Deformable spoiler mechanism, control system and method suitable for vehicle aerodynamic drag reduction

Abstract

The present invention relates to a deformable spoiler mechanism, control system, and method suitable for vehicle aerodynamic drag reduction. The present invention is suitable for aerodynamic drag reduction of vehicles in crosswind environments, wherein the deformable spoiler mechanism is driven and connected to a drive mechanism. The deformable spoiler mechanism includes a connecting assembly and a supporting cavity and a spoiler body connected in sequence. The drive mechanism is located inside the supporting cavity. The connecting assembly includes 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 drive mechanism. The spoiler body includes a flexible surface, and the second part is wrapped by the flexible surface. The drive mechanism and the connecting assembly are arranged correspondingly. The connecting assembly includes at least two groups, and the second parts of the at least two groups of connecting assemblies are respectively located on both sides of the spoiler body. Compared with the existing technology, the present invention has the advantages of simple structure and effective aerodynamic drag reduction of the entire vehicle in a larger crosswind range.

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 aerodynamic drag reduction of a vehicle. Background Art

[0002] In recent years, to alleviate environmental concerns caused by vehicle exhaust emissions, both domestic and international regulations have tightened regulations for fuel-powered vehicles, limiting fuel consumption. Simultaneously, with the advancement of battery technology, the market for electric vehicles is expanding. However, the limited range of electric vehicles remains a significant barrier to their further adoption. Therefore, to improve the fuel economy of gasoline vehicles and increase the range of electric vehicles, efforts are underway to develop energy-saving and drag-reducing technologies. Vehicle drag sources include rolling resistance of the wheels, frictional resistance of mechanical components, and aerodynamic drag (aerodynamic drag). Aerodynamic drag is the primary source of drag, especially at high speeds. When a vehicle travels at speeds exceeding 100 km / h, 80% of the powertrain's power is used to overcome aerodynamic drag, resulting in significant fuel or electrical energy consumption. Therefore, as vehicle speeds continue to increase, reducing aerodynamic drag is crucial for achieving energy conservation and emissions reduction, as well as increasing the range of new energy vehicles. Traditional drag reduction technology development has primarily focused on ideal operating conditions, where the forward airflow is uniform and aligned with the vehicle body. This optimization is achieved by optimizing the vehicle body shape or aerodynamic package to achieve a statically optimal design. However, in real road environments, vehicles are often affected by the turbulence of the oncoming flow and crosswinds during driving, which makes the static aerodynamic optimization scheme based on ideal working conditions often fail or even increase resistance under real road conditions.

[0003] In addition, in the prior art for optimizing spoilers under crosswind conditions, for example, Chinese patent CN219969831U discloses a vehicle tail wing and a vehicle, wherein 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 outer side of the vehicle body. The first and second movable spoilers are spaced apart along the width direction of the vehicle and are both connected to the tail wing bracket. The first angle adjustment mechanism is transmission-connected to the first movable spoiler for driving the first movable spoiler to rotate relative to the tail wing bracket. The second angle adjustment mechanism is transmission-connected to the second movable spoiler for driving the second movable spoiler to rotate relative to the tail wing bracket. This type of spoiler structure is adjusted when the vehicle is turning during high-speed driving, thereby optimizing the wind resistance and downforce on the left and right sides of the vehicle. However, the optimization of this type of spoiler structure requires adjusting the positions of multiple spoilers, which is complex and has a small crosswind range. Therefore, how to effectively reduce the aerodynamic drag of a vehicle under different crosswind conditions under real road conditions remains a problem in the art. Summary of the Invention

[0004] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and provide a deformable spoiler mechanism, control system and 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. The structure is simple and suitable for a large crosswind range. By controlling the deformation degree of the deformable spoiler mechanism to optimize the wake structure and increase the back negative pressure, aerodynamic drag reduction of the entire vehicle is achieved.

[0005] The purpose of the present invention can be achieved by the following technical solutions:

[0006] According to a first aspect of the present invention, a deformable spoiler mechanism suitable for aerodynamic drag reduction of a vehicle is provided, wherein the deformable spoiler mechanism is driven and connected to a 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, the connecting assembly comprises 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.

[0007] As a preferred technical solution, the deflection angle range of any side of the spoiler body is -15° to +20°.

[0008] As a preferred technical solution, the flexible surface includes a silicone surface.

[0009] 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 height of the vehicle body.

[0010] As a preferred technical solution, the deformable spoiler mechanism is respectively connected to the upper and lower trailing edges of the vehicle.

[0011] According to a second aspect of the present invention, there is provided a deformable spoiler control system suitable for aerodynamic drag reduction of a vehicle, comprising a drive mechanism, a deformable spoiler mechanism and a control module, wherein the drive 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 used to receive a yaw angle signal of an incoming flow in front, obtain a deflection angle of the deformable spoiler mechanism under a 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 drive mechanism is used to control the deformation of the deformable spoiler mechanism according to the control signal.

[0012] 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 wireless signals.

[0013] According to a third aspect of the present invention, a method for controlling a deformable spoiler suitable for aerodynamic drag reduction of a vehicle is provided. The control method is implemented based on the control system and comprises the following steps: obtaining a yaw angle signal of the front oncoming flow; obtaining a deflection angle of the deformable spoiler mechanism under the current working condition and calculating a corresponding voltage based on the yaw angle signal, and sending a control signal based on the voltage; and controlling the deformation of the deformable spoiler mechanism based on the control signal.

[0014] Compared with the prior art, the present invention has the following beneficial effects:

[0015] 1. This invention incorporates a deformable spoiler mechanism at the vehicle's trailing edge. Working in conjunction with a control module and drive mechanism, the spoiler's deformation, namely its deflection and torsion angles, can be adjusted in real time based on incoming airflow conditions (such as the presence of a yaw angle and vehicle speed). This allows for timely restoration of rearward negative pressure in real-world road conditions and under varying crosswind conditions, thereby reducing aerodynamic drag caused by the pressure differential between the front and rear of the vehicle, ultimately achieving aerodynamic drag reduction under complex operating conditions.

[0016] 2. The present invention can be provided with two sets of connecting assemblies, and corresponding drive mechanisms are provided. The drive mechanisms control the independent deflection of the two sides of the spoiler body through the second portion of the corresponding connecting assembly (wrapped inside the flexible surface of the spoiler body), thereby achieving independent control of the two sides of the spoiler body, and simultaneously achieving deflection and torsional deformation of the spoiler body, thereby achieving effective aerodynamic drag reduction for the entire vehicle in a wider crosswind range. Compared with the optimization of traditional spoiler mechanisms, the optimized spoiler mechanism can adapt to a wider crosswind range, and the corresponding yaw angle can reach about 15°.

[0017] 3. The spoiler body of the present invention adopts a flexible surface. The application of this flexible surface can reduce the additional drag loss that may be caused by the connection ends of traditional segmented rigid spoilers, further improving the aerodynamic drag reduction effect;

[0018] 4. The deformable spoiler mechanism of the present invention is installed at the upper and lower trailing edges of the vehicle, replacing the vehicle's original static rear wing and diffuser. It is easy to install and does not require significant adjustments to the vehicle's styling.

[0019] 5. The surface shape of the deformable spoiler mechanism of the present invention is adjusted by the movement of a micro servo motor, and the movement of the servo motor is controlled by a wireless signal, which makes it easier to install and apply. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 Schematic diagram of the overall architecture and communication of the control system in an embodiment of the present invention;

[0021] Figure 2 Schematic diagram of the isometric structure of the deformable spoiler mechanism in an embodiment of the present invention;

[0022] Figure 3 Schematic diagram of the internal side structure of the deformable spoiler mechanism in an embodiment of the present invention;

[0023] Figure 4 Schematic diagram of the internal top view of the deformable spoiler mechanism in an embodiment of the present invention;

[0024] Figure 5 Schematic diagram of a vehicle model with deformable spoiler mechanisms installed on the upper and lower trailing edges, as used in an embodiment of the present invention;

[0025] Figure 6 Schematic diagram of the pure deflection deformation state and the pure torsional deformation state of the spoiler body in an embodiment of the present invention;

[0026] Figure 7 Schematic diagram of the vehicle model state when there is a crosswind in an embodiment of the present invention;

[0027] Figure 8The aerodynamic drag changes with the yaw angle after the deformable spoiler is installed in the wind tunnel test of the embodiment of the present invention;

[0028] Figure 9 The optimal deformation of the deformable spoiler varies with the yaw angle in the wind tunnel test according to the embodiment of the present invention;

[0029] Among them: 11, servo motor; 21, signal receiving unit; 22, signal sending unit; 31, deformable spoiler mechanism; 311, connecting component; 312, supporting cavity; 313, spoiler body; 3111, first part; 3112, active rod; 3131, connecting rod; 3132, flexible surface. DETAILED DESCRIPTION

[0030] In the context of the present invention, the yaw angle refers to the angle between the vehicle's direction of travel and the oncoming airflow. In some embodiments, the yaw angle is also called the slip angle. The deflection angle refers to the deflection angle of the spoiler body on either side of the deformable spoiler mechanism. The positive or negative deflection angle can be determined based on a preset reference direction.

[0031] The present invention is described in detail below with reference to the accompanying drawings and specific embodiments. This embodiment is implemented based on the technical solution of the present invention, and provides a detailed implementation method and specific operation process, but the protection scope of the present invention is not limited to the following embodiments.

[0032] This embodiment provides a deformable spoiler mechanism, control system, and method for aerodynamic drag reduction on a vehicle. The control system includes a drive mechanism, a deformable spoiler mechanism, and a control module. The drive mechanism is in communication with the control module, and the deformable spoiler mechanism is attached to the vehicle's trailing edge and is in driving connection with the drive mechanism. The control module receives a yaw angle signal from the forward airflow, calculates the deflection angle of the deformable spoiler mechanism under the current operating conditions based on the yaw angle signal, calculates the corresponding voltage, and sends a control signal to the drive mechanism based on the voltage. The drive mechanism controls the deformation of the deformable spoiler mechanism based on the received control signal.

[0033] Figure 1 The figure shows one example of the overall structure and communication process of the aforementioned system. In this embodiment, the drive mechanism utilizes 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 transmit the calculated voltage to the signal receiving unit 21 via the signal sending unit 22, and the signal receiving unit 21 controls the movement of the servo motor 11 via wireless signals. Optionally, the control program is developed based on LabVIEW.

[0034] Figures 2 to 4The figure shows an isometric side view, an internal side view, and an internal top view of a deformable spoiler mechanism 31. The deformable spoiler mechanism 31 includes a connecting assembly 311, a supporting cavity 312, and a spoiler body 313, which are connected in sequence. The servo motor 11 is located within the supporting cavity 312, and the connecting assembly 311 includes a first portion 3111 and a second portion that are movably connected.

[0035] In this embodiment, the second part includes active rods 3112. There are two active rods 3112, which are located at the inner two side edges of the spoiler body 313 ( Figure 4 (left and right sides in the figure). Each active rod 3112 connects to a corresponding first portion 3111 and servo motor 11. The servo motor 11 is driven by a control signal from the signal receiving unit 21, thereby driving the corresponding first portion 3111 and active rod 3112 to achieve different deformations of the spoiler body 313. Two independent drive structures and connection arrangements ensure that the deflection angles of the left and right sides of the spoiler body 313 can be independently controlled, expanding the applicable crosswind range and thus addressing aerodynamic drag reduction in various crosswind conditions.

[0036] The first part 3111 is a plurality of connecting rods that are movably connected in sequence. For example, Figure 3 There are three 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 miniature servo motor 11 to realize the deformation drive of the spoiler body 313 by the servo motor 11. The first part 3111 is located in its entirety inside the support cavity 312. The spoiler body 313 is mounted on the support cavity 312, and its interior includes a series of supporting skeletons and two connecting rods 3131. The series of internal skeletons are connected in series through the two connecting rods 3131 (similar to a fishbone structure). The outer surface of the spoiler body 313 is wrapped by a layer of flexible surface 3132. The active rods 3112 are located on both sides of the interior of the spoiler body 313, so they are also wrapped by the flexible surface 3132. The flexible surface 3132 can ensure a smooth and flat transition of the surface when the spoiler body 313 is deformed. Optionally, the flexible surface 3132 is a flexible material made of a layer of silicone.

[0037] Figure 5A mounting structure for connecting a deformable spoiler mechanism 31 to the rear edge of a vehicle is shown. In the figure, a pair of deformable spoiler mechanisms 31 are installed on the rear edge of the vehicle, enabling both deflection and torsional deformation. One is fixedly connected to the upper rear edge of the vehicle, and the other is fixedly connected to the lower rear edge of the vehicle, thereby effectively controlling the vehicle's wake, restoring back negative pressure, and reducing aerodynamic drag. Accordingly, each deformable spoiler mechanism 31 is driven by a micro servo motor 11 on both sides, for a total of four servo motors. By way of example, the width of the deformable spoiler mechanism 31 is the same as the width of the vehicle body, and the length of the deformable spoiler mechanism 31 exceeds 20% of the vehicle body height. The deflection angle range of either side of the spoiler body 313 is -15° to +20°.

[0038] In summary, this embodiment provides a vehicle aerodynamic drag reduction system for use under real-world road conditions, particularly in the presence of crosswinds. The system includes a pair of deformable spoiler mechanisms 31 capable of both deflection and torsion deformation, a set of servo motors 11 that control the deformation of the spoiler bodies 313, and a control module comprising a signal receiving unit 21, a signal transmitting unit 22, and a preset control program. For example, the control system is developed using the LabVIEW platform.

[0039] The working principle of this control system is: through a given sensor to detect the front flow conditions (such as whether there is a yaw angle and the vehicle speed), determine whether there is a crosswind and the size of the yaw angle. The control module adjusts the shape of the rear spoiler body based on the current yaw angle, thereby achieving effective control of the vehicle's wake to restore the negative pressure on the back, thereby reducing the aerodynamic drag caused by the pressure difference between the front and rear of the vehicle body.

[0040] Specifically, the control module's program calculates the optimal shape of spoiler body 313 for the current operating conditions based on the yaw angle signal from the oncoming airflow. It then sends the corresponding voltage to signal receiving unit 21, which in turn generates a control signal to adjust the deflection angle of servo motor 11, thereby changing the shape of spoiler body 313 to reduce drag. In this embodiment, the optimal shape refers to the shape of spoiler body 313 that minimizes vehicle drag based on aerodynamics.

[0041] The process of calculating the optimal shape of the spoiler body 313 under the current operating conditions is also the process of calculating the optimal deflection angles on both sides of the spoiler body 313. For example, a relationship function between the yaw angle and the deflection angle is predefined in a preset control program. Based on this relationship function, when the yaw angle is known, the control module directly calculates the optimal deflection angle. Optionally, the relationship function between the yaw angle and the deflection angle, that is, the function of how the optimal spoiler shape changes with the yaw angle, can be obtained through prior testing. Specifically, before actual application, optimization testing is performed on the spoiler body deformation at a certain yaw angle, and a proxy model (i.e., the function of how the optimal spoiler shape changes with the yaw angle) is established based on the principle of minimum resistance. Then, under actual road conditions, the deflection angles corresponding to the optimal spoiler shape can be directly derived based on the monitored yaw angle, that is, the optimal deflection angles on both sides of the spoiler body. Similarly, the process of calculating the corresponding voltage required by the servo motor 11 can also be implemented by predefining a related function in the control program.

[0042] Furthermore, this embodiment also provides a method for controlling a deformable spoiler suitable for reducing aerodynamic drag on a vehicle. The method is implemented based on the aforementioned control system and includes the following steps:

[0043] Step S1: Acquire a yaw angle signal of the incoming flow. Exemplarily, a preset sensor is used to collect signals, and the control system receives the yaw angle signal from the sensor.

[0044] Step S2: Based on the yaw angle signal, the deflection angle of the deformable spoiler mechanism 31 under the current operating condition is obtained and the corresponding voltage is calculated. The signal sending unit 22 then transmits the voltage to the signal receiving unit 21. For example, the control program receives the yaw angle and calculates the deflection angles of the left and right sides of the upper and lower spoiler bodies 313 based on a preset relationship function between the yaw angle and the deflection angle, for a total of four angle variables. The process of calculating the corresponding voltage is also implemented by the preset control program.

[0045] Step S3 controls the deformation of the deformable spoiler mechanism 31 based on the received control signal. Specifically, the signal receiving unit 21 generates and transmits a corresponding control signal based on the received voltage. This signal then wirelessly controls the movement of the servo motor 11. The servo motor 11 responds to the control signal, deflecting to a corresponding angle and driving the four active rods 3112 to deflect, controlling the deformation of both sides of the deformable spoiler mechanism 31, thereby reducing the vehicle's aerodynamic drag under the corresponding crosswind conditions.

[0046] In order to verify the effectiveness of the above control method and system, this embodiment uses a wind tunnel test for verification. Figure 5As shown in the figure, the vehicle model used in the wind tunnel experiment is a 1 / 2 scale car Ahmed square back model. The model is placed on a rotating turntable to control the yaw angle of the model. A step is reserved on 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 side to control the deflection angle on 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 unequal, the spoiler body adds torsional deformation on top of the deflection deformation. In order to quantify the degree of deformation of the upper and lower spoiler bodies, the following variables are defined:

[0047]

[0048]

[0049] Where, and deflection deformation and torsional deformation of the deformable spoiler mechanism on the upper trailing edge, and Respectively represent the deflection angles on both sides of the deformable spoiler mechanism on the upper trailing edge, and 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 6 Part (a) shows the spoiler body pure deflection deformation ( , and ), Figure 6 Part (b) shows the pure torsional deformation of the spoiler body ( , and ) status.

[0050] Figure 7 The vehicle model state in the presence of crosswind is shown. Figure 1 and Figure 7 The working process of the vehicle aerodynamic drag reduction control system provided in this embodiment for use under real road conditions and in the presence of crosswinds is as follows:

[0051] When the front flow of the wind tunnel is aligned with the model, the yaw angle Compared with a straight spoiler (i.e., the spoiler has no deflection or torsional deformation), a certain degree of pure deflection deformation will reduce aerodynamic drag. This is the static optimal spoiler design obtained under traditional automobile aerodynamic optimization, hereinafter referred to as the traditional spoiler. Figure 8 and Figure 9As shown, when the yaw angle is zero, the deformation spoiler of the present application is optimized, and a pure deflection deformation similar to the traditional spoiler can be obtained, that is, the upper trailing edge spoiler is purely deflected downward. (Right now ), the lower trailing edge spoiler is purely deflected upwards , achieving about 6% drag reduction. Figure 8 and Figure 9 As shown, when the upper spoiler deflects inward , the lower spoiler deflects inward , which can achieve about 6% drag reduction. Figure 8 middle, C x Indicates the aerodynamic drag coefficient of the car.

[0052] When the model attitude is adjusted so that there is a certain angle between the wind tunnel front flow and the model, that is, the yaw angle When the yaw angle is Conventional spoilers also increase drag (see Figure 8 ). After the deformable spoiler of this embodiment is installed, when the yaw angle is not zero, the control program starts to work and adjusts the angles of the left and right spoilers to increase the torsional deformation while maintaining a certain yaw deformation, thereby optimizing the wake structure, restoring the back negative pressure, and reducing aerodynamic drag. The degree of deformation is adjusted accordingly for different yaw angles, thus achieving the optimal aerodynamic design at any yaw angle. Figure 5 and Figure 6 As shown, the deformable spoiler mechanism in this embodiment can add different degrees of torsional deformation on the basis of deflection deformation. , , achieving drag reduction at any yaw angle, with a drag reduction of about 5%~6%.

[0053] Based on the above wind tunnel test examples, it can be demonstrated that the control system and method based on the deformable spoiler mechanism provided by the present invention are effective in reducing aerodynamic drag under crosswind conditions. In particular, compared with traditional static optimized spoilers, they can significantly improve vehicle aerodynamic performance. Therefore, when facing complex road conditions (especially in the presence of crosswind conditions), the shape of the spoiler body can be timely adjusted to achieve a reduction in vehicle aerodynamic drag, thereby improving the fuel economy of gasoline vehicles or increasing the cruising range of electric vehicles.

[0054] The above describes in detail the preferred embodiments of the present invention. It should be understood that those skilled in the art can make numerous modifications and variations based on the concepts of the present invention without inventive effort. Therefore, any technical solutions that can be derived by those skilled in the art through logical analysis, reasoning, or limited experimentation based on the concepts of the present invention and the prior art should be within the scope of protection defined 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 drivably connected to the driving mechanism, and the deformable spoiler mechanism includes 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 includes 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 includes a flexible surface, and the second part is wrapped by the flexible surface. The driving mechanism is provided corresponding to the connecting assembly, the connecting assembly comprises at least two groups, and the second parts of the at least two groups of connecting assemblies comprise active rods respectively located on both sides of the spoiler body; The interior of the spoiler body includes a series of supporting skeletons and two connecting rods, and the series of skeletons are connected in series through the two connecting rods to form a fishbone structure; The driving mechanism comprises two independent groups, which respectively drive the corresponding first part and the active rod to move, thereby realizing the deflection and torsional deformation of the spoiler body.

2. The deformable spoiler mechanism suitable for vehicle aerodynamic drag reduction 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 vehicle aerodynamic drag reduction 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 vehicle aerodynamic drag reduction 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: comprising a drive mechanism, the deformable spoiler mechanism according to claim 1 and a control module, wherein the drive mechanism is in communication 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 airflow, obtain a deflection angle of the deformable spoiler mechanism under the current working condition according to the yaw angle signal, 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 wireless signals.

8. A method for controlling a deformable spoiler suitable for reducing aerodynamic drag on 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, obtaining the deflection angle of the deformable spoiler mechanism under the current working condition and calculating the corresponding voltage, and sending a control signal according to the voltage; The deformable spoiler mechanism is controlled to deform according to the control signal.

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