Slat high-lift system and wing

Abstract

A slat high-lift system includes a slat, at least one driving mechanism, at least one linkage guide mechanism, a first wing rib and a second wing rib. The driving mechanism has a parallelogram mechanism. The driving mechanism drives the slat to perform the same circumferential movement as a track slat by moving a vertex of the parallelogram mechanism, i.e. a slat driving point, along a first guide track provided on the first wing rib. The linkage guide mechanism is configured as a three-link mechanism. One end of the three-link mechanism is configured as a linkage point connected with the slat. The other end of the three-link mechanism is configured as a linkage mechanism fixed point fixed to the second wing rib. A sliding guide point of the three-link mechanism moves along a second guide track provided on the second wing rib. A curve of the first guide track is fitted according to the same circumferential movement as the track slat. A curve of the second guide track is configured to make the linkage point always located on the same circumference as the slat driving point. The slat high-lift system does not need to penetrate the front beam of the wing, and can ensure the same down angle as the traditional track slat.

Description

Technical Field

[0001] This invention relates to a slat high-lift system and a wing using the slat high-lift system. Background Technology

[0002] Currently, the main configurations of aircraft wing leading-edge lift enhancement systems include: slats (leading-edge slotted lift enhancement devices), Maxwell-style leading-edge flaps (leading-edge flip-up lift enhancement devices), and Kruger-style leading-edge flaps (leading-edge flip-down lift enhancement devices). Among these, the most widely used configuration is the slat configuration (such as...). Figure 1 (As shown).

[0003] Figure 1 The slide rail slat shown comprises a slat, a slide rail, positioning rollers, and a drive gear (located inside the slide rail, not shown in the figure). Furthermore, after the slat is retracted, the slide rail needs to penetrate the wing's front spar and enter the wing's fuel tank. To ensure the wing's fuel tank is airtight, a sealing sleeve must be designed and installed outside the space required for the slide rail to retract.

[0004] However, after the slide rail is retracted and enters the wing fuel tank, the following problems exist: the inspection passage of the slide rail sealing sleeve in the fuel tank area is restricted, and water or dirt may accumulate at the bottom of the sleeve for a long time, which is not easy to drain; the corrosion protection design of the sleeve inside the fuel tank is complicated; the sealing design of the fuel tank area is complicated; and there is a design problem of interference between the arrangement of the sleeve and the inner wing rib of the box section.

[0005] Therefore, a slat design that "does not penetrate the wing's front sparsity" is desired. Some existing technologies utilize mechanisms to achieve this "non-penetrating wing front sparsity" design. However, these designs cannot achieve the same deflection angle and identical motion trajectory as rail-mounted slats, and therefore cannot achieve the same aerodynamic performance.

[0006] Existing technical documents

[0007] Patent documents

[0008] Patent Document 1: CN109398680B

[0009] Patent Document 2: CN108216578A

[0010] Patent Document 3: CN104039647A

[0011] Patent Document 4: CN108216571A Summary of the Invention

[0012] This invention is made to solve the above-mentioned technical problems. Its purpose is to provide a slat high-lift system and an aircraft wing using the slat high-lift system, which does not require penetrating the wing spars, does not require installing a sealing sleeve in the wing fuel tank, and can ensure the same lowering angle as the conventional rail-type slat, so as to maintain the aerodynamic performance of the aircraft after the slats are deployed.

[0013] To achieve the above objectives, one embodiment of the present invention provides a slat high-lift system 100, disposed on the leading edge of an aircraft wing, including a slat 10, at least one drive mechanism 20, at least one guide mechanism 30, a first rib 40, and a second rib 50. One end of the drive mechanism is connected to the slat, and the other end is connected to a power source. The drive mechanism has a parallelogram mechanism. By moving the vertex of the parallelogram mechanism, i.e., the slat drive point P, along a first guide rail 41 disposed on the first rib, the slat is driven to perform the same circular motion as a rail-type slat. The guiding mechanism is configured as a three-bar linkage, with one end configured as the connection point D connected to the slat, and the other end configured as the connection mechanism fixed point C fixed to the second wing rib. The sliding guide point G of the three-bar linkage moves along the second guide rail 51 provided on the second wing rib. The first wing rib and the second wing rib are provided in the space enclosed by the leading edge skin 400 and the wing front spars 300. The curve of the first guide rail is fitted according to the same circular motion as the slide rail type slat. The curve of the second guide rail is configured so that the connection point is always located on the same circumference as the slat drive point.

[0014] The slat high-lift system based on the above structure, compared to the traditional rail-type slat system most widely used in current aircraft models, does not require penetration of the wing spars or installation of sealing sleeves inside the wing fuel tanks, thus having significant application value in improving the sealing and safety of the wing fuel tanks. Furthermore, the slat high-lift system of this invention can complete the deployment and retraction of the slats along the exact same motion trajectory as traditional rail-type slats, and can maintain the same deployment angle as traditional rail-type slats, thereby preserving the aircraft's aerodynamic performance after the slats are deployed. Attached Figure Description

[0015] Figure 1 This is a schematic diagram illustrating the structure of a sliding rail slat in the prior art.

[0016] Figure 2 This is a schematic diagram showing the installation location of the slat high-lift system.

[0017] Figure 3 This is a perspective view showing the structure of the slat high-lift system according to an embodiment of the present invention, wherein (a) represents the slat retracted state and (b) represents the slat lowered state.

[0018] Figure 4 This is a side view showing the structure of the slat high-lift system according to an embodiment of the present invention, wherein (a) shows the slat retracted and (b) shows the slat lowered.

[0019] Figure 5 yes Figure 3 (a) is a sectional view along line AA.

[0020] Figure 6 This is a perspective view showing the structure of the drive mechanism of the slat high-lift system according to an embodiment of the present invention.

[0021] Figure 7 yes Figure 3 (a) BB line section view.

[0022] Figure 8 This is a perspective view showing the structure of the traction guide mechanism of the slat high-lift system according to an embodiment of the present invention.

[0023] Figure 9 This is a side view showing the lowered state of the drive mechanism of the slat high-lift system according to an embodiment of the present invention.

[0024] Figure 10 This is a perspective view showing the lowered state of the drive mechanism of the slat high-lift system according to an embodiment of the present invention.

[0025] Figure 11 This is a side view showing the lowered state of the traction guide mechanism of the slat high-lift system according to an embodiment of the present invention.

[0026] Figure 12 This is a perspective view showing the lowered state of the traction guide mechanism of the slat high-lift system according to an embodiment of the present invention.

[0027] Figure 13 This is a schematic diagram showing the structure of the guide rail of the drive mechanism.

[0028] Figure 14 This is a schematic diagram showing the structure of the guide rail that connects to the guiding mechanism.

[0029] Figure 15 This is a schematic diagram showing the structure of a pneumatic sealing plate.

[0030] Figure 16 This is a schematic diagram illustrating the geometric principle of the slat high-lift system according to an embodiment of the present invention.

[0031] Figure 17 This is another schematic diagram illustrating the geometric principle of the slat high-lift system according to an embodiment of the present invention.

[0032] Figure 18This is a schematic diagram illustrating the geometric principle of the entanglement and guidance mechanism of the slat high-lift system according to an embodiment of the present invention.

[0033] Figure 19 This is a schematic diagram illustrating a first arrangement scheme of the slat high-lift system according to an embodiment of the present invention.

[0034] Figure 20 This is a schematic diagram illustrating a second arrangement scheme of the slat high-lift system according to an embodiment of the present invention.

[0035] Figure 21 This is a schematic diagram illustrating a third arrangement scheme of the slat high-lift system according to an embodiment of the present invention.

[0036] (Symbol Explanation)

[0037] 100 Slatted High-Lift System

[0038] 10 slats

[0039] 20 drive mechanism

[0040] S-drive shaft

[0041] 21 drive connector

[0042] 22 drive linkages

[0043] 23 Drive Rocker Arm

[0044] 24 guide links

[0045] 241 First guide link

[0046] 242 Second Guide Link

[0047] 30 related guiding institutions

[0048] 31 guide joint

[0049] 32 connecting rods

[0050] 321 First connecting rod

[0051] 322 Second connecting rod

[0052] 323 Third connecting rod

[0053] 40 First flank

[0054] 41 First guide rail

[0055] 50 Second wing rib

[0056] 51 Second guide rail

[0057] 60 sealing mechanism

[0058] 400 leading edge skin

[0059] 300 wing front spars

[0060] P slat drive point

[0061] D. Connection point

[0062] C. Related agencies are designated Detailed Implementation

[0063] The preferred embodiments of the invention will now be described in detail with reference to the accompanying drawings. In the drawings, the same symbols are used to denote the same components, and repeated descriptions are sometimes omitted. Additionally, in the drawings, dimensions and shapes are sometimes exaggerated to facilitate understanding of the invention. Furthermore, in the following detailed description, directional terms such as "upper," "lower," "inner," "outer," "longitudinal," and "transverse" are used for illustrative purposes and not for limitation.

[0064] Figure 2 This is a schematic diagram showing the installation location of the slat high-lift system. For example... Figure 2 As shown, the slat high-lift system 100 of this embodiment is arranged symmetrically on the leading edge of the aircraft wing, and one or more systems may be provided. When there is only one system, it is preferably located at the center of the leading edge of the wing.

[0065] like Figure 3 , Figure 4 As shown, the slat high-lift system 100 of this embodiment can move between a retracted state and a lowered state. To achieve this operation, the slat high-lift system 100 includes a slat 10, at least one drive mechanism 20, at least one guide mechanism 30, a first rib 40, and a second rib 50. The following will refer to... Figures 3 to 14 Its structure will be explained in detail.

[0066] First, let's explain slat 10. For example... Figure 8 As shown, the slat 10 is a hollow curved surface structure composed of a front skin 11 and a rear skin 12. Since the structure of the slat 10 is well known, detailed description is omitted here.

[0067] Next, regarding the drive mechanism 20, refer to... Figure 5 , Figure 6 , Figure 9 , Figure 10 Please provide an explanation. For example... Figure 6 As shown, the drive mechanism 20 mainly includes a drive shaft S, a drive connector 21, a drive link 22, a drive rocker arm 23, and a guide link 24.

[0068] The drive connector 21 is formed as a generally triangular plate, with one end fixed to the rear skin 12 of the slat 10. A through hole (not shown) is formed near the top of the drive connector 21. The drive linkage 22, described later, is pivotally connected to the drive connector 21 by passing through the through hole via a rotating shaft.

[0069] The drive link 22 is formed as a long rod, with one end pivotally mounted to the drive joint 21 and the other end pivotally mounted to the drive rocker arm 23. One end of the drive link 22 constitutes the power output end of the drive mechanism 20. The drive shaft S passes through the first wing rib 40 and is connected to a hydraulic motor or torque motor as a power source. One end of the drive rocker arm 23 is connected to the drive shaft S and is powered by the drive shaft S, which is powered by a hydraulic motor or torque motor. One end of the drive rocker arm 23 constitutes the power input end of the drive mechanism 20. Since the drive form is the same as that of existing aircraft slat high-lift systems, detailed descriptions are omitted here.

[0070] Furthermore, the drive mechanism 20 also includes a guide link 24, which includes a first guide link 241 and a second guide link 242. One end of the first guide link 241 and the second guide link 242 are pivotally connected and pivotally guided to slide on the first guide rail 41 of the first rib 40. The connection point of the first guide link 241 and the second guide link 242 constitutes the slat drive point P. The other end of the first guide link 241 is pivotally connected to the drive rocker arm 23 at approximately the middle position in a rotatable manner, and the other end of the second guide link 242 is pivotally connected to the drive link 22 in a rotatable manner. The first guide link 241, the second guide link 242, the drive rocker arm 23, and the drive link 22 form a parallelogram mechanism, and the vertex of the quadrilateral mechanism, namely the connection point of the first guide link 241 and the second guide link 242, which is the slat drive point P, moves along the first guide rail 41.

[0071] The first guide rail 41 is disposed on the first wing rib 40, which is formed into a flat plate and disposed within the space enclosed by the leading edge skin 400 and the wing front spars 300. Several weight-reducing holes are provided on the first wing rib 40 to minimize weight while maintaining strength. The curve parameters of the first guide rail 41 are designed and fitted according to the same circular motion as a conventional slide rail slat. Specifically, the curve of the first guide rail 41 follows the vertex of the parallelogram mechanism (… Figure 17 Curve fitting is performed on the actual positions of P0 to P4.

[0072] Driven by the drive shaft S, the aforementioned drive mechanism 20 causes the slat 10 to move in a circular motion along the first guide rail 41. However, in this case, the slat 10 can only ensure that the connection point with the drive link 22 is on the circumference; the slat 10 itself is not statically determinate. In order to ensure that all the contour points of the slat 10 move on the same circumference and make the system statically determinate, a guide mechanism 30 is also provided.

[0073] The motion principle of the guide mechanism 30 is as follows Figure 18 As shown. The entrainment guide mechanism 30 itself is not driven, but follows the movement of the slat 10, and ensures that the entrainment point D is always located on the same circumference as the slat drive point P according to the entrainment motion characteristics.

[0074] Regarding the specific structure of the guide mechanism 30, refer to... Figure 7 , Figure 8 , Figure 11 , Figure 12 Please provide an explanation. For example... Figure 8 As shown, the guiding mechanism 30 mainly includes a guide joint 31 and a guiding link 32. The guide joint 31, similar to the drive joint 21, is formed as a roughly triangular plate, with one end fixed to the rear skin 12 of the slat 10. A through hole (not shown) is formed near the top of the guide joint 31. The guiding link 32 is pivotally connected to the guide joint 31 by passing through this through hole via a rotating shaft. The connection point between the guiding link 32 and the guide joint 31 constitutes the guiding point D.

[0075] The connecting rod 32 includes a first connecting rod 321, a second connecting rod 322, and a third connecting rod 323. One end of the first connecting rod 321 is pivotally connected to the guide joint 31, and the other end is pivotally connected to one end of the second connecting rod 322, and is pivotally guided to slide on the second guide rail 51 of the second wing 50. The connection point between the first connecting rod 321 and the second connecting rod 322 constitutes the sliding guide point G. The other end of the second connecting rod 322 is pivotally connected to one end of the third connecting rod 323. The other end of the third connecting rod 323 is pivotally mounted on the second wing 50. The connection point between the third connecting rod 323 and the second wing 50 constitutes the fixed point C of the connecting mechanism.

[0076] The aforementioned guiding mechanism 30 consists of three links to release sufficient planar motion degrees of freedom. Furthermore, since the entrainment point D and the drive connection point P need to move along the same circle, and the slat 10 needs to be statically stationary in any position, the position of the other end of the entrainment link 32 needs to be defined. In the guiding mechanism 30, the guide rail curve fitted based on the circular motion of the entrainment point D is applied as a guiding reference.

[0077] Similar to the first wing rib 40, the second wing rib 50 is also formed as a flat plate and is located within the space enclosed by the leading edge skin 400 and the wing front spars 300. Several weight-reduction holes are also provided on the second wing rib 50.

[0078] The guiding mechanism 30 and the driving mechanism 20 are arranged on different cross-sections of the slat 10. Through the coordinated action of the guiding mechanism 30 and the driving mechanism 20, not only can the slat driving point move along the designed circumference, but also every point on the slat profile can move along the same circumference to ensure the aerodynamic performance of the slat.

[0079] The slat high-lift system based on the above structure has the following technical advantages:

[0080] 1) The circular motion of the slat 10 can be achieved by the linkage of the drive mechanism 20 and the guide mechanism 30;

[0081] 2) The circular motion of the slat 10 is driven by a first guide rail 41, which is machined according to a specific fitting curve, using a classic parallelogram mechanism.

[0082] 3) The spatial positional relationship between the guide mechanism 30 and the drive mechanism 20 is designed to ensure that all points on the outline of the slat 10 move along the same circle.

[0083] The slat high-lift system 100 based on the above structure also has the following technical effects: it eliminates the need to penetrate the front spars of the wing, omits complex structures such as sliding rail sealing sleeves, and simplifies the design of the wing fuel tank.

[0084] The slat high-lift system described above is designed for a slat model with a maximum slat lowering angle of 20 degrees. Because the slat lowering angle is relatively small, the drive mechanism 20 will not penetrate the leading edge skin of the wing. However, in the case of slat models with a maximum slat lowering angle greater than 20 degrees, such as... Figure 15 As shown, when the slat is at its maximum downward angle, the drive mechanism 20 penetrates the aerodynamic shape of the local fixed leading edge, so that there is a structural gap in this local area after the slat retracts.

[0085] To address the above situation, the slat high-lift system of this invention also includes a sealing mechanism 60. When the slat is fully retracted, the sealing mechanism 60 blocks and seals the gap to ensure the aircraft's cruise performance.

[0086] like Figure 6As shown, the sealing mechanism 60 mainly includes a connecting part 61, a first sealing link 62, a second sealing link 63, a third sealing link 64, and a sealing plate 65. The sealing plate 65 is formed with the same curved surface as the leading edge skin 400. The connecting part 61 is formed as a long strip and is provided on the inner surface of the sealing plate 65 in a front-rear direction for connecting the first sealing link 62, the second sealing link 63, and the third sealing link 64. One end of the first sealing link 62 is pivotally connected to one end of the connecting part 61, and the other end is pivotally connected to the drive link 22 and one end of the second sealing link 63. The other end of the second sealing link 63 is pivotally connected to the other end of the connecting part 61, and one end of the third sealing link 64 is pivotally connected at this connection point. The other end of the third sealing link 64 is pivotally connected to the drive link 22.

[0087] According to the above-described sealing mechanism 60, it can move in tandem with the drive mechanism 20. During the lowering action, it is lowered together with the slat 10, and during the retraction action, it is retracted together with the slat 10. In the retracted state, it forms a complete aerodynamic shape together with the leading edge skin 400.

[0088] As described above, the slat high-lift system 100 of the present invention includes at least one drive mechanism 20 and at least one entanglement guide mechanism 30. The drive mechanism 20 and the entanglement guide mechanism 30 are independent of each other, and various arrangement schemes of the drive mechanism 20 and the entanglement guide mechanism 30 can be adopted, providing great flexibility for the structural arrangement design of the wing leading edge and the coordinated design of the system.

[0089] Regarding the arrangement of the drive mechanism 20 and the guiding mechanism 30, the following scheme can be considered.

[0090] (Option 1)

[0091] like Figure 19 As shown, a slat high-lift system 100 includes two drive mechanisms 20 and two guide mechanisms 30. One drive mechanism 20 and one guide mechanism 30 constitute a drive-guide device.

[0092] By using the arrangement of Scheme 1, a balance between driving force and guidance can be achieved, ensuring that all points on the slat profile move along the same circumference with sufficient driving force.

[0093] (Option 2)

[0094] like Figure 20 As shown, a slat high-lift system 100 includes two drive mechanisms 20 and one traction guide mechanism 30.

[0095] By adopting this second arrangement, the weight of the slat high-lift system 100 can be reduced while achieving the driving and guidance of the slats.

[0096] (Option 3)

[0097] like Figure 21 As shown, a slat high-lift system 100 is provided with three drive mechanisms 20 and two guide mechanisms 30.

[0098] By adopting the arrangement of Scheme 3, the driving force and guiding force of the slats can be improved, thereby increasing the reliability of the slat high-lift system 100.

[0099] The slat high-lift system 100 described above can be installed on the leading edge of the wing in one or more sections, depending on the aircraft model.

[0100] At high angles of attack, the slat high-lift system 100 lowers the slats 10 along a designed circumference, forming a slat channel. The airflow, rectified and guided by the slat channel, removes separated airflow, preventing the wing from stalling at high angles of attack. Furthermore, when the slats deploy in conjunction with the trailing edge flaps, they increase the wing's chord length and camber, significantly enhancing the wing's maximum lift coefficient.

[0101] The embodiments and variations of the present invention have been described above. However, it should be understood that this disclosure is not limited to the above embodiments and structures. This disclosure also includes various variations and modifications within the equivalent scope. In addition, various combinations and methods, and further combinations and methods that include only one element or more or less thereof, also fall within the scope and spirit of this disclosure.

[0102] For example, in the above embodiment, the drive link 22 is connected to the rear skin of the slat 10 via the drive connector 21. However, the drive connector 21 can be omitted, allowing the drive link 22 to be directly connected to the rear skin of the slat 10. Similarly, the guide connector 31 of the guide link 32 can be omitted, allowing the guide link 32 to be directly connected to the rear skin of the slat 10.

[0103] Furthermore, in the above embodiment, the drive connector 21 and guide connector 31 are illustrated as generally triangular plate-like bodies. However, the present invention is not limited to this, and the shapes of the drive connector 21 and guide connector 31 can be arbitrary.

[0104] Furthermore, the above embodiment illustrates a structure in which the sealing link of the sealing mechanism 60 is connected to the sealing plate 65 via the connecting part 61. However, the present invention is not limited to this, and the connecting part 61 may be omitted, allowing the sealing link to be directly connected to the sealing plate 65.

Claims

1. A slat high-lift system (100) disposed on the leading edge of an aircraft wing, comprising a slat (10), at least one drive mechanism (20), at least one traction guide mechanism (30), a first rib (40), and a second rib (50). One end of the drive mechanism is connected to the slat, and the other end is connected to the power source. The drive mechanism has a parallelogram mechanism. By moving the vertex of the parallelogram mechanism, i.e., the slat drive point (P), along the first guide rail (41) provided on the first rib, the slat is driven to perform the same circular motion as the rail-type slat. The linkage guiding mechanism is configured as a three-bar linkage, with one end configured as the linkage point (D) connected to the slat, and the other end configured as the linkage mechanism fixed point (C) fixed to the second rib. The sliding guide point (G) of the three-bar linkage moves along the second guide slide rail (51) provided on the second rib. The first wing rib and the second wing rib are disposed within the space enclosed by the leading edge skin (400) and the wing front spars (300). The curve of the first guide rail is fitted based on the same circular motion as that of the rail-type slat. The curve of the second guide rail is configured such that the engagement point is always located on the same circumference as the slat drive point. The drive mechanism and the guide mechanism are located at different cross-sectional positions of the slat.

2. The slat high-lift system as described in claim 1, characterized in that, The drive mechanism includes a drive shaft (S), a drive link (22), a drive rocker arm (23), and a guide link (24). The drive shaft passes through the first rib and is connected to the power source. One end of the drive linkage is pivotally connected to the slat, and the other end is pivotally mounted to the other end of the drive rocker arm. One end of the drive rocker arm is connected to the drive shaft. The guide link includes a first guide link (241) and a second guide link (242). One end of the first guide link and the second guide link are pivotally connected, and the connection point constitutes the slat drive point. The other end of the first guide link is pivotally connected to the middle position of the drive rocker arm in a rotatable manner, and the other end of the second guide link is pivotally connected to the drive link in a rotatable manner. A parallelogram mechanism is formed by the first guide link, the second guide link, the drive rocker arm, and the drive link.

3. The slat high-lift system as described in claim 1 or 2, characterized in that, The traction guide mechanism includes a first traction link (321), a second traction link (322), and a third traction link (323). One end of the first connecting rod is pivotally connected to the slat, and the other end is pivotally connected to one end of the second connecting rod, with the connection point constituting the sliding guide point. The other end of the second connecting rod is pivotally connected to one end of the third connecting rod. The other end of the third connecting rod is mounted on the second wing rib in a pivotable manner, and the connection point between the third connecting rod and the second wing rib constitutes the fixed point of the connecting mechanism.

4. The slat high-lift system as described in claim 2, characterized in that, The slat high-lift system also includes a sealing mechanism (60). The sealing mechanism includes a first sealing link (62), a second sealing link (63), a third sealing link (64), and a sealing plate (65). The sealing plate is formed with the same curved surface as the leading edge skin. One end of the first sealing link is pivotally connected to the sealing plate, and the other end is pivotally connected to one end of the drive link and the second sealing link. The other end of the second sealing link is pivotally connected to the sealing plate and one end of the third sealing link. The other end of the third sealing link is pivotally connected to the drive link.

5. The slat high-lift system as described in claim 3, characterized in that, The slat high-lift system also includes a sealing mechanism (60). The sealing mechanism includes a first sealing link (62), a second sealing link (63), a third sealing link (64), and a sealing plate (65). The sealing plate is formed with the same curved surface as the leading edge skin. One end of the first sealing link is pivotally connected to the sealing plate, and the other end is pivotally connected to one end of the drive link and the second sealing link. The other end of the second sealing link is pivotally connected to the sealing plate and one end of the third sealing link. The other end of the third sealing link is pivotally connected to the drive link.

6. The slat high-lift system as described in claim 2, characterized in that, The drive mechanism also includes a drive joint (21), which is formed as a plate-shaped body. One end of the drive joint is fixed to the rear skin (12) of the slat, and the other end of the drive joint is connected to the drive linkage in a pivotable manner.

7. The slat high-lift system (100) as described in claim 3, characterized in that, The traction guide mechanism also includes a guide joint (31), which is formed as a plate-shaped body. One end of the guide joint is fixed to the rear skin (12) of the slat, and the other end of the guide joint is connected to the first traction link in a pivotable manner.

8. The slat high-lift system as described in claim 4 or 5, characterized in that, The sealing mechanism further includes a connecting portion (61), which is formed in the shape of a long strip plate and is disposed on the inner surface of the sealing plate in a manner extending in the front-rear direction. One end of the first sealing link is connected to the connecting part in a pivotable manner. The other end of the second sealing link and one end of the third sealing link are connected to the connecting part in a pivotable manner.

9. The slat high-lift system as described in any one of claims 1, 2, 4 to 7, characterized in that, The slat high-lift system has one of the aforementioned guiding mechanisms and at least one of the aforementioned drive mechanisms.

10. The slat high-lift system as described in any one of claims 1, 2, 4 to 7, characterized in that, The guiding mechanism and the driving mechanism constitute a driving guiding device. The slat high-lift system has at least one set of the aforementioned drive-guide device.

11. A wing, characterized in that, Including the slat high-lift system according to any one of claims 1 to 10, The slat high-lift system is symmetrically arranged on the leading edge of the aircraft wing.

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