transmission 3 is explained in more detail in the subsequent figures. The structure of the drive unit 22 is not shown here. The drive unit 22 or electric machine has in any case an accumulator which supplies it with electrical energy, and power electronics for controlling and regulating the drive unit 22. By energizing a stator-not shown here-a rotor-also not shown here-arranged rotatably to the stator, which as a drive shaft is in turn connected rotationally fixedly to the input shaft 4 of the transmission 3 shown in the following figures, is set into a rotational movement relative to the stator. The drive power of the drive unit 22 is conducted via the input shaft 4 into the transmission 3 and converted there by a differential 7 and at least indirectly divided between a first output shaft 5 and a second output shaft 6. The drive unit 22 is arranged coaxially with the integral differential 7.At the ends of the output shafts 5, 6 arranged here coaxially with respect to one another, a wheel 18 is connected at least indirectly in each case in order to drive the vehicle 1. Joints and wheel hubs can be arranged between the respective wheel 18 and the output shafts 5, 6 in order to compensate for possible oblique positions of the output shafts 5, 6. These are not shown or described in more detail here.The transmission 3 shown in each of FIGS. 2 to 17 is a differential transmission. The output shafts 5, 6 are arranged coaxially with respect to one another and extend in opposite directions towards the wheels 18 according to FIG. 1, wherein the first output shaft 5 is guided axially through the transmission 3, in particular through the integral differential 7 and the drive unit 22.According to FIGS. 2 to 16, the integral differential 7 is assigned a first planetary gear set 8 with a plurality of gear set elements and a second planetary gear set 9 operatively connected thereto and likewise with a plurality of gear set elements. A first output torque can be transmitted to the first output shaft 5 by means of the first planetary gear set 8, wherein a supporting torque of the first planetary gear set 8 can be converted in the second planetary gear set 9 in such a way that a second output torque corresponding to the first output torque can be transmitted to the second output shaft 6.For all embodiments, the input shaft 4 and the output shafts 5, 6 can have the same direction of rotation. Alternatively, the input shaft 4 may rotate in a first rotational direction that is directed opposite to a second rotational direction of the output shafts 5, 6.According to FIGS. 2 to 8 and 11 to 15, on the first planetary gear set 8, the first gear set element is a first sun gear 25 a, the second gear set element is a first planetary carrier 26 a, and the third gear set element is a first ring gear 27 a, wherein on the first planetary carrier 26 a, a plurality of first planetary gears 28 aare rotatably arranged, which are in mesh with the first sun gear 25 aand the first ring gear 27 a. The first output shaft 5 is axially passed through the first sun gear 25 aof the first planetary gear set 8. Consequently, the first sun gear 25a is designed as a ring gear and the input shaft 4 connected thereto is designed as a hollow shaft. The first sun gear 25a is seated fixedly on the input shaft 4 or is connected thereto in a rotationally fixed manner. The first sun gear 25 aand the input shaft 4 are here integrally connected to one another. Furthermore, on the second planetary gear set 9, the first gear set element is a second sun wheel 25 b, the second gear set element is a second planetary carrier 26 band the third gear set element is a second ring gear 27 b, wherein on the second planetary carrier 26 b, a plurality of second planetary gears 28 bare rotatably arranged, which are in toothed engagement with the second sun wheel 25 band the second ring gear 27 b.According to FIGS. 2 to 8 and 11 to 15, the first ring gear 27 aof the first planetary gear set 8 is connected in a rotationally fixed manner via a coupling shaft 14 to the second sun gear 25 bof the second planetary gear set 9. The second planetary carrier 26 bof the second planetary gear set 9 is supported fixed to the housing on the stationary component 13, which in the present case is the transmission housing. The second planet carrier 26 bis connected in a rotationally fixed manner to the stationary component 13 via a shaft 20. The second ring gear 27 bof the second planetary gear set 9 can be connected to the second output shaft 6 in a rotationally fixed manner via a coupling element or the like, which can be designed as a ring gear carrier.The first and second planetary gear sets 8, 9 are each designed here as minus planetary gear sets and are radially nested and thus arranged in a common plane which runs perpendicular to the axis 11 a. This saves axial installation space. The first planetary gear set 8 is arranged radially inside the second planetary gear set 9.According to FIGS. 2 to 8 and 11 to 15, the input shaft 4 lies on a first axis of rotation 15. the first axis of rotation 15 forms the drive axis of the transmission 3. the first axis of rotation 15 can be arranged coaxially or offset axially parallel to the first axis 11 a. The axes of rotation of the output shafts 5, 6 are likewise located on the first axis of rotation 15. In this case, the drive axis is arranged coaxially with the output axis.The first and second planetary gear sets 8, 9 are arranged coaxially with respect to the input shaft 4 and the first rotational axis 15, respectively. Each of the conically designed second planetary gears 28 bof the second planetary gear set 9, however, lies on an associated second rotational axis 16, wherein the respective second rotational axis 16 is arranged obliquely, i.e. at an angle, to the first rotational axis 15 of the input shaft 4. Each second planetary gear 18 bthus rotates about its own second axis of rotation 16, wherein all axes of rotation 16 are arranged equally obliquely to the first axis of rotation 15 of the input shaft 4. The second planetary gear 28 bis formed as a ring gear. Due to the oblique position of the respective second rotational axis 16, which is to be understood as a planetary axis, relative to the first rotational axis 15, it is possible to design the second planetary gear set 9 with a stationary transmission ratio that is small in terms of amount, without the planetary diameter of the second planetary gears 28 bhaving to become necessarily small as a result. Thus, sufficient space can be provided in the interior of the respective second planetary gear 28 bto accommodate a sufficiently dimensioned mounting for the respective planetary gear 28 b.Depending on the installation space available, the first axis of rotation 15 of the input shaft 4 and the second axis of rotation 16 of the respective second planetary gear 28 bmay have a common point of intersection X. Alternatively, the first axis of rotation 15 of the input shaft 4 and the second axis of rotation 16 of the respective second planetary gear 28 bmay be arranged skew to one another. In this case, the axes of rotation 15, 16 are likewise arranged obliquely with respect to one another, but do not have a common point of intersection. The angle between the first and second axes of rotation 15, 16 is either between 0° and 90° or between 90° and 180°. In any case, the axes of rotation 15, 16 are arranged neither exactly parallel nor exactly perpendicular to one another.According to FIG. 2, the first planetary gears 28 aare arranged axially parallel to the first axis of rotation 15 of the input shaft 4. The angle between the first and second axes of rotation 15, 16 is here less than 90°.The transmission 3 according to FIG. 3 differs from the exemplary embodiment according to FIG. 2 in that the second axis of rotation 16 is tilted or inclined in the opposite direction. The angle between the first and second axes of rotation 15, 16 is here greater than 90°. In this case, the gear set elements of the first and second planetary gear sets 8, 9 are arranged substantially within the second ring gear 27 bof the second planetary gear set 9. With regard to the effects and advantages, reference is made to what has been said with reference to FIG. 2. A transmission 3 according to FIG. 2 or FIG. 3 has a high efficiency and has a low installation space requirement. In addition, certain installation space requirements can be dealt with flexibly.According to FIGS. 4 to 8, the first planetary gears 28 aare each designed as stepped planetary gears, having a first gear Z 1 and a second gear Z 2 connected thereto in a rotationally fixed manner. The first gear Z 1 has a larger outer diameter than the second gear Z 2. The first gear Z1 meshes with the first sun gear 25a, and the second gear Z2 meshes with the first ring gear 27a. The desired stationary transmission ratio, which is large in terms of amount, can be produced on the first planetary gear set 8 by the first planetary gears 28 a, which are designed as stepped planets, without the ring gear diameter of the first ring gear 27 aof the first planetary gear set 8 becoming too large in the process. The difference between the exemplary embodiments according to FIGS. 4 and 5 only exists in the axial sequence of the gears Z 1, Z 2 of the first planetary gears 28 aof the first planetary gear set. As shown in FIG. 4, viewed from left to right, the second gear Z2 is arranged in front of the first gear Z1 on the first planetary carrier 27a. This is the reverse in FIG. 5. In other respects, the exemplary embodiments according to FIGS. 4 and 5 are designed identically to FIG. 2.Depending on the configuration and installation space situation, a cone angle of the toothing of the outer, second planetary gear 28 bcan be made smaller than 90°, cf. FIG. 6 This depends on the one hand on the angle of the planetary axis to the drive axis or the second rotational axis 16 to the first rotational axis 15, and on the diameter of the planetary gears 28 a, 28 b.Analogously to FIG. 3, it is also conceivable for the exemplary embodiments according to FIGS. 7 and 8 to choose the angle of the second rotational axis 16 relative to the first rotational axis 15 to be greater than 90°. The axial arrangement of the gearwheels Z 1, Z 2 of the first planetary gears 28 acan also be designed as desired, analogous to FIGS. 4 and 5. This is always done taking into account the available installation space in the vehicle 1.A transmission 3 according to FIG. 4 or FIG. 8 respectively likewise has a high degree of efficiency and has a low installation space requirement. In addition, certain installation space requirements can be dealt with flexibly.According to FIGS. 9 and 10, the connection of the wheelset elements is chosen differently in comparison to the other exemplary embodiments. It should thus be clear that the respective connection of the gear set elements sun gear, planetary carrier and ring gear can take place and be adapted to the transmission ratios including signs, depending on the requirement.In the present case, the first gear set element of the first planetary gear set 8 is the sun gear 25 a, the second gear set element of the first planetary gear set 8 is the ring gear 27 a, and the third gear set element of the first planetary gear set 8 is the planetary carrier 26 a. The first gear set element of the second planetary gear set 9 is the ring gear 27 b, the second gear set element of the second planetary gear set 9 is the planetary carrier 26 band the third gear set element of the second planetary gear set 9 is the sun gear 25 b. The input shaft 4 is thus connected in a rotationally fixed manner to the first sun wheel 25 a, wherein the first ring gear 27 ais connected in a rotationally fixed manner to the first output shaft 5, and wherein the first planet carrier 26 ais connected to the second ring gear 27 bvia a coupling shaft 14. The second planet carrier 26 bis also fixed in a stationary manner on the stationary component 13 via the shaft 20, wherein the second sun gear 25 bis connected in a rotationally fixed manner to the second output shaft 6.With the exception of the connection, the transmission 3 according to FIG. 9, in particular the axes of rotation 15, 16, is designed analogously to FIG. 1. With regard to the embodiment according to FIG. 9, reference is also made to the embodiments of the embodiment according to FIG. 2.According to FIG. 10, the first planetary gears 28 aare each designed as stepped planetary gears analogous to FIGS. 4 to 8. The first gear Z1 meshes with the first sun gear 25a, and the second gear Z2 meshes with the first ring gear 27a. As in the previous exemplary embodiments, the axial sequence of the gearwheels Z 1, Z 2 of the first planetary gears 28 aof the first planetary gear set 8 can be adapted depending on the space requirement or available installation space. As shown in FIG. 10, viewed from left to right, the first gear Z1 is disposed in front of the second gear Z2 on the first planetary carrier 27a. With regard to the embodiment according to FIG. 10, reference is also made to the embodiments of the embodiment according to FIGS. 4 to 8.According to FIGS. 11 and 12, a transmission stage 12 is arranged between the first input shaft 4 and the first gear set element of the first planetary gear set 8, here the first sun gear 25 a. The transmission stage 12 is to be understood as a pretransmission of the transmission 3.According to FIG. 11, the transmission stage 12 is a planetary gear with a third planetary gear set 10, comprising the gear set elements third sun gear 25 c, third planetary carrier 26 cand third ring gear 27 c. The third planetary gear set 10 is a minus planetary gear set, so that third planetary gears 28 cof the third planetary gear set 10 rotatably mounted on the third planetary carrier 26 care in mesh with the third sun gear 25 cand the third ring gear 27 c. The third ring gear 27 cis connected in a rotationally fixed manner to the input shaft 4, wherein the third sun gear 25 cis fixed to the stationary component 13. The output of the transmission stage 12 takes place via the third planetary carrier 26 c, which is connected via an intermediate shaft 21 in a rotationally fixed manner to the first gear set element of the first planetary gear set 8 of the differential 7, in the present case to the first sun gear 25 a. The transmission stage 12 is arranged axially between the drive unit 22 according to FIG. 1 and the differential 7. The transmission stage increases an overall transmission ratio of the transmission 3. Otherwise, the respective transmission 3 according to FIG. 11 is designed analogously to the exemplary embodiment according to FIG. 5, so that reference is made to the corresponding sections of the description. It should be mentioned that, depending on the required transmission ratio, the connection of the gear set elements of the third planetary gear set 10 can be exchanged as desired.The transmission stage 12 according to FIG. 12 is a spur gear stage 24, comprising a third gearwheel Z 3 and a fourth gearwheel Z 4 meshing therewith. The third gearwheel Z 3 is connected in a rotationally fixed manner to the input shaft 4 of the transmission 3. In contrast to the previous exemplary embodiments, the input shaft 4 arranged on the first axis of rotation 15 is axially parallel to the output shafts 5, 6, wherein, in addition to the above-mentioned increase in the overall transmission ratio, an axial offset can also be compensated by the transmission stage 12. The drive axis is thus offset parallel to the output axis on which the output shafts 5, 6 are arranged. Such an arrangement can be advantageous if the drive unit 22 is an internal combustion engine. the fourth gearwheel Z 4 is connected via an intermediate shaft 21 in a rotationally fixed manner to the first gear set element of the first planetary gear set 8 of the differential 7, in this case to the first sun wheel 25 a. Otherwise, the respective transmission 3 according to FIG. 12 is designed analogously to the exemplary embodiment according to FIG. 5, so that reference is made to the corresponding sections of the description.Instead of a pure transmission stage, a multi-speed transmission 17 can be arranged between the first input shaft 4 and the first gear set element or the first sun gear 25 aof the first planetary gear set 8. This shows a further example according to FIG. 13, In the present case, a 2-gear group is connected upstream of the differential transmission. This is, for example, a planetary gear with a third planetary set 10, comprising the gear set elements third sun gear 25 c, third planetary carrier 26 cand third ring gear 27 c. The third planetary gear set 10 according to FIG. 13 is a minus planetary gear set, so that third planetary gears 28 cof the third planetary gear set 10 rotatably mounted on the third planetary carrier 26 care in meshing engagement with the third sun gear 25 cand the third ring gear 27 c. The third ring gear 27 cis connected in a rotationally fixed manner to the input shaft 4. The third sun gear 25c can be fixed to the stationary component 13 via a first frictional shifting element B. The output of the transmission stage 12 takes place via the third planetary carrier 26 c, which is connected via an intermediate shaft 21 in a rotationally fixed manner to the first gear set element of the first planetary gear set 8 of the differential 7, in the present case to the first sun gear 25 a. The two gears are realized, on the one hand, by locking the third sun gear 25 aand, on the other hand, by the fact that the third ring gear 27 cis coupleable in a rotationally fixed manner to the third sun gear 25 cby means of a second frictional shift element K, so that the third planetary gear set is locked. The multi-speed transmission 17 is arranged axially between the drive unit 22 according to FIG. 1 and the differential 7. The advantage is that high output torques can be realized on the one hand and high final speeds on the other hand. The shift elements B, K can also be form-locking shift elements.The exemplary embodiments according to FIGS. 14 and 15 are designed substantially analogously to the example according to FIG. 5. The difference here consists in that a third shifting element S for torque transmission between the output shafts 5, 6 is arranged between the first output shaft 5 and the second output shaft 6. In other words, a torque-transmitting connection can be created between the output shafts 5, 6 by the third shifting element S. This connection can be designed, for example, in a form-fitting manner via claws (cf. FIG. 15 ). Alternatively, the connection can be realized in a frictional manner via one or more parallel acting friction surfaces, for example in the form of a multiplate clutch (cf. FIG. 14 Furthermore, alternatively, the torque-transmitting connection between the output shafts 5, 6 can be realized in a frictional manner via one or more conical friction surfaces or friction surfaces. The latter case is not shown here. Consequently, a blocking function of the differential 7 can be realized by the third switching element S.As already mentioned, the connection of the wheelset elements can be selected as desired. It is also conceivable for the differential to have more than two planetary gear sets 8, 9. According to FIG. 16, such a differential transmission is shown, namely the differential 7 has, in addition to the first and second planetary gear sets 8, 9, a fourth planetary gear set 19 with a plurality of gear set elements in the form of a fourth sun wheel 25 d, a fourth planetary carrier 26 dand a fourth ring gear 27 d. The fourth planetary gear set 19 is a minus planetary gear set, so that fourth planetary gears 28 dof the fourth planetary gear set 19 rotatably mounted on the fourth planetary carrier 26 dare in meshing engagement with the fourth sun gear 25 dand the fourth ring gear 27 d.The first sun gear 25 aof the first planetary gear set 8 is connected in a rotationally fixed manner to the input shaft 4, wherein the first planetary carrier 26 ais connected in a rotationally fixed manner to the second sun gear 25 bof the second planetary gear set 9 via an intermediate shaft 21. The first ring gear 27 ais connected via the coupling shaft 14 in a rotationally fixed manner to the fourth sun gear 25 dof the fourth planetary gear set 19. The fourth planet carrier 26 dis connected in a rotationally fixed manner to the first output shaft 5, wherein the fourth ring gear 27 dis connected in a rotationally fixed manner to the second output shaft 6 and the second ring gear 27 b. The second planet carrier 26 bis connected via the shaft 20 in a rotationally fixed manner to the stationary component 13.In this exemplary embodiment, too, a first output torque can be transmitted at least indirectly to the first output shaft 5 by means of the first planetary gear set 8, wherein a supporting torque of the first planetary gear set 8 can be converted in the second planetary gear set 9 and the fourth planetary gear set 19 in such a way that a second output torque corresponding to the first output torque can be transmitted to the second output shaft 6.According to FIG. 16, the respective fourth planetary gear 28 dof the fourth planetary gear set 19 is arranged on the second rotational axis 16 and thus obliquely, i.e. at an angle between 0° and 90° or between 90° and 180° to the first rotational axis 15 of the input shaft 4. In the present case, the angle is between 0° and 90°.For all planetary gear sets 8, 9, 10, 19, it applies that the respective planetary gear set 8, 9, 10, 19 instead of a minus planetary gear set is always also designed as a plus planetary gear set, in that the connection of planetary carrier and ring gear is exchanged and the amount of the stationary transmission ratio is increased by one. This is also possible in the opposite sense.All the exemplary embodiments according to FIGS. 2 to 10 can be supplemented with a transmission stage 12, a multi-speed transmission 17 and / or a shifting element S for realizing a differential lock.In all exemplary embodiments shown here according to FIGS. 2 to 16, the axes of rotation 15, 16 have a common point of intersection X. However, the axes of rotation 15, 16 can also be skew with respect to one another, so that they do not have a common point of intersection.Reference numerals denote reference numerals1 Vehicle 2 Drive train 3 Transmission 4 Input shaft 5 First output shaft 6 Second output shaft 7 Differential 8 First planetary gear set 9 Second planetary gear set 10 Third planetary gear set 11 aFirst axle 11 bSecond axle 12 Transmission stage 13 Stationary component 14 Coupling shaft 15 First axis of rotation of the input shaft 16 Second axis of rotation of the planetary gear 17 Multi-speed transmission 18 Wheel 19 Fourth planetary gear set 20 Shaft 21 Intermediate shaft 22 Drive unit 24 Spur gear stage 25 aFirst sun wheel of the first planetary gear set 25 bSecond sun wheel of the second planetary gear set 25 cThird sun wheel of the third planetary gear set 25 d Viertes sun wheel of the fourth planetary gear set 26 aFirst planetary carrier of the first planetary gear set 26 bSecond planetary carrier of the second planetary gear set 31 26 cThird planetary carrier of the third planetary gear set 26 d Vierter planetary carrier of the fourth planetary gear set 27 afirst ring gear of the first planetary gear set 27 bsecond ring gear of the second planetary gear set 27 cthird ring gear of the third planetary gear set 27 d fourth ring gear of the fourth planetary gear set 28 afirst planetary gear of the first planetary gear set 28 bsecond planetary gear of the second planetary gear set 28 cthird planetary gear of the third planetary gear set 28 d fourth planetary gear of the fourth planetary gear set B first shifting element K second shifting element S third shifting element X intersection point of the axes of rotation Z 1 first gear of the stepped planetary gear Z 2 second gear of the stepped planetary gear Z 3 third gear of the spur gear stage Z 4 fourth gear of the spur gear stage

Claims

Transmission (3) for a drive train (2) of a vehicle (1), comprising an input shaft (4) which has a first axis of rotation (15), a first output shaft (5), a second output shaft (6), wherein a first planetary gear set (8) having a plurality of gear set elements and at least one second planetary gear set (9) operatively connected thereto having a plurality of gear set elements are arranged operatively between the input shaft (4) and the two output shafts (5, 6), wherein one of the planetary gear sets (8, 9) has at least one planetary gear (28b, 28d) having a second axis of rotation (16), wherein the second axis of rotation (16) of the respective planetary gear (28b, 28d) is arranged obliquely to the first axis of rotation (15) of the input shaft (4), wherein the first planetary gear set (8) and the at least second planetary gear set (9) are assigned to a differential (7), wherein a first output torque can be transmitted at least indirectly to the first output shaft (5) by means of the first planetary gear set (8), wherein a supporting torque of the first planetary gear set (8) can be converted at least in the second planetary gear set (9) in such a way that a second output torque corresponding to the first output torque can be transmitted to the second output shaft (6), wherein a first gear set element of the first planetary gear set (8) is operatively connected to the input shaft (4), wherein a second gear set element of the first planetary gear set (8) is connected at least indirectly in a rotationally fixed manner to the first output shaft (5), wherein a third gear set element of the first planetary gear set (8) is connected at least indirectly in a rotationally fixed manner to a first gear set element of the second planetary gear set (9), wherein a second gear set element of the second planetary gear set (9) is connected in a rotationally fixed manner to a stationary component (13), wherein a third gear set element of the second planetary gear set (9) is connected to the second output shaft (6) in a rotationally fixed manner.Transmission (3) according to Claim 1, wherein the third gear set element of the first planetary gear set (8) is connected in a rotationally fixed manner to the first gear set element of the second planetary gear set (9) via a coupling shaft (14).The transmission (3) according to claim 1 or 2, wherein the second axis of rotation (16) has a common point of intersection (X) with the first axis of rotation (15).Transmission (3) according to Claim 1 or 2, wherein the second axis of rotation (16) is arranged skew to the first axis of rotation (15).Transmission (3) according to one of the preceding claims, wherein the first planetary gear set (8) is arranged at least in regions radially within the second planetary gear set (9).Transmission (3) according to one of Claims 1 to 5, wherein the input shaft (4) and the output shafts (5, 6) have the same direction of rotation.The transmission (3) according to any one of claims 1 to 5, wherein the input shaft (4) rotates in a first rotational direction that is opposite to a second rotational direction of the output shafts (5, 6).Transmission (3) according to one of Claims 1 to 7, wherein a transmission stage (12) is arranged between the first input shaft (4) and the first gear set element of the first planetary gear set (8).Transmission (3) according to one of Claims 1 to 7, wherein a multi-speed transmission (17) is arranged between the first input shaft (4) and the first gear set element of the first planetary gear set (8).Transmission (3) according to one of the preceding claims, wherein a shifting element (S) for torque transmission between the output shafts (5, 6) is arranged between the first output shaft (5) and the second output shaft (6).Transmission (3) according to one of the preceding claims, wherein the first gear set element is a sun wheel (25a, 25b) of the respective planetary gear set (8, 9), the second gear set element is a planetary carrier (26a, 26b) of the respective planetary gear set (8, 9) and the third gear set element is a ring wheel (27a, 27b) of the respective planetary gear set (8, 9).Transmission (3) according to one of Claims 1 to 10, wherein the first gear set element of the first planetary gear set (8) is a sun wheel (25a), wherein the second gear set element of the first planetary gear set (8) is a ring wheel (27a), and wherein the third gear set element of the first planetary gear set (8) is a planet carrier (26a), wherein the first gear set element of the second planetary gear set (9) is a ring wheel (27b), wherein the second gear set element of the second planetary gear set (9) is a planet carrier (26b), and wherein the third gear set element of the second planetary gear set (9) is a sun wheel (25b).Transmission (3) according to one of the preceding claims, wherein the differential (7) further comprises a further planetary gear set (19) having a plurality of gear set elements.Drive train (2) for a vehicle (1), comprising a transmission (3) according to one of the preceding claims and a drive unit (22) operatively connected to the transmission (3).

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