A control circuit for a multi-wheel DC electric vehicle

Abstract

The present application discloses a control circuit for a multi-wheeled DC electric vehicle, comprising a power supply, a first motor working circuit, a second motor working circuit, and a steering control circuit. The first amplifier circuit and the second amplifier circuit are respectively used to adjust the loop current of the first motor working circuit and the second motor working circuit. The loop current of the first motor working circuit and the second motor working circuit are respectively changed by adjusting the resistance value of a variable resistor, thereby creating a speed difference between the rotational speeds of the wheels on both sides. In this way, the vehicle will rotate toward the side with slower rotational speed, thereby realizing the steering change of the vehicle through the circuit, and the operation is light and flexible.

Description

Technical Field

[0001] The present application relates to the field of electric vehicles, and in particular to a control circuit for a multi-wheeled DC electric vehicle. Background Art

[0002] With increasing demands for environmental protection, energy conservation, and quietness, electric vehicles are gaining greater attention in the industry than traditional gasoline and diesel vehicles. Existing vehicles use mechanical wheel rotation for steering, while some electric vehicles utilize in-wheel motors. These vehicles operate independently of each other in terms of power and speed output. Therefore, a central control system is required to coordinate and control the speed of each wheel to meet various driving conditions (such as differential speed during rotation). However, these central control systems are complex circuits with numerous components, making them difficult to implement. Currently, a simple control circuit for controlling the steering and speed of vehicles, particularly small electric vehicles and toy cars, has not yet been developed. Summary of the Invention

[0003] The embodiment of the present application provides a control circuit for a multi-wheeled DC electric vehicle, which has a simple structure and few components, and can control the steering of the vehicle by changing the circuit resistance.

[0004] In view of this, the present application provides a control circuit for a multi-wheeled DC electric vehicle, including a power supply, a first motor working circuit, a second motor working circuit and a steering control circuit, wherein the input end of the first motor working circuit is connected to the positive pole of the power supply, and the positive pole of the second motor working circuit is connected to the positive pole of the power supply; the steering control circuit includes a variable resistor, a first amplifier circuit and a second amplifier circuit, the input end of the first amplifier circuit is connected to the output end of the first motor working circuit, the input end of the second amplifier circuit is connected to the output end of the second motor working circuit, the output end of the first amplifier circuit is connected to the negative pole of the power supply, the output end of the second amplifier circuit is connected to the negative pole of the power supply, the adjustment end of the variable resistor is connected to the positive pole of the power supply, the first output end of the variable resistor is connected to the adjustment end of the first amplifier circuit, and the second output end of the variable resistor is connected to the adjustment end of the second amplifier circuit.

[0005] Optionally, the first amplifier circuit is a common-drain amplifier circuit, a common-source amplifier circuit, a common-emitter amplifier circuit or a common-collector circuit.

[0006] Optionally, the second amplifier circuit is a common-drain amplifier circuit, a common-source amplifier circuit, a common-emitter amplifier circuit or a common-collector circuit.

[0007] Optionally, the first amplifying circuit includes a field-effect transistor D1 and a resistor R4, the gate of the field-effect transistor D1 is connected to the first output end of the variable resistor, the source of the field-effect transistor D1 is connected to the output end of the first motor working circuit, the drain of the field-effect transistor D1 is connected to the negative electrode of the power supply, and the two ends of the resistor R4 are respectively connected to the negative electrode of the power supply and the gate of the field-effect transistor D1;

[0008] The second amplifier circuit includes a field-effect transistor D2 and a resistor R5, the gate of the field-effect transistor D2 is connected to the second output end of the variable resistor, the source of the field-effect transistor D2 is connected to the output end of the second motor working circuit, the drain of the field-effect transistor D2 is connected to the negative electrode of the power supply, and the two ends of the resistor R5 are respectively connected to the negative electrode of the power supply and the gate of the field-effect transistor D2.

[0009] Optionally, the first amplifying circuit includes a field effect transistor D1, the base of the field effect transistor D1 is connected to the first output end of the variable resistor, the collector of the field effect transistor D1 is connected to the output end of the first motor working circuit, and the emitter of the field effect transistor D1 is connected to the negative electrode of the power supply;

[0010] The second amplifier circuit includes a field effect transistor D2, the base of the field effect transistor D2 is connected to the second output end of the variable resistor, the collector of the field effect transistor D2 is connected to the output end of the second motor working circuit, and the emitter of the field effect transistor D2 is connected to the negative electrode of the power supply.

[0011] Optionally, the variable resistor is a sliding rheostat, a potentiometer, a double potentiometer, a double sliding rheostat or a sensitive resistor.

[0012] Optionally, a total power control circuit is also included, which includes a field effect tube D3, a sliding rheostat R23, a resistor R21, a resistor R22 and a resistor R24. The source of the field effect tube D3 is connected to the positive electrode of the power supply, the drain of the field effect tube D3 is respectively connected to the input end of the first motor working circuit and the input end of the second motor working circuit, the gate of the field effect tube D3 is connected to an output end of the sliding rheostat R23, the positive electrode of the power supply, the resistor R21, the resistor R22, the resistor R24 ​​and the negative electrode of the power supply are connected in series in sequence, and the adjustment end of the sliding rheostat R23 is connected to the node in series between the resistor R22 and the resistor R24.

[0013] Optionally, a total power control circuit is also included, which includes a resistor R3, a resistor R4 and a resistor R1, one end of the resistor R3 is connected to the positive electrode of the power supply, and the other end is connected to the adjustment end of the resistor R4, an output end of the resistor R4 is respectively connected to the adjustment end of the variable resistor and one end of the resistor R1, and the other end of the resistor R1 is connected to the negative electrode of the power supply.

[0014] Optionally, a protection circuit is also included, which includes a field effect transistor D4, a resistor R31, a resistor R32, a resistor R33 and a Zener diode D5. The positive electrode of the power supply, the resistor R31, the resistor R32, the resistor R33 and the negative electrode of the power supply are connected in series in sequence, the Zener diode D5 and the resistor R32 are forward connected in parallel, the base of the field effect transistor D4 is connected to the positive electrode of the Zener diode D5, the emitter of the field effect transistor D4 is connected to the positive electrode of the power supply, and the collector of the field effect transistor D4 is connected to the node connected in series between the resistor R21 and the resistor R22.

[0015] Optionally, a protection circuit is further included, which includes a field effect transistor D4, a resistor R31, a resistor R32, a resistor R33 and a Zener diode D5. The positive electrode of the power supply, the resistor R31, the resistor R32, the resistor R33 and the negative electrode of the power supply are connected in series in sequence, the Zener diode D5 and the resistor R32 are forward connected in parallel, the gate of the field effect transistor D4 is connected to the positive electrode of the Zener diode D5, the source of the field effect transistor D4 is connected to the positive electrode of the power supply, and the drain of the field effect transistor D4 is connected to the node connected in series between the resistor R21 and the resistor R22.

[0016] It can be seen from the above technical solutions that the embodiments of the present application have the following advantages:

[0017] A control circuit for a multi-wheeled DC electric vehicle of the present invention includes a power supply, a first motor operating circuit, a second motor operating circuit, and a steering control circuit. The input of the first motor operating circuit is connected to the positive electrode of the power supply, and the positive electrode of the second motor operating circuit is connected to the positive electrode of the power supply. The steering control circuit includes a variable resistor, a first amplifier circuit, and a second amplifier circuit. The input of the first amplifier circuit is connected to the output of the first motor operating circuit, the input of the second amplifier circuit is connected to the output of the second motor operating circuit, the output of the first amplifier circuit is connected to the negative electrode of the power supply, and the output of the second amplifier circuit is connected to the negative electrode of the power supply. The adjustment terminal of the variable resistor is connected to the positive electrode of the power supply, the first output terminal of the variable resistor is connected to the adjustment terminal of the first amplifier circuit, and the second output terminal of the variable resistor is connected to the adjustment terminal of the second amplifier circuit. The first and second motor operating circuits are the operating circuits for the drive motors of the left and right wheels of the vehicle, respectively. When the current or voltage of their working circuits increases, the speed of the drive motors of the corresponding wheels also increases. The first amplifier circuit and the second amplifier circuit are used to adjust the loop current of the first motor working circuit and the second motor working circuit respectively. The loop current of the first motor working circuit and the second motor working circuit are changed by adjusting the resistance value of the variable resistor, so that there is a speed difference between the rotation speeds of the wheels on both sides. In this way, the car will turn toward the side with slower speed, thereby realizing the steering change of the car through the circuit, and the operation is light and flexible.

[0018] Furthermore, the control circuit of the multi-wheeled DC electric vehicle of the present invention can also control the overall current or voltage of the first motor operating circuit and the second motor operating circuit via a total power control circuit, thereby controlling the vehicle's speed through the circuit. The control circuit of the multi-wheeled DC electric vehicle of the present invention, in which the total power is controlled by the total power control circuit and the steering control circuit controls the vehicle's steering, is characterized by ease of operation. The steering is electronically controlled and is not affected by the vehicle's weight, making it easy to control. The overall circuit structure is simple, the production cost is low, and it is easy to promote. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly express the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0020] Figure 1 This is a schematic diagram of a control circuit for a multi-wheeled DC electric vehicle in a preferred embodiment of this specification;

[0021] Figure 2This is a schematic diagram of a control circuit for a multi-wheeled DC electric vehicle in another preferred embodiment of this specification;

[0022] Figure 3 This is a schematic diagram of a control circuit for a multi-wheeled DC electric vehicle in another preferred embodiment of this specification;

[0023] Figure 4 This is a schematic diagram of a control circuit for a multi-wheeled DC electric vehicle in another preferred embodiment of this specification;

[0024] Figure 5 This is a schematic diagram of a control circuit for a multi-wheeled DC electric vehicle in another preferred embodiment of this specification;

[0025] Figure 6 This is a schematic diagram of a control circuit for a multi-wheeled DC electric vehicle in another preferred embodiment of this specification;

[0026] Figure 7 This is a schematic diagram of a control circuit for a multi-wheeled DC electric vehicle in another preferred embodiment of this specification;

[0027] Figure 8 This is a schematic diagram of a control circuit for a multi-wheeled DC electric vehicle in another preferred embodiment of this specification;

[0028] Figure 9 This is a schematic diagram of a control circuit for a multi-wheeled DC electric vehicle in another preferred embodiment of this specification;

[0029] Figure 10 This is a wiring diagram when the variable resistor is a sensitive resistor in another preferred embodiment of this specification. DETAILED DESCRIPTION

[0030] In order to help those skilled in the art better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of this application.

[0031] Please refer to Figure 1The present invention provides a control circuit for a multi-wheeled DC electric vehicle, including a power supply, a first motor operating circuit 1, a second motor operating circuit 2, and a steering control circuit 3. The input of the first motor operating circuit 1 is connected to the positive electrode of the power supply, and the positive electrode of the second motor operating circuit 2 is connected to the positive electrode of the power supply. The steering control circuit 3 includes a variable resistor, a first amplifier circuit, and a second amplifier circuit. The input of the first amplifier circuit is connected to the output of the first motor operating circuit 1, the input of the second amplifier circuit is connected to the output of the second motor operating circuit 2, the output of the first amplifier circuit is connected to the negative electrode of the power supply, the output of the second amplifier circuit is connected to the negative electrode of the power supply, the adjustment terminal of the variable resistor is connected to the positive electrode of the power supply, the first output terminal of the variable resistor is connected to the adjustment terminal of the first amplifier circuit, and the second output terminal of the variable resistor is connected to the adjustment terminal of the second amplifier circuit. The first motor operating circuit 1 and the second motor operating circuit 2 are the operating circuits for the drive motors of the left and right wheels of the vehicle, respectively. Specifically, the two motors M1 are used to drive the two wheels on the left side of the vehicle, and the two motors M2 are used to drive the two wheels on the right side of the vehicle. When the current or voltage of their working circuits increases, the speed of the drive motors of the corresponding wheels also increases. The first amplifier circuit and the second amplifier circuit are respectively used to adjust the loop current of the first motor working circuit 1 and the second motor working circuit 2. By adjusting the resistance value of the variable resistor, the first amplifier circuit and the second amplifier circuit are respectively changed, thereby changing the loop current of the first motor working circuit 1 and the second motor working circuit 2, so that there is a speed difference between the rotational speeds of the wheels on both sides. In this way, the car will turn toward the side with slower speed, thereby realizing the steering change of the car through the circuit, and the operation is light and flexible.

[0032] See also Figures 1 to 4 In some embodiments, the first amplifier circuit and the second amplifier circuit adopt a common drain amplifier circuit; see Figure 5 In some embodiments, the first amplifier circuit and the second amplifier circuit adopt a common source amplifier circuit; please refer to Figure 6 、 Figure 7 and Figure 8 In some embodiments, the first amplifier circuit and the second amplifier circuit adopt a common-emitter amplifier circuit or a common-collector amplifier circuit.

[0033] Furthermore, when the first amplifier circuit and the second amplifier circuit adopt a common drain amplifier circuit, see Figure 1The first amplifier circuit includes a field-effect transistor (FET) D1 and a resistor R4. The gate of FET D1 is connected to the first output terminal of the variable resistor, the source of FET D1 is connected to the output terminal of the first motor operating circuit 1, and the drain of FET D1 is connected to the negative terminal of the power supply. The two ends of resistor R4 are connected to the negative terminal of the power supply and the gate of FET D1, respectively. The second amplifier circuit includes a field-effect transistor (FET) D2 and a resistor R5. The gate of FET D2 is connected to the second output terminal of the variable resistor, the source of FET D2 is connected to the output terminal of the second motor operating circuit 2, the drain of FET D2 is connected to the negative terminal of the power supply, and the two ends of resistor R5 are connected to the negative terminal of the power supply and the gate of FET D2, respectively. When the adjustment terminal of the variable resistor moves leftward, the gate voltage of FET D1 increases, thereby increasing the operating current and power of the first motor operating circuit 1. Conversely, the operating current of the first motor operating circuit 1 decreases, resulting in a speed difference between the left and right wheels, causing the vehicle to deviate toward the side with lower speed. When the adjustment end of the variable resistor is in the middle position, the car moves in a straight line.

[0034] In some embodiments, when the first amplifier circuit and the second amplifier circuit adopt common emitter amplifier circuits, see Figure 6 The first amplifier circuit includes a field-effect transistor D1, the base of which is connected to the first output terminal of the variable resistor, the collector of which is connected to the output terminal of the first motor operating circuit 1, and the emitter of which is connected to the negative electrode of the power supply. The second amplifier circuit includes a field-effect transistor D2, the base of which is connected to the second output terminal of the variable resistor, the collector of which is connected to the output terminal of the second motor operating circuit 2, and the emitter of which is connected to the negative electrode of the power supply. The principle of the common-emitter amplifier circuit is similar to that of the above-mentioned embodiment and will not be further described here.

[0035] Furthermore, in some embodiments, the variable resistor is a sliding rheostat, a potentiometer, a dual potentiometer, a dual sliding rheostat, or a sensitive resistor.

[0036] See also Figure 10 When the variable resistor is a sensitive resistor, the variable resistor includes a first sensitive resistor R2-1 and a second sensitive resistor R2-2. One end of the first sensitive resistor R2-1 is connected to the gate of the field-effect transistor D1, the other end of the first sensitive resistor R2-1 is connected to one end of the second sensitive resistor R2-2, and the other end of the second sensitive resistor R2-2 is connected to the gate of the field-effect transistor D2. The sensitive resistor can be, but is not limited to, a varistor, a light-sensitive resistor, or a sound-sensitive resistor. By changing the resistance value according to the corresponding sensitive condition, the gate voltage of the field-effect transistors D1 and D2 is changed, thereby controlling the power of the motor.

[0037] Further, see Figure 1In one embodiment, the control circuit of the multi-wheeled DC electric vehicle further includes a total power control circuit 4, the input end of the total power control circuit 4 being connected to the positive electrode of the power supply, and the output end of the total power control circuit 4 being connected to the input end of the first motor working circuit 1 and the input end of the second motor working circuit 2. Specifically, the total power control circuit 4 includes a field effect transistor D3, a sliding rheostat R23, a resistor R21, a resistor R22, and a resistor R24. The source of the field effect transistor D3 is connected to the positive electrode of the power supply, the drain of the field effect transistor D3 is connected to the input end of the first motor working circuit 1 and the input end of the second motor working circuit 2, respectively, the gate of the field effect transistor D3 is connected to an output end of the sliding rheostat R23, the positive electrode of the power supply, the resistors R21, R22, R24, and the negative electrode of the power supply are connected in series in sequence, and the adjustment end of the sliding rheostat R23 is connected to the node connected in series between the resistors R22 and R24. By changing the position of the adjustment end of the sliding rheostat R23, the total power can be changed, thereby controlling the overall working rate and vehicle speed.

[0038] See also Figure 4 The present application also provides another structure of a total power control circuit 4, specifically comprising resistors R3, R4, and R1. One end of resistor R3 is connected to the positive electrode of the power supply, and the other end is connected to the adjustment terminal of resistor R4. An output end of resistor R4 is connected to the adjustment terminal of the variable resistor and one end of resistor R1, respectively. The other end of resistor R1 is connected to the negative electrode of the power supply. By changing the resistance of resistor R4, the total power can be changed, thereby achieving overall vehicle speed control.

[0039] Further, see Figure 1 In one embodiment, the control circuit of the multi-wheeled DC electric vehicle further includes a protection circuit 5, which includes a field-effect transistor D4, resistors R31, R32, R33, and a Zener diode D5. The positive electrode of the power supply, resistors R31, R32, R33, and the negative electrode of the power supply are connected in series in sequence. The Zener diode D5 and resistor R32 are connected in a forward parallel connection. The base of the field-effect transistor D4 is connected to the positive electrode of the Zener diode D5, the emitter of the field-effect transistor D4 is connected to the positive electrode of the power supply, and the collector of the field-effect transistor D4 is connected to the node connected in series between resistors R21 and R22. When the power supply voltage is higher than the rated voltage, the Zener diode D5 conducts, the base current and emitter current of the field-effect transistor D4 increase, and the voltage between resistors R22 and R24 decreases under the limit of resistor R31, thereby protecting the operating circuit.

[0040] See also Figure 9In another embodiment, the protection circuit 5 can be implemented using a single-junction field-effect transistor. Specifically, the protection circuit includes a field-effect transistor D4, a resistor R31, a resistor R32, a resistor R33, and a Zener diode D5. The positive electrode of the power supply, the resistor R31, the resistor R32, the resistor R33, and the negative electrode of the power supply are connected in series in sequence. The Zener diode D5 and the resistor R32 are connected in forward parallel. The gate of the field-effect transistor D4 is connected to the positive electrode of the Zener diode D5, the source of the field-effect transistor D4 is connected to the positive electrode of the power supply, and the drain of the field-effect transistor D4 is connected to the node connected in series between the resistor R21 and the resistor R22.

[0041] Figure 1 、 Figure 2 、 Figure 5 、 Figure 6 The resistor R21 is the bias resistor of D3 and also the current limiting resistor of the protection circuit 5; Figure 3 When the resistor R5 is used, the bias resistors of D1 and D2 are also the current limiting resistors of the protection circuit 5; Figure 4 R3 is the bias resistor of D1 and D2 and also the current limiting resistor of protection circuit 5. Figure 7 R1 is the bias resistor of D1 and D2 and is also the current limiting resistor of protection circuit 5.

[0042] The control circuit of the multi-wheeled DC electric vehicle of the present application is characterized by light operation, in which the total power is controlled by the total power control circuit 4 and the steering control circuit 3 controls the steering of the vehicle. The steering is electronically controlled and is not affected by the weight of the vehicle, making it easy to control. The overall circuit structure is simple, the production cost is low, and it is conducive to promotion.

[0043] The terms "first," "second," "third," "fourth," and the like (if any) in the specification of the present application and the accompanying drawings are used to distinguish similar objects and are not necessarily used to describe a particular order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate, so that the embodiments of the present application described herein can, for example, be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having," and any variations thereof, are intended to cover non-exclusive inclusions. For example, a process, method, system, product, or apparatus comprising a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or apparatus.

[0044] As described above, the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A control circuit for a multi-wheeled DC electric vehicle, characterized in that: The invention comprises a power supply, a first motor working circuit, a second motor working circuit and a steering control circuit, wherein the input end of the first motor working circuit is connected to the positive electrode of the power supply, the positive electrode of the second motor working circuit is connected to the positive electrode of the power supply, the steering control circuit comprises a variable resistor, a first amplifier circuit and a second amplifier circuit, the input end of the first amplifier circuit is connected to the output end of the first motor working circuit, the input end of the second amplifier circuit is connected to the output end of the second motor working circuit, the output end of the first amplifier circuit is connected to the negative electrode of the power supply, the output end of the second amplifier circuit is connected to the negative electrode of the power supply, the adjustment end of the variable resistor is connected to the positive electrode of the power supply, the first output end of the variable resistor is connected to the adjustment end of the first amplifier circuit, and the second output end of the variable resistor is connected to the adjustment end of the second amplifier circuit; The first amplifier circuit includes a field-effect transistor D1 and a resistor R4, the gate of the field-effect transistor D1 is connected to the first output end of the variable resistor, the source of the field-effect transistor D1 is connected to the output end of the first motor working circuit, the drain of the field-effect transistor D1 is connected to the negative electrode of the power supply, and the two ends of the resistor R4 are respectively connected to the negative electrode of the power supply and the gate of the field-effect transistor D1; The second amplifier circuit includes a field effect transistor D2 and a resistor R5, the gate of the field effect transistor D2 is connected to the second output end of the variable resistor, the source of the field effect transistor D2 is connected to the output end of the second motor working circuit, the drain of the field effect transistor D2 is connected to the negative electrode of the power supply, and the two ends of the resistor R5 are respectively connected to the negative electrode of the power supply and the gate of the field effect transistor D2; The variable resistor is a sliding rheostat, a potentiometer, a double potentiometer, a double sliding rheostat or a sensitive resistor; The variable resistor includes a first sensitive resistor R2-1 and a second sensitive resistor R2-2, one end of the first sensitive resistor R2-1 is connected to the gate of the field effect transistor D1, the other end of the first sensitive resistor R2-1 is connected to one end of the second sensitive resistor R2-2, and the other end of the second sensitive resistor R2-2 is connected to the gate of the field effect transistor D2; The device further includes a protection circuit, which includes a field effect transistor D4, a resistor R31, a resistor R32, a resistor R33, and a voltage-stabilizing diode D5. The positive electrode of the power supply, the resistor R31, the resistor R32, the resistor R33, and the negative electrode of the power supply are connected in series in sequence. The voltage-stabilizing diode D5 and the resistor R32 are connected in forward parallel. The base of the field effect transistor D4 is connected to the positive electrode of the voltage-stabilizing diode D5, the emitter of the field effect transistor D4 is connected to the positive electrode of the power supply, and the collector of the field effect transistor D4 is connected to the node connected in series between the resistor R21 and the resistor R22. The present invention also includes a protection circuit, which includes a field effect transistor D4, a resistor R31, a resistor R32, a resistor R33 and a voltage-stabilizing diode D5. The positive electrode of the power supply, the resistor R31, the resistor R32, the resistor R33 and the negative electrode of the power supply are connected in series in sequence. The voltage-stabilizing diode D5 and the resistor R32 are connected in forward parallel. The gate of the field effect transistor D4 is connected to the positive electrode of the voltage-stabilizing diode D5, the source of the field effect transistor D4 is connected to the positive electrode of the power supply, and the drain of the field effect transistor D4 is connected to the node connected in series between the resistor R21 and the resistor R22.

2. The control circuit of a multi-wheeled DC electric vehicle according to claim 1, characterized in that : The first amplifier circuit is a common drain amplifier circuit, a common source amplifier circuit, a common emitter amplifier circuit or a common collector circuit.

3. The control circuit of a multi-wheeled DC electric vehicle according to claim 2, characterized in that : The second amplifier circuit is a common drain amplifier circuit, a common source amplifier circuit, a common emitter amplifier circuit or a common collector circuit.

4. The control circuit of a multi-wheeled DC electric vehicle according to claim 1, characterized in that : The first amplifier circuit includes a field effect transistor D1, the base of the field effect transistor D1 is connected to the first output end of the variable resistor, the collector of the field effect transistor D1 is connected to the output end of the first motor working circuit, and the emitter of the field effect transistor D1 is connected to the negative electrode of the power supply; The second amplifier circuit includes a field effect transistor D2, the base of the field effect transistor D2 is connected to the second output end of the variable resistor, the collector of the field effect transistor D2 is connected to the output end of the second motor working circuit, and the emitter of the field effect transistor D2 is connected to the negative electrode of the power supply.

5. The control circuit of a multi-wheeled DC electric vehicle according to claim 1, characterized in that : It also includes a total power control circuit, which includes a field effect tube D3, a sliding rheostat R23, a resistor R21, a resistor R22 and a resistor R24. The source of the field effect tube D3 is connected to the positive electrode of the power supply, the drain of the field effect tube D3 is respectively connected to the input end of the first motor working circuit and the input end of the second motor working circuit, the gate of the field effect tube D3 is connected to an output end of the sliding rheostat R23, the positive electrode of the power supply, the resistor R21, the resistor R22, the resistor R24 ​​and the negative electrode of the power supply are connected in series in sequence, and the adjustment end of the sliding rheostat R23 is connected to the node connected in series between the resistor R22 and the resistor R24.

6. The control circuit of a multi-wheeled DC electric vehicle according to claim 1, characterized in that : It also includes a total power control circuit, which includes a resistor R3, a resistor R4 and a resistor R1. One end of the resistor R3 is connected to the positive electrode of the power supply, and the other end is connected to the adjustment end of the resistor R4. An output end of the resistor R4 is respectively connected to the adjustment end of the variable resistor and one end of the resistor R1. The other end of the resistor R1 is connected to the negative electrode of the power supply.

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