Semitrailer electric drive axle structure and vehicle

Abstract

The utility model discloses a semitrailer electric drive axle structure and a vehicle, and belongs to the technical field of vehicle drive axles. The differential mechanism comprises a differential mechanism assembly, a first driving assembly and a second driving assembly, wherein the first driving assembly and the second driving assembly are located on the two sides of the differential mechanism assembly respectively. The first driving assembly and the second driving assembly can provide driving force for the differential mechanism assembly independently or jointly. The first driving assembly is further provided with a brake, and the brake and a driving source of the first driving assembly can be controlled by an external controller. When the whole vehicle runs, the driving force of the whole vehicle can be improved through simultaneous work of the two driving assemblies; and the brake performance of the whole vehicle can be improved by utilizing the brake of the first driving assembly. After the traction vehicle head is separated from the semitrailer, the power supply of the second driving assembly is cut off; starting work of the first driving source and the brake can be controlled through an external controller, and the functions of independent driving, braking and parking of the semitrailer are achieved.

Description

Technical Field

[0001] This utility model belongs to the field of vehicle drive axle technology, and more specifically, relates to a semi-trailer electric drive axle structure and vehicle. Background Technology

[0002] Currently, heavy-duty freight trucks generally operate using a tractor-trailer cooperative mode. When transporting goods, the trailer is attached to the tractor, and the entire vehicle's power comes from the tractor. However, trailers typically lack driving capability and auxiliary braking ability, relying solely on the tractor's drive system. This results in problems such as braking delay, high energy consumption, and an inability to move independently, increasing the risk of slippage when going uphill or downhill. Especially after the semi-trailer and tractor unit are separated, the lack of independent driving capability makes subsequent operations, whether short-distance movement or parking adjustments within the site, extremely inconvenient, severely impacting the overall efficiency of transportation operations.

[0003] A search revealed that patent CN206704331U provides an electric vehicle for assisting a vehicle in ascending and descending slopes. In this application, a tow hook at the rear of the chassis is attached to the front of the vehicle to be ascended. A first controller controls the motor to operate, and the drive axle drives the drive wheels to provide traction, thus providing traction for the vehicle ascending the slope and reducing energy consumption. A tow hook at the front of the chassis is attached to the rear of the vehicle to be descended. A second controller connects the generator and the vehicle battery to a conductive state, thereby providing damping force for the vehicle descending the slope. While this electric vehicle can assist the trailer in ascending and descending slopes and provide traction for the vehicle ascending and damping force for the vehicle descending, the problem of the trailer's inability to move independently is not completely solved. Utility Model Content

[0004] 1. The problem to be solved

[0005] In view of at least some of the problems existing in the prior art, this utility model proposes a semi-trailer electric drive axle structure and vehicle, the purpose of which is to solve a series of problems caused by the lack of autonomous driving capability of existing trailers.

[0006] 2. Technical Solution

[0007] To solve the above problems, the technical solution adopted by this utility model is as follows:

[0008] The present invention provides a semi-trailer electric drive axle structure, including a differential assembly and a first drive assembly and a second drive assembly located on both sides of the differential assembly.

[0009] The first drive assembly includes a first drive source, a first drive shaft, and a first driven shaft; wherein the first drive shaft is connected to the output end of the first drive source, and the first driven shaft, the first drive shaft, and the differential assembly are sequentially driven by gear meshing.

[0010] The first drive shaft is equipped with a brake disc, which is fitted with a brake; both the brake and the first drive source are connected to an external controller.

[0011] The second drive assembly includes a second drive shaft, an intermediate shaft, and a second driven shaft; wherein the second drive shaft is connected to a second drive source; the second drive shaft, intermediate shaft, second driven shaft, and differential assembly are sequentially driven by gear meshing.

[0012] In some embodiments, the first driven shaft is provided with a primary driven gear, a secondary driven gear, and a gear cavity; wherein,

[0013] The first-stage driven gear is loosely fitted on the first driven shaft and is connected or disconnected from the gear cavity through a transmission connector; and the first-stage driven gear meshes with the first driving gear fixedly fitted on the first driving shaft.

[0014] The secondary driven gear and its tooth cavity are fixedly sleeved on the first driven shaft, and the secondary driven gear meshes with the differential assembly for transmission.

[0015] In some embodiments, an intermediate gear, a first-gear drive gear, and a second-gear drive gear are fixedly sleeved on the intermediate shaft; wherein,

[0016] The intermediate gear meshes with the second drive gear that is fixedly sleeved on the second drive shaft.

[0017] The first gear drive gear and the second gear drive gear respectively mesh with the first gear driven gear and the second gear driven gear on the second driven shaft;

[0018] The first and second driven gears are loosely fitted onto the second driven shaft, and a shifter is provided between them; the shifter connects to the first and second driven gears by swinging left and right.

[0019] The second driven shaft is also provided with a differential drive gear for meshing and driving with the differential assembly.

[0020] In some embodiments, the intermediate shaft is provided with an intermediate gear, a first-gear drive gear, and a second-gear drive gear; wherein,

[0021] The intermediate gear is fixedly sleeved on the intermediate shaft and meshes with the second drive gear fixedly sleeved on the second drive shaft.

[0022] The first and second gear drive gears are loosely fitted on the intermediate shaft, and a shifter is provided between them; the shifter connects to the first and second gear drive gears by swinging left and right.

[0023] The second driven shaft is fixedly fitted with a first-gear driven gear, a second-gear driven gear, and a differential drive gear; wherein,

[0024] The first-gear driven gear meshes with the first-gear driven gear; the second-gear driven gear meshes with the second-gear driven gear; the differential drive gear is used to mesh and drive with the differential assembly.

[0025] In some embodiments, the differential assembly includes a differential and a differential driven gear, a first half-shaft, and a second half-shaft disposed on the differential; wherein,

[0026] The first half-shaft, the second half-shaft and the differential driven gear are coaxially arranged, and the first half-shaft and the second half-shaft are located on both sides of the differential driven gear.

[0027] The differential driven gear is used to mesh with the secondary driven gear and the differential driving gear.

[0028] In some embodiments, the first drive shaft and the first driven shaft are arranged in parallel.

[0029] The brake disc is located at the end of the first drive shaft away from the first drive source, and the first drive gear is located between the first drive source and the brake disc.

[0030] The secondary driven gear, the primary driven gear, and the tooth cavity are distributed sequentially from left to right along the axial direction of the first driven shaft.

[0031] In some embodiments, the intermediate gear, the first gear drive gear, and the second gear drive gear are distributed sequentially from left to right along the axial direction of the intermediate shaft;

[0032] The first-gear driven gear, the second-gear driven gear, and the differential drive gear are arranged sequentially from left to right along the axial direction of the second driven shaft; and the second drive shaft, the intermediate shaft, and the second driven shaft are arranged in parallel.

[0033] In some embodiments, the first half-shaft, the first driven shaft, and the second driven shaft are arranged in parallel; the second drive assembly is located within the axial length region formed by the differential and the first half-shaft.

[0034] This utility model discloses a vehicle, including a tractor unit and a semi-trailer, wherein the semi-trailer has an electric drive axle structure on its frame; wherein the tractor unit has an internal controller for controlling a first drive source, a second drive source and a brake; and the semi-trailer has an external controller for controlling the first drive source and the brake.

[0035] 3. Beneficial effects

[0036] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0037] This utility model discloses an electric drive axle structure for a semi-trailer. Through the arrangement of two sets of drive components, during vehicle operation, especially during initial startup or climbing, the first drive component engages in driving gear while the second drive component works together, effectively increasing the vehicle's driving force. When descending a slope, the first drive component can be engaged in neutral, reducing wear on drive axle components and lowering overall vehicle energy consumption. After the tractor unit and semi-trailer are separated, the power supply to the second drive component is disconnected; at this time, the drive source or brake of the first drive component can be controlled via an external controller to independently achieve the driving, braking, and parking functions of the semi-trailer. Simultaneously, during driving, in addition to the original vehicle braking, the brake of the first drive component can achieve emergency braking, increasing the safety factor during vehicle operation. Attached Figure Description

[0038] Figure 1 This is a simplified structural diagram of an electric drive axle structure for a semi-trailer according to the present invention;

[0039] Figure 2 This is a simplified structural diagram of the differential assembly of this utility model;

[0040] Figure 3 This is a simplified structural diagram of the first drive component in this utility model;

[0041] Figure 4 This is a simplified structural diagram of the second drive component in this utility model;

[0042] Figure 5 This is a simplified schematic diagram of another structure of the second drive component in this utility model.

[0043] In the diagram: 100, differential assembly; 110, differential; 120, differential driven gear; 130, first half-shaft; 140, second half-shaft;

[0044] 200, First drive assembly; 210, First drive source; 221, First drive shaft; 222, Brake disc; 223, Brake; 224, First drive gear;

[0045] 231. First driven shaft; 232. First-stage driven gear; 233. Second-stage driven gear; 234. Gear cavity; 235. Transmission connector; 240. External controller;

[0046] 300. Second drive assembly; 310. Second drive source; 321. Second drive shaft; 322. Second drive gear;

[0047] 331. Intermediate shaft; 332. Intermediate gear; 333. First gear drive gear; 334. Second gear drive gear; 335. Gear shifter;

[0048] 341. Second driven shaft; 342. First gear driven gear; 343. Second gear driven gear; 344. Differential drive gear. Detailed Implementation

[0049] To further understand the content of this utility model, a detailed description of this utility model will be provided in conjunction with the accompanying drawings.

[0050] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0051] As mentioned in the background section, traditional trailers lack autonomous driving capabilities, making movement extremely difficult once separated from the tractor unit, severely hindering overall transportation efficiency. Furthermore, some vehicles employing air-operated braking systems utilize spring energy storage for braking. When the air pressure in the tank is normal, compressed air pushes up the spring, releasing the brake and allowing the vehicle to move normally. When the air pressure drops, the spring releases energy to activate the braking mechanism. After the semi-trailer separates from the tractor unit, and the air pressure in the trailer's air tank decreases to complete braking, releasing the brake requires refilling the air tank with air to restore pressure enough to open the spring and release the brake. This method is not only cumbersome but also significantly limits the flexibility of trailer braking, causing considerable inconvenience to transportation operations. Therefore, this utility model aims to provide a semi-trailer electric drive axle structure with autonomous driving function, which can not only improve the driving and braking performance of the whole vehicle, but also make the movement, braking and parking of the trailer more flexible after the trailer is separated from the tractor.

[0052] The present invention will be further described below with reference to specific embodiments.

[0053] like Figure 1 As shown, a semi-trailer electric drive axle structure according to this embodiment includes a differential assembly 100, a first drive assembly 200, and a second drive assembly 300. The first drive assembly 200 and the second drive assembly 300 can drive the differential assembly 100 individually or simultaneously.

[0054] The first drive assembly 200 includes a first drive source 210, a first drive shaft 221, and a first driven shaft 231. One end of the first drive shaft 221 is connected to the output end of the first drive source 210. The first driven shaft 231, the first drive shaft 221, and the differential assembly 100 are sequentially driven by gear meshing. A brake disc 222, equipped with a brake 223, is also provided on the first drive shaft 221. Both the brake 223 and the first drive source 210 are connected to an external controller 240.

[0055] The second drive assembly 300 includes a second drive shaft 321, an intermediate shaft 331, and a second driven shaft 341. The second drive shaft 321 is connected to a second drive source 310, and the second drive shaft 321, the intermediate shaft 331, the second driven shaft 341, and the differential assembly 100 are sequentially driven by gear meshing.

[0056] This embodiment of a semi-trailer electric drive axle structure, through the arrangement of a first drive assembly 200 and a second drive assembly 300, allows the first drive assembly 200 to engage in driving gear and the second drive assembly 300 to work together during vehicle operation, especially during the vehicle's start-up or climbing phases, effectively increasing the vehicle's driving force. When descending a slope, the first drive assembly 200 can be engaged in neutral gear, reducing wear on drive axle components and lowering overall vehicle energy consumption. Simultaneously, in addition to the existing vehicle braking, the brake 223 of the first drive assembly 200 can perform emergency braking, increasing the safety factor during vehicle operation.

[0057] After the tractor unit and the semi-trailer are separated, the power supply to the second drive assembly 300 is disconnected. At this time, the first drive source 210 and the brake 233 of the first drive assembly 200 can be controlled by the external controller 240 to realize the independent driving, braking and parking functions of the semi-trailer.

[0058] Specifically, refer to Figure 2As shown, the differential assembly 100 includes a differential 110 and a differential driven gear 120, a first half-shaft 130, and a second half-shaft 140 disposed on the differential 110. The first half-shaft 130 and the second half-shaft 140 are coaxially arranged with the differential driven gear 120, and the first half-shaft 130 and the second half-shaft 140 are located on opposite sides of the differential driven gear 120. The differential driven gear 120 is mainly used for meshing and transmission with the first drive assembly 200 and the second drive assembly 300.

[0059] In some implementations, the first drive assembly 200 and the second drive assembly 300 are located on both sides of the differential assembly 100 along the axial direction, which makes the overall mass distribution of the electric drive axle uniform, which helps to reduce axle vibration and thus extends the overall service life of the axle.

[0060] Furthermore, the second drive assembly 300 is located entirely within the axial length region formed by the differential 110 and the first half-shaft 130.

[0061] refer to Figure 3 As shown, the first driven shaft 231 is provided with a primary driven gear 232, a secondary driven gear 233, and a gear cavity 234. The primary driven gear 232 is loosely fitted onto the first driven shaft 231 and connects to or disconnects from the gear cavity 234 via a transmission connector 235. Simultaneously, the primary driven gear 232 meshes with the first driving gear 224, which is fixedly fitted onto the first driving shaft 221. The secondary driven gear 233 and the gear cavity 234 are fixedly fitted onto the first driven shaft 231, and the secondary driven gear 233 meshes with the differential driven gear 120 to transmit the driving force of the first drive source 210 to the half-shaft of the differential assembly 100.

[0062] In some alternative embodiments, the first drive shaft 221, the first driven shaft 231, and the first half-shaft 130 are arranged in parallel. A brake disc 222 is located at the end of the first drive shaft 221 away from the first drive source 210, and a first drive gear 224 is located between the first drive source 210 and the brake disc 222. The second-stage driven gear 233, the first-stage driven gear 232, and the gear cavity 234 are distributed sequentially from left to right along the axial direction of the first driven shaft 231. It is worth noting that "left" and "right" here refer to... Figure 3 The orientation of the paper is as follows: the end of the first drive shaft 221 connected to the first drive source 210 is on the left, and the end connected to the brake disc 222 is on the right.

[0063] refer to Figure 4As shown, in one embodiment of the second drive assembly 300, an intermediate gear 332, a first-gear drive gear 333, and a second-gear drive gear 334 are fixedly mounted on the intermediate shaft 331. The intermediate gear 332 meshes with the second drive gear 322 fixedly mounted on the second drive shaft 321. The first-gear drive gear 333 and the second-gear drive gear 334 mesh with the first-gear driven gear 342 and the second-gear driven gear 343 on the second driven shaft 341, respectively.

[0064] The first gear driven gear 342 and the second gear driven gear 343 are loosely fitted onto the second driven shaft 341. Meanwhile, a shifter 335 is also provided on the second driven shaft 341 in the area between the first gear driven gear 342 and the second gear driven gear 343. This shifter 335 connects to the first gear driven gear 342 and the second gear driven gear 343 by swinging left and right.

[0065] In addition, the second driven shaft 341 is also fixedly sleeved with a differential drive gear 344 for meshing with the differential driven gear 120. The driving force of the second drive source 310 is transmitted to the half shaft of the differential assembly 100 by the meshing transmission between the differential driven gear 120 and the differential drive gear 344.

[0066] refer to Figure 5 As shown, in another embodiment of the second drive assembly 300, an intermediate gear 332, a first-gear drive gear 333, and a second-gear drive gear 334 are provided on the intermediate shaft 331. The intermediate gear 332 is fixedly sleeved on the intermediate shaft 331, and the intermediate gear 332 meshes with the second drive gear 322 fixedly sleeved on the second drive shaft 321.

[0067] The first gear drive gear 333 and the second gear drive gear 334 are loosely fitted onto the intermediate shaft 331. Meanwhile, a shifter 335 is also provided on the intermediate shaft 331 in the area between the first gear drive gear 333 and the second gear drive gear 334. This shifter 335 connects to the first gear drive gear 333 and the second gear drive gear 334 by swinging left and right.

[0068] A first-gear driven gear 342, a second-gear driven gear 343, and a differential drive gear 344 are fixedly mounted on the second driven shaft 341. The first-gear driven gear 342 meshes with the first-gear drive gear 333; the second-gear driven gear 343 meshes with the second-gear drive gear 334; and the differential drive gear 344 is used to mesh with the differential driven gear 120 for transmission.

[0069] In some optional embodiments, the second drive shaft 321, intermediate shaft 331, second driven shaft 341, and first half-shaft 130 are arranged in parallel. The intermediate gear 332, first gear drive gear 333, and second gear drive gear 334 are distributed sequentially from left to right along the axial direction of the intermediate shaft 331. The first gear driven gear 342, second gear driven gear 343, and differential drive gear 344 are distributed sequentially from left to right along the axial direction of the second driven shaft 341.

[0070] In addition, this embodiment also provides a vehicle for freight transport, whose basic structure is consistent with that of a conventional vehicle, mainly including a tractor unit and a semi-trailer. The difference is that the semi-trailer has an electric drive axle structure as described above on its frame. Meanwhile, the tractor unit has an internal controller for controlling the first drive source 210, the second drive source 310, and the brake 223; while the semi-trailer has an external controller 240 for controlling the first drive source 210 and the brake 223.

[0071] Its working principle is as follows:

[0072] During normal freight transport, when the tractor unit and semi-trailer are connected, the internal controller supplies power to the second drive source 310. Through the sequential meshing of corresponding gears on the second drive shaft 321, intermediate shaft 331, and second driven shaft 341, the first half-shaft 130 and the second half-shaft 140 are driven to rotate, thus providing normal driving force to the entire vehicle. At this time, the first drive source 210 is not powered, allowing the entire first drive assembly 200 to coast in neutral, reducing wear on its components.

[0073] When the vehicle needs to increase its driving force due to starting or going uphill, the first drive source 210 can be powered by the internal controller, so that the first drive component 200 and the second drive component 300 can simultaneously provide power to the differential component 100 to improve the driving force of the vehicle.

[0074] When the vehicle needs to brake due to reasons such as going downhill or stopping, in addition to activating the original vehicle brakes, the brake 223 of the first drive assembly 200 can also be activated to achieve emergency braking, increasing the safety factor of the vehicle during driving.

[0075] When the tractor unit and the semi-trailer are separated, the power supply to the second drive assembly 300 is disconnected. At this time, the first drive source 210 and the brake 223 of the first drive assembly 200 can be controlled by the external controller 240 to realize the independent driving, braking and parking functions of the semi-trailer.

[0076] In this embodiment, both the first drive source 210 and the second drive source 310 can be electric motors. Since the first drive source 210 is mainly used to assist in lifting the driving force of the entire vehicle, or, after the tractor unit and semi-trailer are separated, only to meet the driving needs of the trailer, the first drive source 210 can be a motor with lower power than the second drive source 310. Furthermore, it should be noted that the control of the various components by the aforementioned internal and external controllers is existing technology, and wired or wireless connections can be used; no specific limitation is made here. Similarly, the original braking system of the vehicle is also existing technology, such as an air brake system, and no specific limitation is made here either.

[0077] The present invention and its embodiments have been described above illustratively. This description is not restrictive, and the figures shown are only one embodiment of the present invention; the actual structure is not limited thereto. Therefore, if those skilled in the art are inspired by this description and design similar structures and embodiments without departing from the inventive spirit of the present invention, such designs should fall within the protection scope of the present invention.

Claims

1. A semi-trailer electric drive axle structure, characterized in that: It includes a differential assembly (100) and a first drive assembly (200) and a second drive assembly (300) located on both sides of the differential assembly (100); The first drive assembly (200) includes a first drive source (210), a first drive shaft (221), and a first driven shaft (231); wherein the first drive shaft (221) is connected to the output end of the first drive source (210), and the first driven shaft (231), the first drive shaft (221), and the differential assembly (100) are sequentially driven by gear meshing. The first drive shaft (221) is provided with a brake disc (222), which is equipped with a brake (223); the brake (223) and the first drive source (210) are both connected to an external controller (240); The second drive assembly (300) includes a second drive shaft (321), an intermediate shaft (331), and a second driven shaft (341); wherein the second drive shaft (321) is connected to a second drive source (310); the second drive shaft (321), the intermediate shaft (331), the second driven shaft (341), and the differential assembly (100) are sequentially driven by gear meshing.

2. The electric drive axle structure for a semi-trailer according to claim 1, characterized in that: The first driven shaft (231) is provided with a primary driven gear (232), a secondary driven gear (233), and a gear cavity (234); wherein, The first-stage driven gear (232) is loosely fitted on the first driven shaft (231) and is connected or disconnected from the gear cavity (234) through the transmission connector (235); and the first-stage driven gear (232) meshes with the first driving gear (224) fixedly fitted on the first driving shaft (221); The secondary driven gear (233) and the tooth cavity (234) are fixedly sleeved on the first driven shaft (231), and the secondary driven gear (233) meshes with the differential assembly (100) for transmission.

3. The electric drive axle structure for a semi-trailer according to claim 2, characterized in that: An intermediate gear (332), a first-gear drive gear (333), and a second-gear drive gear (334) are fixedly sleeved on the intermediate shaft (331); wherein, The intermediate gear (332) meshes with the second drive gear (322) which is fixedly sleeved on the second drive shaft (321); The first gear drive gear (333) and the second gear drive gear (334) respectively mesh with the first gear driven gear (342) and the second gear driven gear (343) on the second driven shaft (341); The first-gear driven gear (342) and the second-gear driven gear (343) are loosely fitted on the second driven shaft (341), and a shifter (335) is provided between them; the shifter (335) is connected to the first-gear driven gear (342) and the second-gear driven gear (343) by swinging left and right; The second driven shaft (341) is also provided with a differential drive gear (344) for meshing with the differential assembly (100).

4. The electric drive axle structure for a semi-trailer according to claim 2, characterized in that: The intermediate shaft (331) is provided with an intermediate gear (332), a first-gear drive gear (333), and a second-gear drive gear (334); wherein, The intermediate gear (332) is fixedly sleeved on the intermediate shaft (331) and meshes with the second drive gear (322) fixedly sleeved on the second drive shaft (321); The first gear drive gear (333) and the second gear drive gear (334) are loosely fitted on the intermediate shaft (331), and a shifter (335) is provided between them; the shifter (335) is connected to the first gear drive gear (333) and the second gear drive gear (334) by swinging left and right. A first-gear driven gear (342), a second-gear driven gear (343), and a differential drive gear (344) are fixedly sleeved on the second driven shaft (341); wherein, The first-gear driven gear (342) meshes with the first-gear driven gear (333); the second-gear driven gear (343) meshes with the second-gear driven gear (334); and the differential driven gear (344) is used to mesh with the differential assembly (100) for transmission.

5. A semi-trailer electric drive axle structure according to claim 3 or 4, characterized in that: The differential assembly (100) includes a differential (110) and a differential driven gear (120), a first half-shaft (130), and a second half-shaft (140) disposed on the differential (110); wherein, The first half-shaft (130), the second half-shaft (140) and the differential driven gear (120) are coaxially arranged, and the first half-shaft (130) and the second half-shaft (140) are located on both sides of the differential driven gear (120); The differential driven gear (120) is used to mesh with the secondary driven gear (233) and the differential driving gear (344).

6. The electric drive axle structure for a semi-trailer according to claim 2, characterized in that: The first driving shaft (221) and the first driven shaft (231) are arranged in parallel. The brake disc (222) is located at one end of the first drive shaft (221) away from the first drive source (210), and the first drive gear (224) is located between the first drive source (210) and the brake disc (222). The secondary driven gear (233), the primary driven gear (232), and the tooth cavity (234) are distributed sequentially from left to right along the axial direction of the first driven shaft (231).

7. A semi-trailer electric drive axle structure according to claim 3 or 4, characterized in that: The intermediate gear (332), the first gear drive gear (333), and the second gear drive gear (334) are distributed from left to right along the axial direction of the intermediate shaft (331); The first-gear driven gear (342), the second-gear driven gear (343), and the differential drive gear (344) are distributed from left to right along the axial direction of the second driven shaft (341); and the second drive shaft (321), the intermediate shaft (331), and the second driven shaft (341) are arranged in parallel.

8. The electric drive axle structure for a semi-trailer according to claim 5, characterized in that: The first half-shaft (130), the first driven shaft (231), and the second driven shaft (341) are arranged in parallel; the second drive assembly (300) is located within the axial length region formed by the differential (110) and the first half-shaft (130).

9. A vehicle comprising a tractor unit and a semi-trailer, characterized in that: The semi-trailer is provided with a semi-trailer electric drive axle structure as described in any one of claims 1-8; wherein the tractor unit is provided with an internal controller for controlling the first drive source (210), the second drive source (310) and the brake (223); the semi-trailer is provided with an external controller (240) for controlling the first drive source (210) and the brake (223).

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