An electric actuator

Abstract

The utility model relates to the technical field of passenger car body parts, specifically relates to a kind of electric actuator for electric unlocking / locking and other application scenarios of passenger car passenger door handle automobile door lock.The electric drive mechanism of executor includes shell, motor, worm wheel and worm, worm is installed in the output shaft of motor, and worm is engaged with worm wheel;It further includes the first drive wheel and the second drive wheel that are coaxially rotatably installed in shell, the first drive wheel is transmission connection with worm wheel, and clutch mechanism is equipped between the first drive wheel and the second drive wheel, and the second drive wheel is engaged connection with driven wheel, and driven wheel is connected with the linkage of passenger door;Clutch mechanism includes driving disc and driven disc, driving disc is installed in the first drive wheel, and driven disc is installed in the second drive wheel, and driven disc is equipped with driven section, and driving disc is equipped with limit section, and limit section is used to contact and drive driven section rotation.Electric control to the opening and closing of passenger door is realized, the transmission path of electric drive mechanism is optimized, and the structure is simple, space-saving.

Description

Technical Field

[0001] This utility model relates to the technical field of bus body components, and more specifically, to an electric actuator. Background Technology

[0002] Passenger doors on buses are the essential passageways for passengers to board and alight. The safety, reliability, and convenience of their opening and closing devices directly affect passenger boarding and alighting efficiency and personal safety, and also influence the driver's workload.

[0003] Currently, the passenger door opening and closing systems widely used in buses mostly employ traditional mechanical manual operation mechanisms for their door handles. These traditional devices typically consist of a handle, a rotating shaft, a linkage mechanism, and a door pump valve. Their working principle is that the driver or passenger directly operates or rotates the handle; this mechanical force is transmitted through the rotating shaft and a series of linkages, ultimately controlling the opening and closing of the door pump valve, thus achieving control over the "opening" and "closing" of the passenger door. However, this purely manual handle system has gradually revealed many inherent technical limitations and safety hazards in modern bus operation scenarios.

[0004] Drivers frequently open and close passenger doors during operation, sometimes hundreds of times a day. The purely mechanical structure, without any assistance, places significant strain on the arms, shoulders, and neck from repeated operation, easily leading to muscle strain and occupational diseases, impacting their physical and mental health and long-term job stability. The speed and force of manual operation vary from person to person and are affected by driver fatigue. When rapid passenger boarding and alighting are required, slow door opening and closing speeds prolong vehicle dwell time, becoming a bottleneck restricting overall operational efficiency. Manual operation makes it difficult to precisely control the initial speed and force of door movement, greatly increasing the risk of accidents where passengers are injured by the door. In emergencies, panicked manual operation may fail due to incorrect force or direction, or mechanical parts may jam, preventing timely door opening. Traditional manual handles cannot be integrated with modern centralized control systems, hindering intelligent and automated upgrades.

[0005] On the other hand, while hydraulic or pneumatic systems reduce the burden of manual labor to some extent, they still rely on external power sources provided by the vehicle, such as compressed air systems or hydraulic pump stations. These systems are complex in structure, containing various components such as cylinders, pumps, valves, and pipelines. They not only occupy a large space and are heavy, but also face high installation and maintenance costs. At the same time, hydraulic and pneumatic systems are prone to problems such as aging of seals and leakage of media during long-term use, leading to decreased system stability and even performance failure under extreme temperature environments, affecting the reliability of the entire vehicle.

[0006] Although some attempts have been made to replace manual labor with ordinary electric motor drives, their fixed transmission paths and large structural volume make them difficult to adapt to the common installation space and narrow gap layouts of bus passenger doors, limiting the promotion and application of this type of electronic control mechanism in actual vehicles. The industry urgently needs to upgrade and iterate the drive system, promoting the development of drive mechanisms for bus passenger door opening and closing devices towards intelligence, electrification, and miniaturization. Utility Model Content

[0007] The purpose of this utility model is to overcome the shortcomings of the existing technology in terms of single function, and to provide an electric actuator that can realize the electric control of passenger doors, optimize the transmission path of the electric drive structure, and has a simple structure and saves space.

[0008] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is: an electric actuator, including a motor and a housing, the motor is mounted on the housing, the output shaft of the motor is connected to the driven wheel, the driven wheel is connected to the linkage of the passenger door, and the driven wheel is used to drive the linkage. It also includes a worm gear and a worm shaft that are rotatably mounted inside the housing. The worm shaft is mounted on the output shaft of the motor. The worm shaft is meshed with the worm gear, and the worm gear is driven by the driven wheel. It also includes a first drive wheel and a second drive wheel. The first drive wheel is connected to a worm gear drive. The first drive wheel and the second drive wheel are coaxially rotatably mounted in the housing. A clutch mechanism is provided between the first drive wheel and the second drive wheel. The second drive wheel is meshed with the driven wheel. The clutch mechanism includes a driving disc and a driven disc. The driving disc is mounted on the first drive wheel, and the driven disc is mounted on the second drive wheel. The driven disc is provided with a driven joint that drives the driven disc to rotate. The driving disc is provided with a limiting joint that is driven to rotate by the driving disc. The limiting joint is used to contact and drive the driven joint to rotate.

[0009] This utility model discloses an electric actuator that transmits power through physical contact by designing a limiting joint on the driving disc and a driven joint on the driven disc. The cooperation between the limiting joint and the driven joint ensures efficient power transmission during engagement and ensures that the clutch mechanism engages within a specific angle range, avoiding false triggering or unstable power transmission. The physical contact limiting design further reduces system complexity and the failure rate. The worm gear transmission ratio is large, which reduces the required motor speed while outputting greater torque, adapting to the heavy load requirements of the linkage components. The helical tooth surface of the worm and the gear surface of the worm wheel form high frictional resistance, achieving a one-way self-locking function to prevent the linkage components from being accidentally opened due to external forces (such as vibration or impact), improving the safety of passenger doors. The vertical meshing design saves lateral space and is suitable for installation environments with narrow passenger doors.

[0010] Furthermore, the contact surfaces of the limit joint and driven joint are coated with a low-friction coating. This low-friction coating resists surface damage caused by microparticles or vibration, prevents metal debris from contaminating the system due to friction, significantly reduces mechanical wear by decreasing the coefficient of friction between the contact surfaces, improves the smoothness of movement of the limit joint and driven joint, and reduces jamming or abnormal noise problems. This extends the service life of the clutch mechanism.

[0011] Furthermore, the driven wheel includes a first driven half-wheel and a second driven half-wheel. The first driven half-wheel is rotatably mounted inside the housing and meshes with the second drive wheel. The first and second driven half-wheels are coaxially fixedly connected, and the second driven half-wheel is connected to the linkage of the passenger door. The first driven half-wheel meshes with the second drive wheel, and the second driven half-wheel is connected to the linkage. The first and second driven half-wheels rotate coaxially but independently bear different loads, reducing the risk of single-point fatigue fracture. The split design of the half-wheels allows for compensation of manufacturing errors by adjusting assembly tolerances, improving transmission accuracy, and also allows for individual replacement of worn parts, reducing maintenance costs.

[0012] Furthermore, the housing is provided with a limiting block for restraining the first driven half-gear. The limiting block can limit the range of movement of the first driven half-gear, prevent tooth disengagement or jamming, and ensure stable gear meshing.

[0013] Furthermore, the first driven half-wheel and the second driven half-wheel are fixedly connected by screws. The first driven half-wheel and the second driven half-wheel transmit power through the screws and each independently bears different loads. At the same time, the structural layout is optimized and space utilization is improved.

[0014] Furthermore, it also includes an intermediate wheel, which is fixedly connected to the bottom of the worm gear. The intermediate wheel meshes with the first drive wheel, acting as a transition gear connecting the worm gear and the first drive wheel, transmitting power through gear meshing. This allows for changes in the transmission direction and adjustment of the transmission ratio to adapt to the spatial layout requirements of passenger doors in different vehicle models.

[0015] Furthermore, a return spring is also connected between the bottom of the first drive wheel and the outer casing.

[0016] Furthermore, it also includes an angle sensor and a controller. The angle sensor is mounted on the worm gear, and both the angle sensor and the motor are communicatively connected to the controller. The angle sensor detects the rotation angle of the worm gear, and the controller determines whether the linkage has fully moved into position based on a preset algorithm. The controller can dynamically adjust the motor operating parameters (such as current and speed) to avoid overshoot or underdrive, achieving precise control of the linkage status. It can also provide early warnings through sensor data (such as abnormal vibration or jamming) to reduce the risk of sudden failures.

[0017] Furthermore, a backup battery is installed in the casing, and the backup battery is electrically connected to the motor. The backup battery is connected to the motor via a circuit, and automatically switches to backup power supply when the main power supply fails. The backup battery capacity is designed to meet the energy requirements of at least one complete opening and closing operation, providing temporary power supply when the vehicle's main power supply fails, ensuring the availability of the opening and closing function.

[0018] Furthermore, the backup battery is electrically connected to the vehicle's alternator. The alternator generates electricity while the vehicle is running, which is then used to charge the backup battery via a rectifier circuit. Utilizing the vehicle's alternator to charge the backup battery eliminates the need for manual user maintenance, improving system sustainability. Powering the system from the existing vehicle electrical system reduces the hardware cost of additional charging modules.

[0019] Furthermore, the backup battery is equipped with an overvoltage protection module. This module monitors parameters such as circuit voltage and cuts off power supply when the voltage exceeds a set threshold, preventing overcharging. This extends the backup battery's lifespan (avoiding electrolyte decomposition or positive electrode material failure due to overvoltage) and prevents battery overheating and runaway.

[0020] Compared with the prior art, the beneficial effects of this utility model are as follows: (1) By designing the limiting joint of the active plate and the driven joint of the driven plate, power is transmitted through physical contact. The cooperation between the limiting joint and the driven joint ensures the efficiency of power transmission during engagement, and at the same time ensures that the clutch mechanism engages within a specific angle range, avoiding false triggering or unstable power transmission. The physical contact limiting design further reduces the system complexity and reduces the failure rate. The worm gear transmission ratio is large, which can reduce the motor speed requirement and output greater torque, adapting to the heavy load requirements of the linkage. The helical tooth surface of the worm and the gear surface of the worm wheel form high frictional resistance, realizing the one-way self-locking function, preventing the linkage from being opened accidentally due to external forces (such as vibration and impact), improving the safety of the passenger door. The vertical meshing design saves lateral space and is suitable for the narrow installation environment of the passenger door. (2) The first driven half-wheel meshes with the second driving wheel, and the second driven half-wheel is connected to the linkage. The two rotate coaxially but independently bear different loads, reducing the risk of single-point fatigue fracture. The split design of the half-wheels allows for compensation of manufacturing errors by adjusting assembly tolerances, improving transmission accuracy, and also allows for individual replacement of worn parts, reducing maintenance costs. The housing is equipped with a limit block for constraining the first driven half-wheel. The limit block can limit the movement range of the first driven half-wheel, prevent tooth disengagement or jamming, and ensure stable gear meshing; (3) An angle sensor is installed on the worm gear and is connected to the controller. The angle sensor detects the rotation angle of the worm gear, and the controller determines whether the linkage has fully moved into place according to the preset algorithm. The controller can dynamically adjust the motor operating parameters (such as current and speed) to avoid overshoot or underdrive, achieve precise control of the linkage status, and can also provide early warning through sensor data (such as abnormal vibration and jamming) to reduce the risk of sudden failure; (4) The backup battery is connected to the motor via a circuit and automatically switches to the backup power supply when the main power supply fails. The backup battery capacity is designed to meet the energy requirements of at least one complete opening and closing operation, and to provide temporary power supply when the vehicle's main power supply fails, ensuring that the opening and closing function is available. Attached Figure Description

[0021] Figure 1 This is a perspective view of the electric actuator in an embodiment of the present utility model; Figure 2 This is a schematic diagram of the structure of the electric actuator in the embodiment of this utility model; Figure 3 This is a partial schematic diagram of the electric actuator in an embodiment of the present utility model; Figure 4 This is a schematic diagram of the clutch mechanism in an embodiment of the present invention; Figure 5 This is a schematic diagram of the installation of the intermediate wheel in an embodiment of this utility model.

[0022] In the attached diagram: 1-Outer shell; 2-Motor; 3-Worm gear; 4-Worm; 51-First drive wheel; 52-Second drive wheel; 61-Driving disc; 62-Driven disc; 63-Limiting joint; 64-Driven joint; 7-Driven wheel; 71-First driven half-wheel; 72-Second driven half-wheel; 73-Limiting block; 74-Screw; 8-Intermediate wheel. Detailed Implementation

[0023] The present invention will be further described below with reference to specific embodiments. The accompanying drawings are for illustrative purposes only, representing schematic diagrams rather than actual physical objects, and should not be construed as limiting the scope of this patent. To better illustrate the embodiments of the present invention, some components in the drawings may be omitted, enlarged, or reduced, and do not represent the actual dimensions of the product. It is understandable to those skilled in the art that some well-known structures and their descriptions may be omitted in the drawings.

[0024] In the accompanying drawings of this utility model, the same or similar reference numerals correspond to the same or similar components. In the description of this utility model, it should be understood that if terms such as "upper," "lower," "left," and "right" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, they 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. Therefore, the terms used to describe positional relationships in the drawings are only for illustrative purposes and should not be construed as limiting this patent. For those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances. Example

[0025] like Figures 1 to 5 As shown, an electric actuator includes a motor 2 and a housing 1. The motor 2 is mounted in the housing 1, and its output shaft is driven by a driven wheel 7. The driven wheel 7 is connected to a linkage component of a passenger door and drives the linkage component. The actuator also includes a worm gear 3 and a worm 4 rotatably mounted within the housing 1. The worm 4 is mounted on the output shaft of the motor 2 and meshes with the worm gear 3, which in turn drives the driven wheel 7. Furthermore, it includes a first drive wheel 51 and a second drive wheel 52. The first drive wheel 51 meshes with the worm gear 3 and is coaxially and rotatably mounted within the housing 1. A clutch mechanism is provided between the first drive wheel 51 and the second drive wheel 52, and the second drive wheel 52 meshes with the driven wheel 7. Figure 4 As shown, the clutch mechanism includes a driving disc 61 and a driven disc 62. The driving disc 61 is mounted on the first drive wheel 51, and the driven disc 62 is mounted on the second drive wheel 52. The driven disc 62 is provided with a driven joint 64 that drives the driven disc 62 to rotate. The driving disc 61 is provided with a limiting joint 63 that is driven by the driving disc 61 to rotate. The limiting joint 63 is used to contact and drive the driven joint 64 to rotate.

[0026] By designing the limiting joint 63 of the driving disc 61 and the driven joint 64 of the driven disc 62, power is transmitted through physical contact. The cooperation between the limiting joint 63 and the driven joint 64 ensures efficient power transmission during engagement, while also ensuring that the clutch mechanism engages within a specific angle range, avoiding accidental triggering or unstable power transmission. The physical contact limiting design further reduces system complexity and the failure rate. The worm gear 3 and worm 4 have a large transmission ratio, which can reduce the speed requirement of the motor 2 while outputting greater torque, adapting to the heavier load requirements of the linkage components. The helical tooth surface of the worm 4 and the gear surface of the worm gear 3 form high frictional resistance, realizing a one-way self-locking function, preventing the linkage components from being accidentally opened due to external forces (such as vibration or impact), improving the safety of the passenger door. The vertical meshing design saves lateral space and is suitable for the narrow installation environment of the passenger door.

[0027] like Figure 5As shown, it also includes an intermediate wheel 8, which is fixedly connected to the bottom of the worm gear 3. The intermediate wheel 8 is meshed with the first drive wheel 51. The intermediate wheel 8 acts as a transition gear, connecting the worm gear 3 and the first drive wheel 51, and transmitting power through gear meshing. It can change the transmission direction and adjust the transmission ratio to adapt to the spatial layout requirements of passenger doors in different vehicle models.

[0028] In this embodiment, the contact surfaces of the limiting joint 63 and the driven joint 64 are coated with a low-friction coating. The low-friction coating reduces the coefficient of friction on the material surface using tribological principles, thus reducing wear on the contact surfaces and extending service life. The low-friction coating resists surface damage caused by microparticles or vibration, prevents metal debris generated by friction from contaminating the system, significantly reduces mechanical wear by reducing the coefficient of friction between the contact surfaces, improves the smoothness of movement of the limiting joint 63 and the driven joint 64, and reduces jamming or abnormal noise problems. This also extends the service life of the clutch mechanism.

[0029] A return spring is also connected between the bottom of the first drive wheel 51 and the outer casing 1. When each movement ends, the return spring is energized, and the first drive wheel 51 can be reset to the initial position under the action of the return spring. Example

[0030] Apart from the parts that are the same as in Embodiment 1 above, the difference in this embodiment is that, as Figure 3 As shown, the driven wheel 7 includes a first driven half-wheel 71 and a second driven half-wheel 72. The first driven half-wheel 71 is rotatably mounted inside the housing 1 and is meshed with the second drive wheel 52. The first driven half-wheel 71 and the second driven half-wheel 72 are coaxially fixedly connected, and the second driven half-wheel 72 is connected to the linkage of the passenger door. The first driven half-wheel 71 meshes with the second drive wheel 52, and the second driven half-wheel 72 is connected to the linkage. The first driven half-wheel 71 and the second driven half-wheel 72 rotate coaxially but independently bear different loads, reducing the risk of single-point fatigue fracture. The split design of the half-wheels allows for compensation of manufacturing errors by adjusting assembly tolerances, improving transmission accuracy, and also allows for individual replacement of worn parts, reducing maintenance costs.

[0031] Furthermore, the first driven half-gear 71 and the second driven half-gear 72 are fixedly connected by screws 74. Power is transmitted between the first driven half-gear 71 and the second driven half-gear 72 via screws 74, each independently bearing different loads. This optimizes the structural layout and improves space utilization. The housing 1 is provided with a limiting block 73 for constraining the first driven half-gear 71. The limiting block 73 restricts the movement range of the first driven half-gear 71, preventing tooth disengagement or jamming, and ensuring stable gear meshing.

[0032] Furthermore, it also includes an angle sensor and a controller. The angle sensor is installed on the worm gear 4, and both the angle sensor and the motor 2 are communicatively connected to the controller. The angle sensor detects the rotation angle of the worm gear 4, and the controller determines whether the linkage has fully moved into position based on a preset algorithm. The controller can dynamically adjust the operating parameters of the motor 2 (such as current and speed) to avoid overshoot or underdrive, achieving precise control of the linkage status. It can also provide early warnings through sensor data (such as abnormal vibration or jamming) to reduce the risk of sudden failures. Example

[0033] Aside from the parts identical to those in Embodiments 1 and 2 above, the difference in this embodiment is that a backup battery is installed in the outer casing 1, and the backup battery is electrically connected to the motor 2. The backup battery is connected to the motor 2 via a circuit, and automatically switches to backup power supply when the main power supply fails. The backup battery capacity is designed to meet the energy requirements of at least one complete opening and closing operation, providing temporary power supply when the vehicle's main power supply fails, ensuring the availability of the opening and closing function.

[0034] Furthermore, the backup battery is electrically connected to the vehicle's alternator. The alternator generates electricity while the vehicle is running, which is then used to charge the backup battery via a rectifier circuit. Utilizing the vehicle's alternator to charge the backup battery eliminates the need for manual user maintenance, improving system sustainability. Powering the system from the existing vehicle electrical system reduces the hardware cost of additional charging modules.

[0035] Furthermore, the backup battery is equipped with an overvoltage protection module. This module monitors parameters such as circuit voltage and cuts off power supply when the voltage exceeds a set threshold, preventing overcharging. This extends the backup battery's lifespan (avoiding electrolyte decomposition or positive electrode material failure due to overvoltage) and also prevents battery overheating and runaway.

[0036] The working principle of this utility model is as follows: (1) Start-up stage: Motor 2 drives worm 4, worm 4 drives worm wheel 3, and after motor 2 is powered on, the output shaft starts to rotate. Since worm 4 is directly installed on the output shaft of motor 2, the rotation of motor 2 directly drives worm 4 to rotate. Worm 4 meshes with worm wheel 3, and worm wheel 3 rotates under the drive of worm 4. Due to the high transmission ratio of worm wheel 3 and worm 4, the speed of worm wheel 3 is much lower than that of motor 2, but the output torque is significantly increased, which is suitable for driving heavier linkage components. The one-way self-locking characteristic of worm wheel 3 and worm 4 ensures that worm wheel 3 can only be driven by worm 4, and power cannot be transmitted in the opposite direction, preventing linkage components from moving accidentally due to external force. (2) Transmission stage: Worm wheel 3 meshes with first drive wheel 51 and transmits rotational power to first drive wheel 51. First drive wheel 51 is connected to second drive wheel 52 through clutch mechanism. Under normal operating conditions, the clutch mechanism is engaged (the limit joint 63 of the driving disc 61 contacts and drives the driven joint 64 of the driven disc 62), and the power is transmitted to the second drive wheel 52 through the clutch mechanism. The second drive wheel 52 meshes with the driven wheel 7, transmitting the power to the driven wheel 7. The rotational motion of the driven wheel 7 is further transmitted to the linkage to complete the opening and closing action. (3) Linkage control stage: The driven wheel 7 converts the rotational power of the motor 2 into the rotation of the linkage through gear meshing. Opening the door: The motor 2 rotates forward → the driven wheel 7 rotates → the linkage rotates forward. Closing the door: The motor 2 rotates in reverse → the driven wheel 7 rotates in reverse → the linkage rotates in reverse. (4) Stopping stage: When the motor 2 is de-energized, the self-locking characteristic of the worm gear 3 and worm 4 ensures that the worm gear 3 cannot drive the worm 4 in reverse, and the linkage remains in the current position (open or closed state), without the need for an additional braking device. Backup power supply guarantee: If the main power supply fails, the backup battery automatically supplies power to ensure that the linkage can still perform emergency opening and closing operations.

[0037] This embodiment uses a design where the limiting joint 62 of the driving disc 61 and the driven joint 64 of the driven disc 63 transmit power through physical contact. The cooperation between the limiting joint 62 and the driven joint 64 ensures efficient power transmission during engagement and ensures that the clutch mechanism engages within a specific angle range, avoiding accidental triggering or unstable power transmission. The physical contact limiting design further reduces system complexity and the failure rate. The worm gear 3 and worm 4 have a large transmission ratio, which reduces the speed requirement of the motor 2 and outputs greater torque, adapting to the heavier load requirements of the linkage. The helical tooth surface of the worm 4 and the gear surface of the worm gear 3 form high frictional resistance, realizing a one-way self-locking function, preventing the linkage from being accidentally opened due to external forces (such as vibration or impact), improving the safety of the passenger door. The vertical meshing design saves lateral space and is suitable for the narrow installation environment of the passenger door. The first driven half-wheel 71 meshes with the second drive wheel 52, and the second driven half-wheel 72 is connected to the linkage. The first driven half-wheel 71 and the second driven half-wheel 72 rotate coaxially but independently bear different loads, reducing the risk of single-point fatigue fracture. The split design of the half-wheel allows for compensation of manufacturing errors by adjusting assembly tolerances, improving transmission accuracy, and also allows for individual replacement of worn parts, reducing maintenance costs. The housing 1 is equipped with a limiting block 73 to constrain the first driven half-wheel 71. The limiting block 73 restricts the movement range of the first driven half-wheel 71, preventing tooth slippage or jamming and ensuring stable gear meshing. An angle sensor is mounted on the worm gear 4, and the angle sensor and motor 2 are respectively connected to the controller. The angle sensor detects the rotation angle of the worm gear 4, and the controller determines whether the linkage has fully moved into position according to a preset algorithm. The controller can dynamically adjust the operating parameters of the motor 2 (such as current and speed) to avoid overshoot or underdrive, achieving precise control of the linkage state. It can also provide early warnings through sensor data (such as abnormal vibration or jamming), reducing the risk of sudden failures. The backup battery is connected to the motor 2 via a circuit, automatically switching to backup power when the main power fails. The backup battery capacity is designed to meet the energy requirements of at least one complete opening and closing operation, providing temporary power when the vehicle's main power fails, ensuring the availability of the opening and closing function.

[0038] Obviously, the above embodiments of this utility model are merely examples for clearly illustrating this utility model, and are not intended to limit the implementation of this utility model. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the protection scope of the claims of this utility model.

Claims

1. An electric actuator, characterized in that, Includes a motor (2) and a housing (1), the motor (2) is mounted on the housing (1), the output shaft of the motor (2) is connected to a driven wheel (7) for transmission, the driven wheel (7) is connected to the linkage of the passenger door, and the driven wheel (7) is used to drive the linkage; It also includes a worm gear (3) and a worm (4) rotatably mounted inside the housing (1), the worm (4) being mounted on the output shaft of the motor (2), the worm (4) being meshed with the worm gear (3), and the worm gear (3) being driven by the driven wheel (7); It also includes a first drive wheel (51) and a second drive wheel (52). The first drive wheel (51) is connected to the worm gear (3) for transmission. The first drive wheel (51) and the second drive wheel (52) are coaxially rotatably installed in the housing (1). A clutch mechanism is provided between the first drive wheel (51) and the second drive wheel (52). The second drive wheel (52) is meshed with the driven wheel (7). The clutch mechanism includes a driving disc (61) and a driven disc (62). The driving disc (61) is mounted on the first drive wheel (51), and the driven disc (62) is mounted on the second drive wheel (52). The driven disc (62) is provided with a driven joint (64) that drives the driven disc (62) to rotate. The driving disc (61) is provided with a limiting joint (63) that is driven to rotate by the driving disc (61). The limiting joint (63) is used to contact and drive the driven joint (64) to rotate.

2. The electric actuator according to claim 1, characterized in that, The contact surfaces of the limiting joint (63) and the driven joint (64) are coated with a low-friction coating.

3. An electric actuator according to claim 1, characterized in that, The driven wheel (7) includes a first driven half wheel (71) and a second driven half wheel (72). The first driven half wheel (71) is rotatably installed inside the housing (1). The first driven half wheel (71) is meshed with the second drive wheel (52). The first driven half wheel (71) and the second driven half wheel (72) are coaxially fixedly connected. The second driven half wheel (72) is connected to the linkage of the passenger door.

4. An electric actuator according to claim 3, characterized in that, The outer casing (1) is provided with a limiting block (73) for constraining the first driven half wheel (71).

5. An electric actuator according to claim 3, characterized in that, The first driven half wheel (71) and the second driven half wheel (72) are fixedly connected by screws (74).

6. An electric actuator according to claim 1, characterized in that, It also includes an intermediate wheel (8), which is fixedly connected to the bottom of the worm gear (3), and the intermediate wheel (8) is meshed with the first drive wheel (51).

7. An electric actuator according to claim 1, characterized in that, A return spring is also connected between the bottom of the first drive wheel (51) and the outer casing (1).

8. An electric actuator according to claim 1, characterized in that, It also includes an angle sensor and a controller. The angle sensor is installed on the worm (4), and the angle sensor and the motor (2) are respectively connected to the controller in communication.

9. An electric actuator according to any one of claims 1 to 8, characterized in that, The outer casing (1) is equipped with a backup battery, which is electrically connected to the motor (2).

10. An electric actuator according to claim 9, characterized in that, The backup battery is electrically connected to the vehicle's generator.

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