Deformable spoiler mechanism, control system and method for pneumatic drag reduction of vehicle

Abstract

The invention relates to a deformable spoiler mechanism, a control system and a method suitable for pneumatic drag reduction of a vehicle. The pneumatic resistance reduction device is suitable for vehicle pneumatic resistance reduction in the crosswind environment, a deformable spoiler mechanism is in driving connection with a driving mechanism, the deformable spoiler mechanism comprises a connecting assembly, a supporting cavity and a spoiler body, the supporting cavity and the spoiler body are sequentially connected, the driving mechanism is located in the supporting cavity, and the connecting assembly comprises a first part and a second part which are movably connected; the first part is located in the supporting cavity, the other end of the spoiler body is connected with the driving mechanism, the spoiler body comprises a flexible surface, and the second part is wrapped by the flexible surface; the driving mechanism and the connecting assemblies are correspondingly arranged, the number of the connecting assemblies is at least two, and the second parts of the connecting assemblies are located on the two sides of the spoiler body respectively. Compared with the prior art, the pneumatic drag reduction device has the advantages of being simple in structure, achieving effective pneumatic drag reduction of the whole vehicle in a large crosswind range and the like.

Description

Technical Field

[0001] The present invention relates to the technical field of aerodynamics, and in particular, to a deformable spoiler mechanism, a control system and a method suitable for reducing aerodynamic drag of a vehicle. Background Art

[0002] In recent years, in order to alleviate the environmental problems caused by vehicle exhaust emissions, more stringent emission regulations for fuel vehicles have been introduced both at home and abroad, thereby restricting the fuel consumption of vehicles. At the same time, with the development of battery technology, the market for electric vehicles is gradually expanding. However, the driving range of electric vehicles remains an important issue hindering their further popularization. Therefore, based on the need to improve the fuel economy of fuel vehicles and increase the driving range of electric vehicles, it is necessary to focus on the development of vehicle energy-saving and drag-reduction technologies. The sources of vehicle resistance include the rolling resistance of the wheels, the frictional resistance of mechanical components, and aerodynamic resistance (aerodynamic drag), etc. Among them, aerodynamic drag is the main source of resistance, especially at high speeds. When the driving speed of the vehicle is greater than 100 km / h, 80% of the power of the power system is used to overcome aerodynamic drag, thus consuming a large amount of fuel or electric energy. Therefore, with the continuous increase in vehicle speed, reducing vehicle aerodynamic drag is of great significance for achieving energy conservation and emission reduction and increasing the driving range of new energy vehicles. Most of the traditional drag-reduction technologies are developed under ideal conditions, that is, considering the condition that the oncoming flow is uniform and aligned with the vehicle body, and a static optimal design is obtained by optimizing the vehicle body shape or aerodynamic kit. However, in the real road environment, the driving process of the vehicle is often affected by the turbulence of the oncoming flow and crosswinds, which makes the static aerodynamic optimization scheme obtained under ideal conditions often fail or even increase drag under real road conditions.

[0003] In addition, in the prior art regarding the optimization of spoilers under crosswind conditions, for example, a vehicle tail wing and a vehicle disclosed in Chinese Patent CN219969831U, the tail wing includes a tail wing bracket, a first movable spoiler, a second movable spoiler, a first angle adjustment mechanism, and a second angle adjustment mechanism. The tail wing bracket is used to connect to the outside of the vehicle body. The first movable spoiler and the second movable spoiler are arranged at intervals in the width direction of the vehicle and are both connected to the tail wing bracket. The first angle adjustment mechanism is in transmission connection with the first movable spoiler to drive the first movable spoiler to rotate relative to the tail wing bracket, and the second angle adjustment mechanism is in transmission connection with the second movable spoiler to drive the second movable spoiler to rotate relative to the tail wing bracket. The adjustment of this type of spoiler structure is carried out when the vehicle is turning during high-speed driving to optimize the left and right side wind resistance and downforce of the vehicle. However, the optimization of this type of spoiler structure needs to be achieved based on the position adjustment between multiple spoilers, with a complex structure and a relatively small crosswind range targeted. Therefore, how to effectively reduce the aerodynamic resistance of the vehicle under different crosswind conditions in a real road environment remains a problem to be solved in this field. Summary of the Invention

[0004] The purpose of the present invention is to overcome the above-mentioned defects existing in the prior art and provide a deformable spoiler mechanism, a control system, and a method suitable for vehicle aerodynamic drag reduction. A pair of deformable spoiler mechanisms are installed at the upper and lower trailing edges of the vehicle, with a simple structure and applicable to a larger crosswind range. By controlling the deformation degree of the deformable spoiler mechanism, the wake structure is optimized and the back negative pressure is increased, thereby achieving the aerodynamic drag reduction of the whole vehicle.

[0005] The purpose of the present invention can be achieved through the following technical solutions: According to a first aspect of the present invention, there is provided a deformable spoiler mechanism suitable for vehicle aerodynamic drag reduction. The deformable spoiler mechanism is drivingly connected to a driving mechanism. The deformable spoiler mechanism includes a connection assembly and a support cavity and a spoiler main body connected in sequence. The driving mechanism is located inside the support cavity. The connection assembly includes a first part and a second part that are movably connected. The first part is located inside the support cavity and the other end is connected to the driving mechanism. The spoiler main body includes a flexible surface, and the second part is wrapped by the flexible surface. The driving mechanism is correspondingly arranged with the connection assembly. The connection assembly includes at least two groups, and the second parts of at least two groups of connection assemblies are respectively located on both sides of the spoiler main body.

[0006] As a preferred technical solution, the deflection angle range of any side of the spoiler main body is -15° to +20°.

[0007] As a preferred technical solution, the flexible surface includes a silicone surface.

[0008] As a preferred technical solution, the width of the deformable spoiler mechanism is the same as the width of the vehicle body, and the length of the deformable spoiler mechanism exceeds 20% of the vehicle body height.

[0009] As a preferred technical solution, the deformable spoiler mechanism is respectively connected to the upper and lower trailing edges of the vehicle.

[0010] According to the second aspect of the present invention, there is provided a deformable spoiler control system suitable for vehicle aerodynamic drag reduction, including a driving mechanism, a deformable spoiler mechanism and a control module. The driving mechanism is communicatively connected to the control module, and the deformable spoiler mechanism is connected to the trailing edge of the vehicle. The control module is configured to receive a yaw angle signal of the oncoming flow, obtain the deflection angle of the deformable spoiler mechanism under the current working condition according to the yaw angle signal and calculate the corresponding voltage, and send a control signal to the driving mechanism according to the voltage. The driving mechanism is configured to control the deformation of the deformable spoiler mechanism according to the control signal.

[0011] As a preferred technical solution, the control module includes a signal receiving unit, a signal sending unit and a preset control program. The control program sends the calculated voltage to the signal receiving unit through the signal sending unit, and the signal receiving unit controls the movement of the driving mechanism through a wireless signal.

[0012] According to the third aspect of the present invention, there is provided a deformable spoiler control method suitable for vehicle aerodynamic drag reduction. The control method is implemented based on the control system, and includes the following steps: obtaining a yaw angle signal of the oncoming flow; obtaining the deflection angle of the deformable spoiler mechanism under the current working condition according to the yaw angle signal and calculating the corresponding voltage, and sending a control signal according to the voltage; controlling the deformation of the deformable spoiler mechanism according to the control signal.

[0013] Compared with the prior art, the present invention has the following beneficial effects: 1. The present invention installs a deformable spoiler mechanism at the trailing edge of the vehicle. Through cooperation with the control module and the driving mechanism, the deformation degree of the spoiler, that is, the deflection angle and the torsion angle, can be adjusted in a timely manner according to the oncoming flow conditions (such as the presence of a yaw angle and the vehicle speed). It can restore the negative pressure on the back in a timely manner under different crosswind conditions in a real road environment, thereby reducing the aerodynamic drag caused by the pressure difference between the front and rear of the vehicle body, so as to achieve the goal of aerodynamic drag reduction under complex working conditions. 2. The present invention can be provided with two sets of connection components, and a driving mechanism is correspondingly provided. The driving mechanism respectively controls the two sides of the spoiler main body to deflect independently through the second parts of the corresponding connection components (which are wrapped inside the flexible surface of the spoiler main body), so as to realize the independent control of the two sides of the spoiler main body, and at the same time realize the deflection and torsional deformation of the spoiler main body, and achieve effective aerodynamic drag reduction of the whole vehicle in a relatively large crosswind range. Compared with the optimization of the traditional spoiler mechanism, it can adapt to a larger crosswind range, and the corresponding yaw angle can reach about 15°; 3. In the present invention, the spoiler main body adopts a flexible surface, and the application of this flexible surface can reduce the additional drag loss that may be brought at the connection end of the traditional segmented rigid spoiler, and further improve the effect of aerodynamic drag reduction; 4. In the present invention, the deformable spoiler mechanism is installed at the upper and lower trailing edges of the vehicle, which can replace the original static rear wing and diffuser of the vehicle, and is easy to install without significantly adjusting the vehicle shape; 5. The adjustment of the surface shape of the deformable spoiler mechanism in the present invention is realized through the movement of a micro servo motor, and the movement of the servo motor is controlled by a wireless signal, which is easier to install and apply. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is the overall architecture and communication schematic diagram of the control system in the embodiment of the present invention; Figure 2 It is the isometric side view structure schematic diagram of the deformable spoiler mechanism in the embodiment of the present invention; Figure 3 It is the internal side view structure schematic diagram of the deformable spoiler mechanism in the embodiment of the present invention; Figure 4 It is the internal top view structure schematic diagram of the deformable spoiler mechanism in the embodiment of the present invention; Figure 5 It is the vehicle model schematic diagram with the deformable spoiler mechanism installed at the upper and lower trailing edges in the embodiment of the present invention; Figure 6 It is the schematic diagram of the pure deflection deformation state and pure torsional deformation state of the spoiler main body in the embodiment of the present invention; Figure 7 It is the vehicle model state schematic diagram when there is a crosswind in the embodiment of the present invention; Figure 8 It is the change of the aerodynamic drag with the yaw angle after installing the deformable spoiler in the wind tunnel experiment test in the embodiment of the present invention; Figure 9 It is the change of the optimal deformation of the deformable spoiler with the yaw angle in the wind tunnel experiment test in the embodiment of the present invention; Wherein: 11, servo motor; 21, signal receiving unit; 22, signal sending unit; 31, deformable spoiler mechanism; 311, connecting component; 312, support cavity; 313, spoiler main body; 3111, first part; 3112, active rod; 3131, connecting rod; 3132, flexible surface. Detailed implementation manners

[0015] In the context of the present invention, the yaw angle refers to the angle between the vehicle driving direction and the oncoming flow. In some embodiments, the yaw angle is also referred to as the sideslip angle. The deflection angle refers to the deflection angles on both sides of the spoiler main body in the deformable spoiler mechanism, and the positive and negative of the deflection angle can be determined according to a preset reference direction.

[0016] The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. This embodiment is implemented on the premise of the technical solution of the present invention, and gives detailed implementation manners and specific operation processes, but the protection scope of the present invention is not limited to the following embodiments.

[0017] This embodiment provides a deformable spoiler mechanism, a control system and a method suitable for vehicle aerodynamic drag reduction. Among them, the control system includes a driving mechanism, a deformable spoiler mechanism and a control module. The driving mechanism is communicatively connected to the control module. The deformable spoiler mechanism is connected to the vehicle trailing edge and is drivingly connected to the driving mechanism. Among them, the control module is used to receive the yaw angle signal of the oncoming flow, obtain the deflection angle of the deformable spoiler mechanism under the current working condition according to the yaw angle signal and calculate the corresponding voltage, and send a control signal to the driving mechanism according to the voltage. The driving mechanism is used to control the deformation of the deformable spoiler mechanism according to the received control signal.

[0018] Figure 1 One overall structure and communication process of the foregoing system are shown. In this embodiment, the driving mechanism uses a servo motor 11. The control module includes a signal receiving unit 21, a signal sending unit 22 and a preset control program. The servo motor 11 is communicatively connected to the signal receiving unit 21. The control program can send the calculated voltage to the signal receiving unit 21 through the signal sending unit 22, and the signal receiving unit 21 controls the movement of the servo motor 11 through a wireless signal. Optionally, the control program is developed based on LabVIEW.

[0019] Figures 2 to 4 An isometric side view, an internal side view structure and an internal top view structure of a deformable spoiler mechanism 31 are shown. The deformable spoiler mechanism 31 includes a connecting component 311 and a support cavity 312 and a spoiler main body 313 connected in sequence. Among them, the servo motor 11 is located inside the support cavity 312, and the connecting component 311 includes a first part 3111 and a second part that are movably connected.

[0020] In this embodiment, the second part includes two active rods 3112, which are respectively located at the inner two side edges of the spoiler main body 313 ( Figure 4 in the left and right sides in the figure), and each active rod 3112 is correspondingly connected to the corresponding first part 3111 and the servo motor 11. The servo motor 11 is controlled by the control signal from the signal receiving unit 21 to move, thereby driving the corresponding first part 3111 and the active rod 3112 to move, so as to realize different deformations of the spoiler main body 313. The two sets of independent drive structures and connection settings can ensure that the deflection angles on the left and right sides of the spoiler main body 313 can be independently controlled, increasing the applicable crosswind range, so as to cope with the aerodynamic drag reduction under different crosswind conditions.

[0021] The first part 3111 is a plurality of connecting rods connected in sequence. Exemplarily, Figure 3 there are 3 connecting rods connected in sequence through movable connectors (gray dots in the figure). One end of the whole is connected to the active rod 3112, and the other end is connected to the micro servo motor 11 to realize the deformation drive of the spoiler main body 313 by the servo motor 11. The whole of the first part 3111 is located inside the support cavity 312. The spoiler main body 313 is installed on the support cavity 312, and its interior includes a series of skeletons for support and two connecting rods 3131. The series of internal skeletons are connected in series by the two connecting rods 3131 (similar to a fishbone structure). The outer surface of the spoiler main body 313 is wrapped by a flexible surface 3132. The active rods 3112 are located on the inner two sides of the spoiler main body 313, so they are also wrapped by the flexible surface 3132. The flexible surface 3132 can ensure the smoothness and flat transition of the surface when the spoiler main body 313 deforms. Optionally, the flexible surface 3132 is made of a flexible material of a layer of silica gel.

[0022] Figure 5 An installation structure for connecting the deformable spoiler mechanism 31 to the vehicle trailing edge is shown. In the figure, a pair of deformable spoiler mechanisms 31 are installed on the vehicle trailing edge, and deflection and torsion deformations can be realized simultaneously. One is fixedly connected to the upper trailing edge of the vehicle, and the other is fixedly connected to the lower trailing edge of the vehicle, so as to effectively control the vehicle wake, restore the negative pressure on the back, and reduce the aerodynamic drag. Correspondingly, both sides of each deformable spoiler mechanism 31 are respectively driven and connected to a micro servo motor 11, with a total of 4 servo motors. Exemplarily, the width of the deformable spoiler mechanism 31 is the same as the body width, and the length of the deformable spoiler mechanism 31 exceeds 20% of the body height; the deflection angle range of any side of the spoiler main body 313 is -15° to +20°.

[0023] In summary, this embodiment provides a vehicle aerodynamic drag reduction system for real road conditions, especially in the presence of crosswinds, including a pair of deformable spoiler mechanisms 31 that can simultaneously achieve deflection and torsional deformation, a set of servo motors 11 for controlling the deformation of the spoiler body 313, and a control module including a signal receiving unit 21, a signal sending unit 22, and a preset control program. Exemplarily, this control system is developed based on the LabVIEW platform.

[0024] The working principle of this control system is as follows: By using a given sensor to detect the oncoming flow conditions (such as whether there is a yaw angle and the vehicle speed), it is determined whether there is a crosswind and the magnitude of the yaw angle. Based on the current yaw angle magnitude, the control module adjusts the shape of the rear spoiler body, thereby effectively controlling the vehicle wake to restore the negative pressure on the back, and thus reducing the aerodynamic drag caused by the pressure difference between the front and rear of the vehicle body.

[0025] Specifically, the control program of the control module calculates the optimal shape of the spoiler body 313 under the current working conditions based on the yaw angle signal of the oncoming flow, and sends the corresponding voltage to the signal receiving unit 21, and then generates a control signal to adjust the deflection angle of the servo motor 11, thereby changing the shape of the spoiler body 313 to reduce drag. In this embodiment, the optimal shape refers to the shape of the spoiler body 313 that minimizes the overall vehicle resistance based on aerodynamics.

[0026] The calculation process of the optimal shape of the spoiler body 313 under the current working conditions is also the calculation process of the optimal deflection angles on both sides of the spoiler body 313. Exemplarily, in the preset control program, a relationship function between the yaw angle and the deflection angle is predefined. According to this relationship function, when the yaw angle is known, the deflection angle directly calculated by the control module is the optimal deflection angle. Optionally, the relationship function between the yaw angle and the deflection angle is also the function of the optimal spoiler shape changing with the yaw angle, which can be obtained through prior testing. Specifically, before actual application, the deformation of the spoiler body under a certain yaw angle is optimized and tested, and a surrogate model (i.e., the function of the optimal spoiler shape changing with the yaw angle) is established based on the principle of minimum resistance. Then, on the actual road conditions, according to the monitored yaw angle magnitude, the magnitude of the deflection angles on both sides corresponding to the optimal spoiler shape can be directly obtained, that is, the optimal deflection angles on both sides of the spoiler body. Similarly, the calculation process of the corresponding voltage required by the servo motor 11 can also be realized by predefined relevant functions in the control program.

[0027] Furthermore, this embodiment also provides a deformation spoiler control method suitable for vehicle aerodynamic drag reduction. This control method is implemented based on the aforementioned control system and includes the following steps: Step S1: Obtain the yaw angle signal of the oncoming flow. Exemplarily, signals are collected by a preset sensor, and the control system receives the yaw angle signal from the sensor.

[0028] Step S2: According to the yaw angle signal, obtain the deflection angle of the deformable spoiler mechanism 31 under the current working condition and calculate the corresponding voltage. Then, the signal sending unit 22 transmits the voltage to the signal receiving unit 21. Exemplarily, when the control program receives the magnitude of the yaw angle, it calculates the deflection angles on the left and right sides of the upper and lower spoiler bodies 313 according to the preset relationship function between the yaw angle and the deflection angle, a total of four angle variables; the process of calculating the corresponding voltage is also implemented through a preset control program. Step S3: Control the deformation of the deformable spoiler mechanism 31 according to the received control signal. Specifically, the signal receiving unit 21 generates and sends a corresponding control signal according to the received voltage, and then controls the movement of the servo motor 11 through a wireless signal. The servo motor 11 responds according to the control signal, deflects to the corresponding angle, and drives the four active rods 3112 to deflect, controlling the deformation of both sides of the deformable spoiler mechanism 31, thereby reducing the aerodynamic drag of the vehicle under the corresponding side wind conditions.

[0029] To verify the effectiveness of the above control method and system, this embodiment uses a wind tunnel experiment for verification. As Figure 5 shown, the vehicle model used in the wind tunnel experiment is a 1 / 2 scale Ahmed square-back model of a car. The model is placed on a rotating turntable, and the yaw angle of the model can be controlled. . A step is reserved at each of the upper and lower trailing edges of the model to install the aforementioned deformable spoiler mechanism. Each spoiler mechanism has a servo motor on each of the left and right sides to control the deflection angles of both sides. When the deflection angles on both sides are equal, the spoiler body undergoes pure deflection deformation; when the deflection angles on both sides are not equal, the spoiler body increases torsional deformation on the basis of deflection deformation. To quantify the deformation degree of the upper and lower spoiler bodies, the following variables are defined: In the formula, and respectively represent the deflection deformation and torsional deformation of the deformable spoiler mechanism at the upper trailing edge, and respectively represent the deflection angles on both sides of the deformable spoiler mechanism at the upper trailing edge, and respectively represent the deflection deformation and torsional deformation of the deformable spoiler mechanism at the lower trailing edge, and respectively represent the deflection angles on both sides of the deformable spoiler mechanism at the lower trailing edge. Figure 6Part (a) shows the state of the spoiler body in pure deflection deformation ( , and ), Figure 6 Part (b) shows the state of the spoiler body in pure torsional deformation ( , and ).

[0030] Figure 7 Shows the state of the vehicle model when there is a crosswind. Combining Figure 1 with Figure 7 , the working process of the vehicle aerodynamic drag reduction control system provided in this embodiment under real road conditions and when there is a crosswind is as follows: When the oncoming flow in front of the wind tunnel is aligned with the model, that is, the yaw angle , compared with a flat spoiler (i.e., the spoiler has no deflection or torsional deformation), a certain degree of pure deflection deformation will reduce the aerodynamic drag. This is the static optimal spoiler design obtained under the traditional automotive aerodynamics aerodynamic optimization, which is called the traditional spoiler in the following text. As Figure 8 and Figure 9 show, when optimizing the deformable spoiler of the present application at a yaw angle of zero, a pure deflection deformation similar to that of the traditional spoiler can be obtained, that is, the upper trailing edge spoiler deflects downward purely (i.e., ), and the lower trailing edge spoiler deflects upward purely , achieving a drag reduction of about 6%. As Figure 8 and Figure 9 show, when the upper spoiler deflects inward , and the lower spoiler deflects inward , a drag reduction of about 6% can be achieved. Figure 8 In C x represents the automotive aerodynamic drag coefficient.

[0031] When adjusting the model attitude so that there is a certain angle between the oncoming flow in front of the wind tunnel and the model, that is, the yaw angle , at this time, the traditional spoiler not only cannot reduce the drag, but when the yaw angle , the traditional spoiler will also increase the drag (see Figure 8 ). After installing the deformable spoiler in this embodiment, when the yaw angle is not zero, the control program starts to work, adjusts the angles of the left and right spoilers, and on the basis of maintaining a certain deflection deformation, increases the torsional deformation, so as to optimize the wake structure, restore the negative pressure on the back, and reduce the aerodynamic drag. For different degrees of yaw angles, the deformation degree is also adjusted accordingly, so as to achieve the optimal aerodynamic design at any yaw angle. As Figure 5 and Figure 6As shown, in this embodiment, the deformable spoiler mechanism can add different degrees of torsional deformation on the basis of deflection deformation , , achieving drag reduction at any yaw angle, and the drag reduction amount is about 5% - 6%.

[0032] Based on the above wind tunnel experiment examples, it can be proved that the control system and method provided by the present invention based on the deformable spoiler mechanism are effective in aerodynamic drag reduction under crosswind conditions. Especially compared with the traditional static optimized spoiler, it can significantly improve the vehicle aerodynamic performance. Thus, when facing complex road conditions (especially under crosswind conditions), it can timely adjust the shape of the spoiler main body to achieve the reduction of vehicle aerodynamic drag, improve the fuel economy of fuel vehicles or increase the cruising range of electric vehicles.

[0033] The preferred specific embodiments of the present invention have been described in detail above. It should be understood that those of ordinary skill in the art can make many modifications and variations according to the concept of the present invention without creative work. Therefore, all technical solutions that can be obtained by those skilled in the art in the technical field of the present invention based on the concept of the present invention through logical analysis, reasoning or limited experiments on the basis of the prior art should be within the protection scope determined by the claims.

Claims

1. A deformable spoiler mechanism suitable for aerodynamic drag reduction of a vehicle, characterized in that: The deformable spoiler mechanism is drivingly connected to the driving mechanism, the deformable spoiler mechanism comprises a connecting assembly and a supporting cavity and a spoiler body connected in sequence, the driving mechanism is located inside the supporting cavity, the connecting assembly comprises a first part and a second part that are movably connected, the first part is located inside the supporting cavity and the other end is connected to the driving mechanism, the spoiler body comprises a flexible surface, and the second part is wrapped by the flexible surface; The driving mechanism is arranged corresponding to the connecting assembly, and the connecting assembly includes at least two groups, and the second parts of at least two groups of connecting assemblies are respectively located on both sides of the spoiler body.

2. The deformable spoiler mechanism suitable for aerodynamic drag reduction of a vehicle according to claim 1, characterized in that: The deflection angle range of any side of the spoiler body is -15° to +20°.

3. The deformable spoiler mechanism suitable for aerodynamic drag reduction of a vehicle according to claim 1, characterized in that: The flexible surface comprises a silicone surface.

4. The deformable spoiler mechanism suitable for aerodynamic drag reduction of a vehicle according to claim 1, characterized in that: The width of the deformable spoiler mechanism is the same as the width of the vehicle body, and the length of the deformable spoiler mechanism exceeds 20% of the height of the vehicle body.

5. The deformable spoiler mechanism suitable for aerodynamic drag reduction of a vehicle according to claim 1, characterized in that: The deformable spoiler mechanism is respectively connected to the upper and lower trailing edges of the vehicle.

6. A deformable spoiler control system suitable for vehicle aerodynamic drag reduction, characterized in that: It comprises a driving mechanism, a deformable spoiler mechanism as claimed in claim 1 and a control module, wherein the driving mechanism is in communication connection with the control module, and the deformable spoiler mechanism is connected to the rear edge of the vehicle; The control module is used to receive a yaw angle signal of the front flow, obtain a deflection angle of the deformable spoiler mechanism under the current working condition according to the yaw angle signal and calculate a corresponding voltage, and send a control signal to the drive mechanism according to the voltage; The driving mechanism is used to control the deformation of the deformable spoiler mechanism according to the control signal.

7. The deformable spoiler control system suitable for vehicle aerodynamic drag reduction according to claim 6, characterized in that: The control module includes a signal receiving unit, a signal sending unit and a preset control program; the control program sends the calculated voltage to the signal receiving unit through the signal sending unit, and the signal receiving unit controls the movement of the driving mechanism through a wireless signal.

8. A method for controlling a deformable spoiler suitable for aerodynamic drag reduction of a vehicle, characterized in that: The control method is implemented based on the control system according to any one of claims 6 to 7, and comprises the following steps: Obtain the yaw angle signal of the front flow; According to the yaw angle signal, the deflection angle of the deformable spoiler mechanism under the current working condition is obtained and the corresponding voltage is calculated, and a control signal is sent according to the voltage; According to the control signal, the deformable spoiler mechanism is controlled to deform.

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