System for moving a movable flap on the leading edge of an aircraft wing, comprising an aerodynamic fairing arranged around a rail of the system

Abstract

The invention relates to a system (40) for moving a movable flap (16) on the leading edge of an aircraft wing, wherein the system is configured to move the movable flap between an extended position and a retracted position relative to a fixed portion (8) of the wing, and wherein the movement system (40) comprises a movable rail (42) for guiding and / or driving the flap (16), wherein the movable rail, when the movable flap is in the extended position, has an extended portion that projects from the fixed portion (8) of the wing and extends to a connecting end (50). According to the invention, the system comprises an aerodynamic fairing (62) of the movable rail, wherein the system is configured such that, when the movable flap (16) is in the extended position, the fairing (62) extends around at least part of the extended portion (42a).

Description

[0001] System for moving a movable flap on the leading edge of an aircraft wing, comprising an aerodynamic fairing arranged around a rail of this system

[0002] DESCRIPTION

[0003] TECHNICAL FIELD

[0004] The present invention relates to the field of aircraft wings, of the type comprising a fixed part of the wing carrying one or more movable leading edge flaps, also called "Slats" in English.

[0005] The invention relates more particularly to systems for moving such movable flaps, configured to move these flaps between an extended position and a retracted position relative to the fixed part of the wing.

[0006] It is noted that the invention applies to all types of aircraft, such as a flying wing, a tail-engine aircraft, a supersonic aircraft, etc.

[0007] STATE OF PRIOR ART

[0008] On aircraft, each of the two wings of the wing structure is generally equipped with movable high-lift flaps, mounted on the leading edge and the trailing edge of the wing.

[0009] In a known manner, the flaps are deployed for the landing and takeoff phases in order to increase the lift at low or medium speed. Furthermore, in high-speed cruising flight, the movable flaps are retracted to limit the resistance to the aircraft's forward movement. Also in a manner known to those skilled in the art, the movement and guidance of each flap is carried out using a system housed in the fixed part of the wing, also called the fixed central wing body. This principle is for example described in document EP 0 818 387. The system makes it possible to move and guide each movable leading edge flap along a trajectory usually in an arc of a circle relative to the fixed part of the wing, between the retracted position in which the flap is close to the fixed part of the wing, and the extended position, or deployed position, in which this flap is moved forward and possibly downward.More specifically, to enable the rotational guidance of the movable flap, the movement system is generally equipped with several drive and / or guide rails, each in the shape of an arc of a circle corresponding to the trajectory of the moving flap, even if other non-circular kinematics remain possible. The rails which perform a flap drive function are sized and provided in a number capable of ensuring, in flight, the transfer of forces from the flap to the fixed part of the wing. They cooperate with rollers carried by this fixed part of the wing, and also with movement means, for example of the toothed wheel type.

[0010] In the extended position of each movable flap, each of its rails has an output portion projecting from the fixed part of the wing. This projecting portion extends to a connecting end of the rail on the movable flap.

[0011] This extension position of the movable flaps is adopted during different phases of the aircraft, such as the approach and landing phases. During these phases, the extension portions of the rails are directly exposed to the flow of outside air, which circulates between the deployed movable flap, and the fixed part of the wing. This causes disturbances on this flow of outside air, generating noise likely to cause noise pollution for populations located near airports.

[0012] Since limiting these noise nuisances remains a constant concern, there is therefore a need for continuous improvement in the design of aircraft wings.

[0013] STATEMENT OF THE INVENTION

[0014] To meet this need, the invention firstly relates to a system for moving a movable flap on the leading edge of an aircraft wing, the system being configured to move the movable flap between an extended position and a retracted position relative to a fixed part of the wing, the movement system comprising a movable rail for guiding and / or driving the flap, one connecting end of which is intended to be fixed to the movable flap, the movable rail having, in the extended position of the movable flap, an output portion of the rail projecting from the fixed part of the wing, and extending to the connecting end. According to the invention, the movement system comprises an aerodynamic fairing of the movable rail, the system being configured so that in the extended position of the movable flap, the aerodynamic fairing extends around at least part of the output portion of the movable rail.

[0015] The invention thus radically breaks with the conventional designs observed for decades, by providing for the installation of an aerodynamic fairing around the movable rail, with the aim of limiting disturbances to the outside air flow, for acoustic purposes. Indeed, this principle advantageously limits noise pollution for populations located near airports, during critical phases of aircraft, such as the approach and landing phases.

[0016] The aerodynamic fairing can be implemented in multiple ways, for example by totally or partially covering the outlet portion of the deployed movable rail, in the longitudinal direction of the latter, and / or in a circumferential direction of this same rail. In addition, the aerodynamic fairing can be designed to remain outside the fixed part of the wing, even in the retracted position of the movable flap, or on the contrary be designed to be housed at least partially in this fixed part of the wing when the flap occupies its retracted position. Still among the possibilities envisaged, the aerodynamic fairing of the movable rail can be of a stretchable nature, with a bellows or telescopic design. Other aspects of the invention will be described via the enumeration of the following additional optional features, taken individually or in combination. Preferably, in the outlet position of the movable flap, the aerodynamic fairing:

[0017] - extends over a length L' along the output portion of the movable rail, the length L' preferably corresponding to at least 70% of a total length Lt of the output portion of the movable rail, more preferably to at least 80% of this total length Lt, and even more preferably to the entire total length Lt of the output portion of the movable rail; and / or

[0018] - extends so as to form an angular sector S' around the output portion of the movable rail, the angular sector S' preferably being greater than 270°, and more preferably corresponding to a complete angular sector, equal to 360°. Preferably, the displacement system is configured so that the aerodynamic fairing of the movable rail adopts:

[0019] - when the movable shutter occupies its exit position, a configuration for protecting the exit portion of the movable rail; and

[0020] - when the movable shutter occupies its retracted position, a storage configuration such that at least certain fairing elements, forming the aerodynamic fairing, are further away from the rail than in the protection configuration.

[0021] Preferably, in the protective configuration, said at least some fairing elements are intended to be arranged in the fixed part of the wing.

[0022] Preferably, the movement system is designed so that the transition of the fairing from its storage configuration to its protection configuration is carried out automatically during a movement of the movable flap from its retracted position to its extended position, and vice versa. In addition, said at least certain fairing elements are intended to exit the fixed part of the wing during this movement of the movable flap, preferably progressively, as the flap is deployed.

[0023] Preferably, the aerodynamic fairing comprises several strips of fairing elements, as well as at least one rack and pinion closure device designed to connect together the fairing elements of the different strips. This design proves to be particularly simple to implement, reliable, and efficient.

[0024] Preferably, the fairing elements carry teeth of said at least one rack and pinion closing device.

[0025] Preferably, within each strip, the fairing elements are hinged to each other.

[0026] Preferably, the aerodynamic fairing comprises two strips of fairing elements, these fairing elements each having a general shape of a C-shaped half-shell, at the two ends of each of which there are respectively two teeth, belonging respectively to two rack closing devices designed to connect together the fairing elements of the two strips.

[0027] Preferably, in the storage configuration of the aerodynamic fairing, the two strips of fairing elements are arranged respectively on either side of the movable rail in a span direction of the movable flap, and at least a part of each of these two strips is intended to be housed in the fixed part of the wing, with preferably, within each of these two rows, several fairing elements following one another in this span direction.

[0028] According to other possibilities mentioned above, the displacement system is configured so that the aerodynamic fairing of the moving rail adopts:

[0029] - when the movable shutter occupies its exit position, a configuration for protecting the exit portion of the movable rail, configuration in which the fairing is deployed; and

[0030] - when the movable flap occupies its retracted position, a storage configuration in which the aerodynamic fairing is retracted, preferably intended to be arranged between the movable flap and the fixed part of the wing.

[0031] Preferably, in the latter case, the aerodynamic fairing has a stretchable design, such as telescopic or bellows.

[0032] Preferably, in the exit position of the movable flap, the aerodynamic fairing has a generally tubular, or sheath, shape around the exit portion of the movable rail.

[0033] The invention also relates to an aircraft wing comprising a movable leading edge flap, a fixed wing part, as well as at least one such system for moving the movable flap. Moreover, each wing may preferably comprise several movable flaps, with each of them equipped with its movement system specific to the present invention.

[0034] Finally, the invention relates to an aircraft comprising at least one wing as described above, and preferably two wings corresponding to this same design.

[0035] Other advantages and characteristics of the invention will appear in the detailed non-limiting description below.

[0036] BRIEF DESCRIPTION OF THE DRAWINGS

[0037] This description will be made with regard to the attached drawings, among which;

[0038] [Fig. 1] represents a perspective view of an aircraft; [Fig. 2] represents a schematic and partial sectional view of an aircraft wing according to a first preferred embodiment of the present invention, provided with a movable leading edge flap shown in a retracted position;

[0039] [Fig. 3] shows a view similar to that of the preceding figure, with the movable leading edge flap shown in an extended position;

[0040] [Fig. 5] represents a view similar to that of Fig. 4, with the wing being in the form of another alternative;

[0041] [Fig. 6] represents a sectional view taken along line VI-VI of Fig. 5;

[0042] [Fig. 7] represents a perspective view of a part of the wing, according to a second preferred embodiment of the invention, with the flap in the extended position;

[0043] [Fig. 8] represents a perspective view similar to the previous one, taken from another angle of view;

[0044] [Fig. 9] represents a perspective view of part of an aerodynamic fairing equipping the wing shown in the previous figure;

[0045] [Fig. 10] represents a perspective view similar to that of the preceding figure, with the aerodynamic fairing cut along a section plane passing through all the fairing elements; and

[0046] [Fig. 11] represents a sectional view of the wing shown in Figures 7 and 8, with the movable flap in the retracted position.

[0047] DETAILED DISCLOSURE OF PREFERRED EMBODIMENTS

[0048] Referring firstly to figure 1, there is shown an aircraft 1 having a wing 2 consisting of a plurality of wing elements, also called aerodynamic lifting surfaces.

[0049] Throughout the following description, the terms "forward" and "rear" are to be considered in relation to a direction of forward movement of the aircraft encountered following the thrust

[0050] CORRECTED SHEET (RULE 91) ISA / EP exerted by the aircraft engines, this direction being represented schematically by arrow 3, and also called "flight direction".

[0051] Among the wing elements of the aircraft 1, there are two main wings, called wings 4, a vertical fin 6, as well as two horizontal tailplanes 7 located at the rear of this aircraft.

[0052] As regards the wings 4, as mentioned above, these each comprise a fixed part 8 of the wing, also called the fixed central wing body or main central portion, this fixed part constituting almost the entirety of the wing, and being located behind a leading edge 10.

[0053] As shown schematically in Figure 2, it is the leading edge 10 of each of the two wings 4 which can be equipped with at least one movable leading edge flap 16, called "Slat" in English. Usually, there are several movable leading edge flaps 16 which follow one another along the fixed part 8, in a span direction 17 of the wing.

[0054] Each of these flaps 16 is intended to be connected to the fixed part 8 by a movement system 40 specific to the present invention, and which will be described below.

[0055] In this figure 2, the leading edge movable flap 16 is shown, of which its aerodynamic part 19 is represented, for example in the form of a box. Figure 2 represents the movable flap 16 in a retracted position, while Figure 3 represents the same flap 16 in an extended position, also called deployed. In this regard, it is noted that by extended position, it is understood that the flap 16 is fully deployed, according to a maximum deployment stroke. Consequently, during its deployment, and its withdrawal in the opposite direction, the movable flap 16 can adopt intermediate positions, in which it remains partially deployed / extended.

[0056] In the retracted / retracted position, the flap 16 is flush with the forward end of the fixed portion 8 of the wing 4, also referred to as the leading edge 10a of the fixed portion. In such a case, the movable flap 16 is in its rearmost position.

[0057] In the deployed / extended position of Figure 3, the flap 16 is spaced forward of the leading edge 10a of the fixed part 8, this fully deployed position being adopted in particular during the landing phase, in order to increase the lift at low or medium speed.

[0058] For information purposes, the movable flap 16 extends for example over substantially the entire length of the wing 4 concerned, in the span direction 17 of this wing 4, or only over a portion of this wing, as is most common on aircraft, where each wing is generally equipped with several movable flaps 16, as indicated previously. Also, in the case of several movable flaps 16 present on the same wing, each is then intended to cooperate with a deployment system specific to the invention, certain elements of these deployment systems nevertheless being able to be common to several movable flaps.

[0059] In a known manner, the aerodynamic part 19 of the flap 16 comprises an aerodynamic covering defining a lower surface portion 24 as well as an upper surface portion 26, the latter ending in a trailing edge 27 of the flap. At the front, the two portions 24, 26 merge into a leading edge 10b of the flap. In addition, the aerodynamic part 19 is closed towards the rear by a closing covering 28, also called rear skin, and intended to fit or come very close to the fixed part of the wing 8, when the flap 16 occupies the retracted position.

[0060] The fixed part 8 of the wing has a front end space 30, located in front of a wing box 31, the latter preferably being delimited towards the front by a front spar 32 of this box. The space 30 forms a leading edge portion 10a of the fixed part 8 of the wing.

[0061] The front spar 32, of structural function, extends parallel to the span direction 17, over substantially the entire length of the wing. It thus forms the fixed wing box 31 with an extrados skin 34, a lower skin 36, and a rear spar not visible in Figures 2 and 3. The wing box 31 conventionally provides a structural function to the wing, but it can also be at least partially filled with fuel. At the front of this box 31, the wall which forms the leading edge 10a of the fixed part 8 of the wing has a shape complementary or substantially complementary to that of the rear closure skin 28, of the aerodynamic part of the flap 16. The system 40 for moving the flap 16 therefore makes it possible to bring the latter from its retracted position to its extended position, and vice versa. This is preferably a rotational movement of the shutter 16, along an axis of rotation 18.More complex movements of the shutter can nevertheless be envisaged, for example kinematics comprising such a rotation combined with one or more other movements, without departing from the scope of the invention.

[0062] In any case, this movement of the shutter 16 is carried out using several movable rails, equipping the movement system 40. This may be one or more rails dedicated to guiding the shutter during its movement, and / or one or more rails dedicated to driving the shutter, and / or one or more rails dedicated to guiding and driving the shutter. In Figures 2 and 3, it is the latter case which has been represented, with a movable rail 42 for guiding and driving the shutter 16.

[0063] Indeed, this rail 42, in the general shape of an arc of a circle, cooperates with guide rollers 44 belonging to the system 40, and integrated into the fixed part 8 of the wing. In addition, the rail 42 cooperates with a drive device also belonging to the movement system 40. It comprises a drive wheel 46 in contact with the rail 42, preferably with a toothed track for driving this rail, the wheel 46 being set in motion by a motor 48 of the drive device, for example fixed on the front spar 32.

[0064] The rollers 44 have been shown in the front space 30 of the fixed part of the wing, but they could be located at least partly in the wing box 31. In this regard, it is specified that the rear part of the rail 42 can also be located in the wing box 31, passing through an opening in the front spar 32.

[0065] Conversely, the rail 42 has a connecting end 50 fixed to the movable shutter 16. This connecting end 50 is fixed by conventional fixing elements 52 to a rear part of the shutter, for example bolts or rivets. These fixing elements 52, shown only schematically in the figures, connect the connection end 50 to a fixing lug 54 extending projecting rearwardly from the closing covering 28. In the exit position of Figure 3, the movable rail 42 has an exit portion 42a of the rail, projecting forwardly from the fixed part 8 of the wing, and extending to the aforementioned connection end 50. This exit portion 42a of the rail 42, corresponding to its front part, exits the leading edge 10a through an opening 56 made through the skin forming this leading edge 10a.

[0066] One of the particularities of the invention lies in the presence of an aerodynamic fairing 62 which, in the exit position of the flap 16, extends around at least part of the exit portion 42a of this rail.

[0067] By providing the installation of such an aerodynamic fairing 62 around the outlet portion 42a, the disturbances on the external air flow, circulating between the fixed part 8 of the wing and the flap 16, are advantageously reduced. This results in a significant reduction in the noise pollution likely to result from these disturbances, in particular during critical phases such as the approach and landing phases of the aircraft.

[0068] In the first embodiment shown in Figures 2 and 3, the fairing 62 has a stretchable design, in the form of an elastically deformable bellows. This bellows, preferably of the mechanical bellows type having a certain rigidity, comprises a rear end fixed to the leading edge 10a of the fixed part 8 of the wing, as well as a front end fixed to the flap 16, preferably on its closing skin 28 or on its fixing lug(s) 54. A fixing on the front connecting end 50 of the rail is also conceivable, without departing from the scope of the invention. Also, in the retracted position of the flap 16, the fairing 62 is in a retracted storage configuration, in which it has a small footprint allowing it to be arranged between the leading edge 10a, and the closing skin 28.

[0069] When the flap 16 is deployed, the rail 42 leaves the fixed part 8 of the wing, and the aerodynamic fairing 62 deploys automatically, by elastic stretching of the bellows. The outlet portion 42a of the rail 42 is thus isolated from the external air flow, as soon as the flap 16 is deployed. When the flap 16 occupies its outlet position, shown in FIG. 3, the fairing 62 adopts a configuration for protecting the outlet portion 42a, a configuration in which this fairing is deployed and surrounds this portion of the rail 42. As has been shown schematically in the figures, the fairing 62 can

[0070] RECTIFIED SHEET (RULE 91) ISA / EP also surround all or part of the fixing lug(s) 54, in particular when this fairing 62 extends to the closing covering 28.

[0071] In this deployed configuration for protecting the outlet portion 42a of the rail, the fairing 62 has an outer surface whose section is of generally curved shape, for example of generally circular, oval, elliptical shape, etc. Preferably, the deployed fairing has a generally tubular shape, or a sheath shape, preferably of a curved shape identical or similar to that of the rail that it protects.

[0072] It is noted that the principle described above, obtained using a bellows, can be carried out in an analogous manner with any other stretchable design fairing, such as a simple elastically stretchable membrane.

[0073] Among the designs also envisaged, there is noted that shown schematically in Figure 4, in which the aerodynamic fairing 62 is of a telescopic nature, giving it the desired stretchable character. In this solution, the nested sections of the fairing 62 deploy automatically due to the movement of the rail 42 and / or the flap 16. According to an alternative also possible, the telescopic fairing could have its own deployment means.

[0074] In the solutions which have just been described, the fairing 62, in its protective configuration, extends all along the output portion 42a of the rail, and also all around this same portion 42a.

[0075] However, the longitudinal and circumferential overlaps of the output portion 42a of the rail could be only partial, as shown diagrammatically in Figures 5 and 6.

[0076] Indeed, first of all with reference to FIG. 5, it is noted that whatever the design of the fairing 62, it can extend, in the exit position of the flap 16, over a length L' along the exit portion 42a, with the length L' corresponding to a length less than a total length Lt of the exit portion 42a of this rail 42.

[0077] For example, the length L' corresponds to at least 70% of the total length Lt, or even more preferably to at least 80% of this total length Lt. In these cases of partial longitudinal overlap, the fairing 62 preferably extends from the leading edge 10a of the fixed part 8 of the wing. Alternatively, it may for example extend from the aerodynamic covering 28 of the flap 16. With reference to FIG. 6, it is noted that the fairing 62 may extend, in the extension position of the flap 16, so as to form an angular sector S' around the extension portion 42a of the rail. This angular sector S' is for example greater than 270°, but it may be of a lower or higher value.Furthermore, while the example shows a single-piece design for the fairing 62, this could in reality be made using several pieces, not necessarily contiguous along the circumferential direction associated with the rail, but whose cumulative angular extent would reach the minimum value mentioned above.

[0078] When the angular sector S', centered on a center 55 of the rail 42, is not complete, that is to say when it remains less than 360°, the angular opening 64 which results therefrom can be oriented in any manner deemed appropriate by the person skilled in the art. In Figure 6, this opening 64 is oriented upwards, but it could adopt other orientations in order to limit noise pollution as much as possible, for example by being oriented laterally in the direction of span, or even downwards.

[0079] In any event, a design as described with reference to Figures 2 and 3 is preferred, in which the longitudinal and circumferential overlaps of the outlet portion 42a of the rail are complete, namely that the length L' of the fairing 62 corresponds to the entire total length Lt of the outlet portion 42 of the rail, and that the angular sector S' formed by this fairing corresponds to a complete angular sector, equal to 360°.

[0080] Referring now to Figures 7 to 11, a second preferred embodiment of the present invention will be described, in which the aerodynamic fairing 62 comprises several fairing elements, connected together by rack and pinion closure devices, this type of closure also being called a zipper, zip, slide, etc.

[0081] In this preferred embodiment, the aerodynamic fairing 62 adopts, when the flap 16 occupies its extended position, a configuration for protecting the output portion 42a of the rail, this configuration being shown in FIGS. 7 and 8. It is also designed to adopt, when the flap 16 occupies its retracted position, a storage configuration such that at least some fairing elements, forming the aerodynamic fairing 62, are further away from the rail 42 than in the aforementioned protection configuration, in particular by being at least for some arranged in the front end space 30 of the fixed part 8 of the wing. This storage configuration is shown in FIG. 11.

[0082] Here too, the passage of the fairing 62 from its storage configuration to its protection configuration is carried out automatically during a movement of the flap 16 from its retracted position to its extension position. Conversely, the passage of the fairing 62 from its protection configuration to its storage configuration is carried out automatically during a movement of the flap 16 from its extension position to its retracted position. To do this, the fairing 62 has a front end element 62a fixed to the fixing lug(s) 54, or to the closing covering 28, or even to the front end 50 of the rail 42, possibly using the same fixing elements 52 as those allowing the rail to be connected to the flap.

[0083] The front end element 62a of the aerodynamic fairing 62 covers the mounting tab(s) 54, and preferably extends to the closure covering 28.

[0084] More specifically, the aerodynamic fairing 62 comprises several strips of fairing elements 66, here two strips, as well as two rack-and-pinion closure devices 72 designed to connect together the fairing elements 66 of the two strips. To do this, within each strip whose front end is mounted articulated on the front end element 62a of the fairing, the fairing elements 66 are articulated to each other. Indeed, each of these elements 66 has a general shape of a C-shaped half-shell, with two front and rear articulation axes 68, each arranged on the back of the C, in a direction corresponding to the direction of spacing between the two opposite branches of the C. Hinge-type elements can be arranged at the ends of the fairing elements 66, in order to provide the articulation connections between them, along the axes 68.

[0085] The C-shaped elements 66 of the first strip open towards the C-shaped elements of the second strip, and vice versa. In the second preferred embodiment shown, the two strips are adjacent along the span direction 17. Other relative arrangements between the two strips nevertheless remain possible, as do the number of strips and the shape of the fairing elements 66 which compose them, without departing from the scope of the invention. When these two strips are assembled together, the fairing has a generally tubular or sheath shape, with an outer surface whose section is generally curved, for example generally circular, oval, elliptical, etc. Preferably, the fairing 62 has a curved shape identical or similar to that of the rail which it protects, following the curvature of the latter.

[0086] At the two free ends of each of the C-shaped fairing elements 66, namely at the ends of the branches of the C, two teeth 70 are provided projecting in the direction of the other strip, that is to say in the direction in the span 17 when the fairing adopts its protective configuration.

[0087] These two teeth 70 belong respectively to the two rack closing devices 72, designed to connect together the fairing elements 66 of the two bands. These two devices 72 also comprise a slider allowing the teeth 70 to cooperate with each other by meshing. It is therefore an upper rack closing device 72 comprising the teeth 70 located on the upper branches of the C-shaped fairing elements 66, and a lower rack closing device 72 comprising the teeth 70 located on the lower branches of the C-shaped fairing elements 66. In addition, the slider 74 of these two devices 72 can be produced by the same slider element, for example in the form of a ring, but more generally in any form of guide, carried by the leading edge skin 10a, and defining the opening 56 for the passage of the rail 42. This element therefore forms a guide 74 fixed in the fixed part 8 of the wing.It is shown diagrammatically in Figure 11, but not shown in Figures 9 and 10. It forces the fairing elements 66 to move successively closer to each other, as the fairing unfolds in the external air flow under the effect of the movement of the flap 16, in order to make the teeth 70 cooperate with each other.

[0088] As is apparent from the figures, in particular from figures 9 and 10, within each of the two slide fastener devices 72, the teeth 70 of the two strips are arranged in a staggered pattern along the direction of the rail, as are the fairing elements 66 of the two strips. The retention of the teeth 70 between them results from the shape of these teeth, for example mushroom or dovetail, as is usually practiced within any slide fastener. When the flap 16 is retracted, the guide 74 forces the fairing elements 66 to move away from each other, after separation of their teeth 70. Each strip is then led, by guide means 78, into the front end space 30 of the fixed part 8 of the wing, preferably along the leading edge 10a, parallel or substantially parallel to the span direction 17. The guide 74 and the guide means 78 could be combined into a single element.Other storage possibilities nevertheless remain conceivable, such as storing the fairing elements 66 in a spiral within the fixed part 8 of the wing, always being articulated to each other.

[0089] In the preferred embodiment shown, when the fairing 62 adopts its stowed configuration, the two strips of fairing elements 66 are arranged respectively on either side of the rail 42, each extending in the span direction 17, with several fairing elements 66 which follow one another in this same direction 17, along the trailing edge 10a in the space 30. Each strip then has a curvature near the guide / slider 74, to ensure the junction between the front end element 62a remaining arranged around the front end of the rail, and the remainder of each strip which extends in the span direction 17, in the space 30. Of course, various modifications may be made by those skilled in the art to the invention which has just been described, solely by way of non-limiting examples, and the scope of which is delimited by the appended claims.For example, it is noted that several of the movable rails 42, or even all of them, may each be equipped with an aerodynamic fairing specific to the present invention.

Claims

CLAIMS 1. System (40) for moving a movable flap (16) on the leading edge of an aircraft wing, the system being configured to move the movable flap between an extended position and a retracted position relative to a fixed part (8) of the wing, the moving system (40) comprising a movable rail (42) for guiding and / or driving the flap (16), one connecting end (50) of which is intended to be fixed to the movable flap (16), the movable rail (42) having, in the extended position of the movable flap, an output portion (42a) of the rail projecting from the fixed part (8) of the wing, and extending to the connecting end (50), characterized in that it comprises an aerodynamic fairing (62) of the movable rail, the system being configured so that in the extended position of the movable flap (16), the aerodynamic fairing (62) extends around at least one of the movable rails (42a, 42b, 42c, 42d, 42e, 42f, 42g, 42h, 42hg ... less a part of the output portion (42a) of the movable rail.

2. System according to claim 1, characterized in that in the extension position of the movable flap (16), the aerodynamic fairing (62): - extends over a length L' along the output portion (42a) of the movable rail, the length L' preferably corresponding to at least 70% of a total length Lt of the output portion (42a) of the movable rail, more preferably to at least 80% of this total length Lt, and even more preferably to the entire total length Lt of the output portion (42a) of the movable rail; and / or - extends so as to form an angular sector S' around the output portion (42a) of the movable rail, the angular sector S' preferably being greater than 270°, and more preferably corresponding to a complete angular sector, equal to 360°.

3. System according to claim 1 or 2, characterized in that it is configured so that the aerodynamic fairing (62) of the movable rail (42) adopts: - when the movable shutter (16) occupies its exit position, a protection configuration of the exit portion (42a) of the movable rail; and - when the movable flap (16) occupies its retracted position, a storage configuration such that at least certain fairing elements (66), forming the aerodynamic fairing (62), are further away from the rail (42) than in the protection configuration.

4. System according to claim 3, characterized in that in the protection configuration, said at least certain fairing elements (66) are intended to be arranged in the fixed part (8) of the wing.

5. System according to claim 3 or 4, characterized in that it is designed so that the passage of the fairing (62) from its storage configuration to its protection configuration is carried out automatically during a movement of the movable flap (16) from its retracted position to its extended position, said at least certain fairing elements (66) being intended to exit the fixed part (8) of the wing during this movement of the movable flap.

6. System according to claim 5, characterized in that the aerodynamic fairing (62) comprises several strips of fairing elements (66), as well as at least one rack closing device (72) designed to connect together the fairing elements (66) of the different strips.

7. System according to claim 6, characterized in that the fairing elements (66) carry teeth (70) of said at least one rack closing device (72).

8. System according to claim 6 or 7, characterized in that within each strip, the fairing elements (66) are articulated on each other.

9. System according to any one of claims 6 to 8, characterized in that the aerodynamic fairing (62) comprises two strips of fairing elements (66), these fairing elements each having a general shape of a C-shaped half-shell, at the two ends of each of which there are respectively two teeth (70), belonging respectively to two rack closing devices (72) designed to connect together the fairing elements (66) of the two strips.

10. System according to claim 9, characterized in that in the storage configuration of the aerodynamic fairing (62), the two strips of fairing elements (66) are arranged respectively on either side of the movable rail (42) in a span direction (17) of the movable flap, and in that at least a part of each of these two strips is intended to be housed in the fixed part (8) of the wing, with preferably, within each of these two rows, several fairing elements (66) following one another in this span direction (17).

11. System according to claim 1 or 2, characterized in that it is configured so that the aerodynamic fairing (62) of the movable rail adopts: - when the movable flap (16) occupies its exit position, a configuration for protecting the exit portion (42a) of the movable rail, configuration in which the fairing is deployed; and - when the movable flap (16) occupies its retracted position, a storage configuration in which the aerodynamic fairing (62) is retracted, preferably intended to be arranged between the movable flap (16) and the fixed part (8) of the wing.

12. System according to claim 11, characterized in that the aerodynamic fairing (62) has a telescopic or bellows design.

13. System according to any one of the preceding claims, characterized in that in the exit position of the movable flap (16), the aerodynamic fairing (62) has a generally tubular, or sheath, shape around the exit portion (42a) of the movable rail (42).

14. Aircraft wing (4) comprising a movable leading edge flap (16), a fixed wing part (8), as well as at least one system (40) for moving the movable flap according to any one of the preceding claims.

15. Aircraft (1) comprising at least one wing (4) according to the preceding claim.