Wing assembly comprising a main wing and a front wing attached thereto in front of the main wing against a direction of flow

Description

[0001] The present invention relates to a wing arrangement comprising a main wing and a leading edge slat attached to it in front of the main wing, opposed to the flow direction. A gap with a flow inlet and a defined flow outlet is formed between the leading edge slat and the main wing.

[0002] Such wing configurations are known, for example, in the form of aircraft wings from the prior art. An example of such an aircraft with a fixed leading-edge slat is the Fieseler Fi 156 Storch from Gerhard Fieseler Werke, Kassel. Wings with a fixed leading-edge slat achieve higher acceleration of the airflow flowing in the direction of the airflow on the upper surface of the main wing, thus generating greater lift at low aircraft speeds and ultimately enabling takeoff and landing at lower speeds. Aircraft with a fixed leading-edge slat have a gap between the slat and the main wing with consistently identical dimensions for the airflow inlet and outlet. The problem is that the fixed leading-edge slat creates relatively high drag, limiting the aircraft's cruising speed.

[0003] Furthermore, aircraft with movable leading-edge slats are known from the prior art. An example of such an aircraft is the Airbus A300. In this design, a leading edge of the main wing, formed in the direction of airflow, is moved forward and / or downward against the airflow, creating a gap of variable dimensions between the leading edge and the main wing. Another example is the Boeing 747, which features so-called Krueger flaps. Here, a lower section of the main wing is moved downward and forward against the airflow, thus extending the surface of the main wing forward. In these cases, a section of the main wing acts as a movable leading-edge slat. The movable section is typically extended during takeoff or landing of the aircraft, usually in conjunction with other aerodynamic lift-enhancing devices, such as flaps, etc.- to achieve increased lift of the aircraft at lower speeds. US 2006 / 169 847 A1 and DE 694 916 B disclose a movable leading-edge slat which, in cruise flight, lies flush against the leading edge of the main wing, so that no gap is formed between the slat and the main wing through which an airflow could flow to increase lift. WO 2005 / 023 645 A1 discloses a wing arrangement with a fixed main wing and a retractable nose, wherein a fan is arranged in a gap between the nose and the main wing on an upper surface of the wing arrangement. US 2009 / 108 142 A1 discloses a wing arrangement with a fixed main wing and a retractable nose, wherein a gap is formed between the fixed main wing and the retracted nose. The size of the airflow inlet and outlet of the gap depends on the position of the nose.US Patent 2018 / 0363624 A1 discloses a vertical-axis wind turbine comprising a base, a central shaft, and a rotor engaged with the central shaft. The rotor is rotatable relative to the central shaft and arranged coaxially with it around the vertical axis. The rotor includes multiple pairs of blades, each pair consisting of a larger outer blade and a smaller inner blade. The outer and inner blades define at least one diversion and distribution channel for a laminar flow effect induced by the inner blade against the outer blade.

[0004] Based on the described prior art, the present invention aims to provide a simple and cost-effective way to accelerate an airflow flowing in the direction of flow on the upper surface of the main wing, without excessively increasing air resistance.

[0005] To solve this problem, a wing arrangement with the features of claim 1 is proposed. In particular, starting from the wing arrangement of the type mentioned at the outset, it is proposed that, viewed in a vertical cross-section along the flow direction, the length of a section of the leading edge slat extending forward against the flow direction beyond a length of the main wing is at least 20% of the total length of the wing arrangement in the flow direction, and that a leading edge of the main wing formed against the flow direction on a forward section of the main wing is movable with respect to a fixed rear section of the main wing arranged behind it in the flow direction in order to vary the size of the flow inlet, wherein the size of the flow outlet remains unchanged during the movement of the leading edge of the main wing.

[0006] This can be achieved by ensuring that the leading edge slat has a relatively long extent in the direction of the airflow. In particular, the leading edge slat extends beyond a forward section of the main wing to such an extent that the length (D) of the section of the leading edge slat extending forward beyond the length (A) of the main wing, contrary to the direction of the airflow, is at least 20% of the total length (C) of the wing assembly, comprising the main wing and the leading edge slat, in the direction of the airflow.

[0007] A vertical cross-section within the meaning of the present invention refers to a profile section through the wing assembly that runs perpendicular to a longitudinal extent of the wing assembly. The term "wing assembly" merely clarifies that it consists of a main wing and a leading edge slat. This term does not refer to the orientation of the wing surfaces relative to the fuselage.

[0008] The inventive design of the wing arrangement leads to a particularly strong acceleration of the airflow on the upper surface of the main wing. This allows the main wing to be made thinner in a vertical cross-section along the flow direction, which in turn leads to lower drag. The profile of the main wing can be narrower in the vertical cross-section. The camber of the main wing can be less pronounced than in conventional wing arrangements with a main wing and an attached leading edge slat.

[0009] Due to the relatively large dimensions of the leading edge slat and the relatively small dimensions of the main wing, compared to wing arrangements known from the prior art, a relatively high cruising speed can be achieved when the wing arrangement is used as an airfoil for an aircraft.

[0010] Nevertheless, the wing configuration allows for relatively high lift at low speeds when used as an aircraft wing, which is particularly advantageous during takeoff and landing. This is especially true at high angles of attack during slow flight.

[0011] The leading-edge slat extends over the entire length or only a portion of the main wing. For aircraft intended for short takeoff and landing distances, the leading-edge slat preferably extends over the entire length of the main wing. For aircraft intended for higher cruising speeds, the leading-edge slat may extend over only a portion of the main wing's length, preferably only on the outer edges, i.e., at the wingtips. Positioning the leading-edge slats on the outer edges has the advantage of improving the aircraft's controllability at low speeds due to the longer lever arm.

[0012] In a vertical cross-section viewed along the flow direction, the leading edge flap preferably extends relatively far beyond the main wing. Unlike in the prior art, where known leading edge flaps are arranged only in front of a leading section of the main wing, in the invention, although also arranged in front of the leading section of the main wing, its trailing edge flap extends with its trailing section beyond a leading section of the main wing. In particular, the flow outlet is formed between an upper surface of the main wing and an underside of the leading edge flap. In this sense, it is proposed that, in a vertical cross-section viewed along the flow direction, the sum of the length (B) of the leading edge flap in the flow direction and the length (A) of the main wing is greater than the total length (C) of the wing assembly in the flow direction.The overall length is shorter than the sum of the lengths of the main and leading-edge slats, because the leading-edge slat is at least partially positioned above or overlaps the main slat.

[0013] According to the present invention, it is proposed that a nose of the main wing formed against the flow direction on a front section of the main wing is movable with respect to a fixed rear section of the main wing arranged behind it in the flow direction in order to vary the size of the flow inlet.

[0014] The movable leading edge of the main wing, for example when using the wing assembly as the airfoil of an aircraft, has the advantage that—even with a fixed leading edge slat attached to a stationary section of the main wing (i.e., a fixed and non-adjustable leading edge slat)—it is possible to switch the aircraft's operating mode between takeoff or landing and cruise. When the leading edge is moved away from the slat (i.e., lowered), the airflow inlet of the gap between the slat and the main wing is increased. This amplifies the Bernoulli effect caused by the airflow through the gap. The aircraft can be flown at a higher angle of attack during landing, allowing for a steeper descent. By lowering the leading edge of the main wing, the aircraft's rate of descent can be adjusted.Additionally, the wing arrangement can also incorporate conventional landing flaps known from the prior art, particularly on a trailing section of the main wing. Lowering the nose thus allows for lower aircraft speeds during takeoff and landing. During flight operations, the nose is preferably fully retracted, i.e., moved in the direction of the leading edge slat.

[0015] According to the invention, it is further proposed that the size of the flow outlet remains unchanged during movement of the leading edge of the main wing. The size of the flow outlet is defined in particular as the distance between an underside of the leading edge slat and an upper surface of the main wing at a section of the leading edge slat located aft in the direction of airflow. This distance is preferably measured in a vertical cross-section through the wing assembly, which runs parallel to the direction of airflow through the air gap. In other words, the gap remains constant regardless of the movement of the leading edge of the main wing.

[0016] According to an advantageous embodiment of the invention, it is proposed that, in a vertical cross-section viewed along the flow direction, the length (B) of the leading edge flap in the flow direction is at least 50% of the length (A) of the main flap in the flow direction. Preferably, the length (B) of the leading edge flap is between 50% and 80% of the length (A) of the main flap.

[0017] According to a preferred embodiment of the invention, it is proposed that during movement of the leading edge, the upper surface of the main wing, viewed in a vertical cross-section along the flow direction, always exhibits a continuous profile. Unlike the prior art, where a forward movable section of a main wing is moved forward and / or downward away from a stationary section of the main wing, resulting in discontinuities in the upper surface of the main wing or the formation of a separation edge between the movable and stationary sections of the main wing and air turbulence, the upper surface of the main wing remains continuous in the invention regardless of any movement of the leading edge. Moving the leading edge merely varies the Bernoulli effect in the gap between the leading edge slat and the main wing, i.e., it is increased when the leading edge is lowered and decreased when the leading edge is retracted.

[0018] It is proposed that a trailing section of the leading edge flap, in the direction of flow, be arranged above a fixed section of the main wing.

[0019] Preferably, the trailing edge of the leading edge slat, in the direction of airflow, projects beyond the upper surface of a fixed section of the main wing. If the main wing has a movable leading edge, this is located below the leading edge slat.

[0020] In this sense, it is proposed that a length (B) of the leading edge less a length (D) of a section of the leading edge extending forward against the direction of flow beyond the length (A) of the main wing shall be at least 5%, preferably at least 10%, particularly preferably at least 15% of a length (C) of the entire wing assembly.

[0021] According to a preferred embodiment of the invention, it is proposed that the leading edge slat is fixedly attached to a fixed section of the main wing. The dimensions of the air gap between the leading edge slat and the main wing thus remain constant, preferably even if the main wing has a movable leading edge.

[0022] Alternatively, it would also be conceivable for the leading edge slat to be movably attached to the fixed section of the main wing about an axis running essentially perpendicular to the direction of airflow (or parallel to a longitudinal extension of the wing assembly). However, the movement of the leading edge slat relative to the fixed section of the main wing is not intended to vary the dimensions of the air gap between the leading edge slat and the main wing, but solely to decelerate the aircraft after it has touched down by raising the leading edge slat (post-landing aerodynamic braking). The flight characteristics of an aircraft during takeoff or landing must not be affected by moving the leading edge slat.

[0023] According to a preferred embodiment of the invention, it is proposed that a fan, in particular a radial fan, be associated with the gap, configured to amplify an airflow flowing through the gap in the direction of flow. An axis of rotation of the fan preferably runs approximately parallel to a longitudinal extension of the wing assembly. The fan is preferably switched on during slow flight, i.e., during takeoff and / or landing of an aircraft. In this way, the required speed of an aircraft during takeoff and landing, and thus the required length of a runway, can be further reduced. For gliders, the fan can also be used as a so-called range extender, for example, when thermals weaken or cease altogether. Preferably, the fan is arranged on the underside of the leading edge slat.

[0024] It is further proposed that the fan be driven by an electric motor that draws energy from an electrical energy storage device, in particular a rechargeable battery or a capacitor. The energy storage device can be installed on board an aircraft. It is conceivable that the energy storage device could be charged by means of solar cells. The solar cells can be arranged on the surfaces of the wing assembly and / or the fuselage or other control surfaces of the aircraft. In this way, the fan can be operated autonomously (without the need for an additional energy supply from outside the aircraft).

[0025] The wing arrangement according to the invention can be used for a variety of applications. In particular, it is proposed that the wing arrangement be configured as an aircraft wing, as a rotor blade of a main and / or auxiliary rotor of a helicopter, or as a rotor blade of a wind turbine rotor. In these applications, the special features and advantages of the wing arrangement according to the invention are particularly evident. This also applies in a rigid configuration (without a movable leading edge; fixed relationship between the leading edge slat and the main wing) as a propeller for piston-engine or turboprop aircraft.

[0026] In this sense, the present invention also relates to an aircraft with wings, wherein the wings of the aircraft are designed as a wing arrangement according to the invention, wherein the wings of the aircraft are designed as a wing arrangement according to the invention of the type described above.

[0027] Further features and advantages of the present invention are explained in more detail below with reference to the figures. Each of the features shown in the figures can be essential to the invention on its own, even if this is not shown in the figures and not expressly mentioned in the description. Likewise, it is conceivable that several of the features shown in the figures can be combined with one another in any way, even if such a combination is not shown in the figures and not expressly mentioned in the description. The figures show: Figure 1 shows a wing arrangement according to the invention in a first preferred embodiment; Figure 2 shows a wing arrangement according to a further preferred embodiment in a first position; Figure 3 shows the wing arrangement according to the invention made of Fig. 2 in a second position; Figure 4 the wing arrangement according to the invention made of Fig. 2 in a third position; and Figure 5 shows a wing arrangement according to the invention in a further preferred embodiment.

[0028] Fig. 1 Figure 1 shows a schematic view in a vertical cross-section of a wing arrangement 10 according to the invention in a first preferred embodiment. The wing arrangement 10 comprises a main wing 12 and a leading edge wing 14 attached to it in front of the main wing 12, opposite to a flow direction 22. A gap 16 with a flow inlet 18 and a flow outlet 20 is formed between the leading edge wing 14 and the main wing 12. The vertical cross-section runs essentially perpendicular to a longitudinal extent of the wing arrangement 10 and along the flow direction 22 of an airflow 24 flowing through the gap 16 during operation of the wing arrangement 10.

[0029] In order to provide a simple and cost-effective way to accelerate an airflow 24 flowing in the direction of flow 22 on a top surface 26 of the main wing 12 without excessively increasing the drag of the wing assembly 10, it is proposed that, viewed in the vertical cross-section along the direction of flow 22, a length D of a section 32 of the leading edge slat 14 extending forward against the direction of flow 22 beyond a length A of the main wing 12 shall be at least 20% of a total length C of the wing assembly 10 in the direction of flow 22.

[0030] Thus, the following relationship applies to the wing arrangement 10 according to the invention: D ≥ 0 , 2 × C

[0031] This can be achieved by giving the leading edge flap 14 a relatively long extent B in the flow direction 22 compared to known wing arrangements. In particular, the leading edge flap 14 extends beyond a forward section 35 of the main wing 12 against the flow direction 22 to such an extent that the length D of the section of the leading edge flap 14 extending forward beyond the length A of the main wing 12 against the flow direction 22 is at least 20% of the total length C of the wing arrangement 10, comprising the main wing 12 and the leading edge flap 14, in the flow direction 22.

[0032] The inventive design of the wing arrangement 10 leads to a particularly strong acceleration of the airflow 24 on the upper surface 26 of the main wing 12. This allows the main wing 12 to be made thinner in the vertical cross-section along the flow direction 22, which in turn leads to lower drag. The profile of the main wing 12 can be narrower in the vertical cross-section. Furthermore, the camber of the main wing 12 can be less pronounced than in conventional wing arrangements with a main wing and an attached leading edge slat.

[0033] Due to the relatively large dimension B of the leading edge slat 14 and the relatively small dimension A of the main wing 12, compared to wing arrangements known from the prior art, a low resistance of the wing arrangement 10 can be achieved and, when the wing arrangement 10 is used as an airfoil for an aircraft, a relatively high cruising speed can be achieved.

[0034] Nevertheless, the wing configuration 10, when used as an aircraft wing, allows for relatively high lift at low speeds, particularly through a correspondingly high angle of attack, which is especially advantageous during takeoff and landing. Furthermore, there is a significant safety aspect: a stall is considerably delayed until the aircraft reaches lower speeds, meaning the stall becomes gentler, if not impossible, as the aircraft can only enter a stall – while maintaining elevator and rudder control.

[0035] Viewed in the vertical cross-section along the flow direction 22, the leading edge flap 14 preferably extends relatively far over the main wing 12. In the example shown, a rear section 30 of the leading edge flap 14, which extends over the main wing 12, results from the difference between the length B of the leading edge flap in the flow direction 22 and the length D of the front section 32 of the leading edge flap 14, which projects forward over the main wing 12 against the flow direction 22.

[0036] Unlike in the prior art, where the known leading-edge slats are arranged only in front of a leading-edge section of the main wing, in the invention the leading-edge slat 14 is also arranged in front of (against the flow direction 22) the leading-edge section 35 of the main wing 12, but its trailing-edge section 30 extends beyond the leading-edge section 35 of the main wing 12. In particular, the flow outlet 20 is formed between the upper surface 26 of the main wing 12 and an underside 34 of the leading-edge slat 14. In this sense, it is proposed that, viewed in the vertical cross-section along the flow direction 22, the sum of the length B of the leading-edge slat 14 in the flow direction 22 and the length A of the main wing 12 is greater than the total length C of the wing assembly 10 in the flow direction 22.The total length C is shorter than the sum A+B of the lengths of the main and leading edge slats 12, 14, because the leading edge slat 14 is at least partially arranged above or overlaps the main slat 12.

[0037] Therefore, the following relationship preferably also applies to the wing arrangement 10 according to the invention: C < A + B

[0038] Furthermore, it is proposed that, in the vertical cross-section viewed along the flow direction 22, the length B of the leading edge flap 14 in the flow direction 22 is at least 50% of the length A of the main flap 12 in the flow direction 22. Preferably, viewed in the flow direction 22, the length B of the leading edge flap 14 is between 50% and 80% of the length A of the main flap 12.

[0039] Therefore, the following relationship preferably also applies to the wing arrangement 10 according to the invention: B ≥ 0 , 5 × A , bzw . 0 , 5 × A ≤ B ≤ 0,8 × A

[0040] Furthermore, it is proposed that the length B of the leading edge slat 14, less the length D of a section 32 of the leading edge slat 14 extending forward beyond the length A of the main wing 12 in the opposite direction of the flow 22, shall be at least 5%, preferably at least 10%, and particularly preferably at least 15% of the total length C of the entire wing assembly 10. The following relationship therefore applies: B − D ≥ 0 , 05 × C .

[0041] In the example of the Fig. 1 is a nose 28 of the main wing 12 formed against the direction of flow 22 on the front section 35 of the main wing 12 and movable with respect to a fixed rear section 36 of the main wing 12 arranged behind it in the direction of flow 22.

[0042] The nose 28 is preferably rotatable about an axis 52 that runs approximately parallel to the longitudinal extent of the wing assembly 10. The axis of rotation 52 can also be located at any position other than that shown in the figures. Moving the nose 28 causes the nose 28 to be lowered or raised, or the airflow inlet 18 to be enlarged or reduced. The possibility of moving the nose 28 of the main wing 12 is shown in Fig. 1 indicated by a double arrow 38. The movement of the nose 28 of the main wing 12 is described below with reference to the Fign. 2-4 explained in more detail.

[0043] The wing arrangement 10 is designed such that, in the vertical cross-section viewed along the flow direction 22, the length D of the section 32 of the leading edge 14 extending forward beyond the length A of the main wing 12 in the opposite direction of the flow direction 22 is at least 20% of the total length C of the wing arrangement 10 in the flow direction 22.

[0044] According to the invention, the size of the flow outlet 20 remains unchanged during the movement of the nose 28 of the main wing 12. The size of the flow outlet 20 is specifically defined as the distance between the underside 34 of the leading edge slat 14 and the upper surface 26 of the main wing 12 at the rear section 30 of the leading edge slat 14 in the direction of flow 22. This distance is preferably measured in the vertical cross-section through the wing assembly 10, as shown in Fig. 1 as shown. In other words: the gap 16 remains constant regardless of the movement of the nose 28 of the main wing 12.

[0045] The Fign. 2-4 show different positions of the movable nose 28 of the main wing 12. In Fig. 2 The nose 28 is shown at an angle of 0° (i.e., fully raised). In Fig. 3 The nose (28) is shown lowered by an angle of 15°. Fig. 4 The nose 28 is shown lowered by an angle of 25°. The in Fig. 4 The position shown could correspond to a fully lowered nose 28. However, it would also be conceivable that the nose 28 could be lowered further beyond 25°.

[0046] To move the nose 28, an adjustment mechanism 40 can be provided in the main wing 12, comprising a preferably electric or electromagnetic actuator (not shown), a spring element 42, and an adjustment linkage 44. The spring element 42 ensures that the nose 28 returns to its fully raised position after the actuator is switched off or malfunctions. Fig. 2 reached.

[0047] How to use the Fign. 2-4 As can be clearly seen, the upper surface 26 of the main wing 12, viewed in the vertical cross-section along the flow direction 22, always exhibits a continuous profile, regardless of the position of the leading edge 28. Moving the leading edge 28 only varies the Bernoulli effect in the gap 16 between the leading edge slat 14 and the main wing 12, i.e., when the leading edge 28 is lowered (cf. Fig. 4 ) reinforced and with nose retracted 28 (cf. Fig. 2 ) reduced.

[0048] Furthermore, it is proposed that in the wing arrangement 10, the aft section 30 of the leading edge slat 14, in the direction of flow 22, is arranged above the fixed section 36 of the main wing 12. If the main wing 12 has a movable leading edge 28, the fixed section is the aft section 36 of the main wing 12. If the main wing 12 does not have a movable leading edge 28, the fixed section is formed by the entire main wing 12, e.g., in rotor or propeller applications. This does not apply to wind turbine rotors, as these are passively driven. Likewise, it does not apply to aircraft wings.

[0049] In the wing arrangement 10, in which the rear section 30 of the leading edge slat 14 is arranged above the fixed section 36 of the main wing 12, the wing arrangement 10 can also be configured such that, viewed in the vertical cross-section along the flow direction 22, the length D of the section 32 of the leading edge slat 14 extending forward beyond the length A of the main wing 12 in the opposite direction of the flow 22 is at least 20% of the total length C of the wing arrangement 10 in the flow direction 22. Furthermore, this wing arrangement 10 can also be configured such that the leading edge 28 of the main wing 12, formed on the forward section 35 of the main wing 12 in the flow direction 22, is movable relative to the fixed rear section 36 of the main wing 12 arranged behind it in the flow direction 22, in order to vary the size of the flow inlet 18.

[0050] This wing arrangement 10, in which the rear section 30 of the leading edge slat 14 is arranged above the fixed section 36 of the main wing 12, also has the stated advantages if, viewed in the vertical cross-section along the flow direction 22, the length D of the section 32 of the leading edge slat 14 extending forward against the flow direction 22 beyond the length A of the main wing 12 is not at least 20% of the total length C of the wing arrangement 10, but less, or if the nose 28 of the main wing 12 formed on the front section 35 of the main wing 12 in the flow direction 22 is not movable with respect to the fixed rear section 36 of the main wing 12 arranged behind it in the flow direction 22, but is fixed.

[0051] Particularly preferably, the rear section 30 of the leading edge slat 14 in the flow direction 22 projects beyond the upper surface 26 of the fixed section 36 of the main wing 14 in the flow direction 22. If the main wing 12 has a movable leading edge 28, this is arranged below the leading edge slat 14, so that the flow inlet 18 of the gap 16 is formed between them.

[0052] Preferably, the leading edge slat 14 is fixedly attached to the fixed section 36 of the main wing 12. The dimensions of the air gap 16 or the flow outlet 20 between the leading edge slat 14 and the main wing 12 therefore always remain constant, preferably even if the main wing 12 has a movable leading edge 28.

[0053] Alternatively, it would also be conceivable that the leading edge slat 14 is movably attached to the fixed section 36 of the main wing 12 about an axis 54 extending substantially transversely to the flow direction 22 (or parallel to the longitudinal extent of the wing assembly 10). The axis 54 can also be located at any position other than that shown in the figures. In particular, the axis 54 can also extend outside the leading edge slat cross-section. Preferably, movement of the leading edge slat 14 relative to the main wing 12 is not intended to vary the dimensions of the air gap 16 or the flow outlet 20 between the leading edge slat 14 and the main wing 12, but solely to further decelerate the aircraft after it has touched down by raising the leading edge slat 14. The flight characteristics of the aircraft during takeoff or landing are preferably not affected by moving the leading edge slat 14.The leading edge slat 14 is only moved after landing, when the aircraft has already touched down on the ground.

[0054] In the exemplary embodiment of the Fig. 5 As shown, a blower 46, in particular a radial blower, can be associated with the gap 16 or the flow inlet 18, which is designed to amplify the airflow 24 flowing through the gap 16 in the flow direction 22. A rotation axis 48 of the blower 46 preferably runs approximately parallel to the longitudinal extent of the vane arrangement 10. In the example of the Fig. 5 The radial fan 46 is arranged in a longitudinal recess 50 on the underside 34 of the leading edge flap 14. Of course, any other type of fan 46 can also be used to accelerate the airflow 24 in the gap 16 if required or desired.

[0055] The blower 46 is preferably switched on during slow flight, i.e., during takeoff and / or landing. This further reduces the aircraft's required speed for takeoff and landing, and thus the required runway length. For gliders, the blower 46 can also be used as a range extender, for example, when thermals weaken or cease altogether, to increase lift and extend the flight range.

[0056] The fan 46 can be driven by an electric motor (not shown) which draws energy from an electrical energy storage device (not shown), in particular a rechargeable battery or a capacitor. The energy storage device can be installed on board the aircraft. It is conceivable that the energy storage device is charged by means of solar cells. The solar cells can be arranged on the surfaces of the wing assembly 10, preferably the upper surface of the leading edge slat 14 and / or the upper surface 26 of the main wing 12, and / or on the fuselage or another empennage of the aircraft. In this way, the fan 46 can be operated autonomously (without a supply of additional energy from outside the aircraft).

[0057] The wing arrangement 10 according to the invention can be used for a variety of applications. In particular, it is proposed that the wing arrangement 10 be configured as a wing of an aircraft, as a rotor blade of a main and / or auxiliary rotor of a helicopter, or as a rotor blade of a wind turbine rotor. It would also be conceivable to use the invention in a main rotor and in a rigid configuration in a propeller of a gyroplane. Likewise, it could be used as a propeller for motor- and turbine-powered fixed-wing aircraft, here with a fixed gap arrangement, i.e., without a movable nose. In all these applications, the special features and advantages of the wing arrangement according to the invention are particularly evident.

Claims

1. Wing arrangement (10) comprising a main wing (12) and a slat (14) attached thereto in front of the main wing (12) opposite a flow direction (22), wherein a gap (16) with a flow inlet (18) and a defined flow outlet (20) is formed between the slat (14) and the main wing (12), characterized in that viewed in a vertical cross-section along the flow direction (22), a length (D) of a section (32) of the slat (14) extending forward beyond a length (A) of the main wing (12) opposite the flow direction (22) is at least 20% of a total length (C) of the wing arrangement (10) in the flow direction (22), and a nose (28) of the main wing (12) formed on a front section (35) of the main wing (12) opposite the flow direction (22) is designed to be movable with respect to a fixed rear section (36) of the main wing (12) arranged behind the nose (28) in the flow direction (22) in order to vary the size of the flow inlet (18), wherein the size of the defined flow outlet (20) remains unchanged during movement of the nose (28) of the main wing (12).

2. Wing arrangement (10) according to claim 1, wherein, viewed in the vertical cross-section along the flow direction (22), the sum of a length (B) of the slat (14) in the flow direction (22) and the length (A) of the main wing (12) is greater than a total length (C) of the wing arrangement (10) in the flow direction (22).

3. Wing arrangement (10) according to claim 1 or 2, wherein, viewed in the vertical cross-section along the flow direction (22), a length (B) of the slat (14) in the flow direction (22) is at least 50% of the length (A) of the main wing (12) in the flow direction (22).

4. Wing arrangement (10) according to one of the preceding claims, wherein during movement of the nose (28), an upper side (26) of the main wing (12) always has a continuous course when viewed in a vertical cross-section along the flow direction (22).

5. Wing arrangement (10) according to one of the preceding claims, wherein a rear section (30) of the slat (14) in the flow direction (22) is arranged above a fixed section (36) of the main wing (12).

6. Wing arrangement (10) according to one of the preceding claims, wherein a rear section (30) of the slat (14) in the flow direction (22) overlaps a fixed section (36) of the main wing (12).

7. Wing arrangement (10) according to claim 5 or 6, wherein a length (B) of the slat (14) minus the length (D) of the section (32) of the slat (14) extending forward opposite the flow direction (22) beyond the length (A) of the main wing (12) is at least 5%, preferably at least 10%, and particularly preferably at least 15% of the total length (C) of the wing arrangement (10).

8. Wing arrangement (10) according to one of the preceding claims, wherein the slat (14) is fixedly attached to the fixed portion (36) of the main wing (12).

9. Wing arrangement (10) according to one of claims 1 to 7, wherein the slat (14) is movably attached to the fixed section (36) of the main wing (12) about an axis (54) extending substantially transversely to the flow direction (22).

10. Wing arrangement (10) according to one of the preceding claims, wherein a fan (46), in particular a radial fan, is associated with the gap (16) and is designed to amplify an air flow (24) flowing through the gap (16) in the flow direction (22).

11. Wing arrangement (10) according to claim 10, wherein the fan (46) is arranged on the underside (34) of the slat (14).

12. Wing arrangement (10) according to claim 10 or 11, wherein the fan (46) is operable by an electric motor that draws energy from an electrical energy storage device, in particular a rechargeable battery or a capacitor.

13. Wing arrangement (10) according to one of the preceding claims, wherein the wing arrangement (10) is designed as a wing of an aircraft.

14. Aircraft with wings, wherein the wings of the aircraft are designed as a wing arrangement (10) according to one of the preceding claims.