Aircraft wing and aircraft comprising aircraft wing

Abstract

The utility model provides an aircraft wing which comprises a leading edge slat and a fixed wing, the leading edge slat is provided with a slat notch, the slat notch comprises a slat corner cut part and a slat right-angle part which are arranged on at least one side of the slat notch, and the fixed wing is provided with a fixed wing protruding part corresponding to the slat notch in outline shape. A flow guide groove is formed in the protruding portion of the fixed wing. Through the cooperation of the slat corner cut part of the leading edge slat and the fixed wing protruding part of the fixed wing, the leading edge slat does not interfere with an engine hanging bracket when the rotation deflection angle is large, the capacity of the leading edge slat for providing the maximum lift force is improved, the structure is simplified, the possibly generated resistance is reduced, and the aerodynamic characteristics of the aircraft wing are improved. The utility model further provides an aircraft which comprises the aircraft wing.

Description

Technical Field

[0001] The utility model relates to the field of aircraft structures, and more specifically to an aircraft wing with improved aerodynamic characteristics, and to an aircraft including such an aircraft wing. Background Art

[0002] As the main component contributing lift to an aircraft, the aircraft wing plays an important role in the overall aerodynamic characteristics of the aircraft. The aircraft wing includes a basic wing with high-speed cruise characteristics and a lift augmentation device with low-speed takeoff and landing characteristics.

[0003] The leading-edge slat is a lift augmentation device of the aircraft wing, mainly used to increase the critical angle of attack of the aircraft and increase lift. It is installed at the leading edge of the wing and consists of one or several narrow small wings, which delays the airflow separation by increasing the camber of the airfoil, thereby increasing lift.

[0004] When the leading-edge slat is deployed, it forms a gap with the leading-edge surface of the basic wing, enabling the airflow with higher pressure on the lower wing surface to be accelerated through this gap and flow onto the upper wing surface. This design increases the velocity of the airflow in the boundary layer on the upper wing surface, reduces the pressure, eliminates the separation vortex, thereby delaying the airflow separation, avoiding stall at large angles of attack, and increasing the lift coefficient. Therefore, the functions of the leading-edge slat are mainly in two aspects: one is to delay the airflow separation on the wing, increase the critical angle of attack of the aircraft, so that the aircraft can fly at a larger angle of attack without stalling. The other is to increase the lift coefficient of the wing and improve the lift of the aircraft. During the takeoff and landing phases of the aircraft, the deployment of the leading-edge slat can effectively reduce the approach speed of the aircraft, shorten the takeoff and landing distances, and improve the takeoff and landing performance of the aircraft.

[0005] Generally speaking, the leading-edge slat is one of the important lift augmentation devices on the aircraft. Through reasonable design and application, it can significantly improve the takeoff and landing performance and flight safety of the aircraft.

[0006] For wing-mounted aircraft, the engine is connected to the wing through a pylon. The deployment position of the leading-edge lift augmentation device such as the leading-edge slat will be affected by the pylon. When the rotation deflection angle of the leading-edge lift augmentation device is relatively large, it will interfere with the pylon, which limits the deflectable angle of the leading-edge lift augmentation device, thereby limiting the ability of the leading-edge lift augmentation device to increase the maximum lift.

[0007] In the prior art, a leading-edge Krueger flap is used to solve the problem of interference between the leading-edge lift augmentation device and the engine pylon when the rotation deflection angle is relatively large. When the foldable leading-edge Krueger flap is retracted, it returns to the lower surface of the wing without affecting the wing profile. However, compared with the leading-edge slat, the leading-edge Krueger flap requires a more complex mechanism to implement and may generate greater drag.

[0008] In the prior art, an aircraft wing with a beveled leading-edge slat is also used to solve the problem of interference with the engine pylon. However, the fixed wing of this aircraft wing has a beveled geometric shape corresponding to the bevel of the leading-edge slat, which will affect the aerodynamic characteristics of the low-speed configuration.

[0009] Therefore, there is a need for an aircraft wing that can solve at least one of the above deficiencies. Summary of the Utility Model

[0010] To solve the problems of the above prior art, the present utility model proposes an aircraft wing, the purpose of which is to achieve at least one of the following purposes through the cooperation of the slat bevel part of the leading-edge slat and the fixed-wing protruding part of the fixed wing: one purpose is to prevent the leading-edge slat from interfering with the engine pylon when the rotation deflection angle is relatively large, and improve the ability of the leading-edge slat to provide the maximum lift; another purpose is to simplify the structure and reduce the possible resistance; and another purpose is to improve the aerodynamic characteristics of the aircraft wing. The present utility model also proposes an aircraft, which includes the above aircraft wing, and the purpose is to achieve at least one of the above purposes through the above aircraft wing.

[0011] Therefore, in a first aspect, the present utility model proposes an aircraft wing, which includes a leading-edge slat and a fixed wing. Among them, the leading-edge slat has a slat cutout, and the slat cutout includes a slat bevel part and a slat right-angle part arranged on at least one side thereof, while the fixed wing has a fixed-wing protruding part corresponding to the contour shape of the slat cutout, and a diversion groove is formed in the fixed-wing protruding part.

[0012] According to the above technical solution, the aircraft wing of the present utility model can achieve the following beneficial effects: through the design of the slat cutout and the fixed-wing protruding part, the leading-edge slat does not interfere with the engine pylon when the rotation deflection angle is relatively large, improves the ability of the leading-edge slat to provide the maximum lift, simplifies the structure, reduces the possible resistance, and improves the aerodynamic characteristics of the aircraft wing.

[0013] In an embodiment of the present utility model, the fixed-wing protruding part includes a main protruding part and a triangular protruding part, and the diversion groove is formed between the main protruding part and the triangular protruding part.

[0014] According to the above technical solution, the aircraft wing of the present utility model can achieve the following beneficial effects: through the design of the triangular protruding part, the aerodynamic characteristics of the aircraft wing are further improved.

[0015] In an embodiment of the present utility model, when the leading-edge slat is closed, a diversion channel is formed between the slat cutout and the fixed-wing protruding part, and the diversion groove constitutes a part of the diversion channel.

[0016] According to the above technical solution, the aircraft wing of the present utility model can achieve the following beneficial effects: By means of the flow guiding groove, the aerodynamic characteristics of the aircraft wing are further improved.

[0017] In the embodiment of the present utility model, the fixed wing protruding portion includes two triangular protruding portions arranged on both sides of the main body protruding portion, and a flow guiding groove is formed between each triangular protruding portion and the main body protruding portion.

[0018] According to the above technical solution, the aircraft wing of the present utility model can achieve the following beneficial effects: The aerodynamic characteristics of the aircraft wing are further improved.

[0019] In the embodiment of the present utility model, the slat cut-off portion includes an inclined plane that matches the shape of the triangular protruding portion.

[0020] According to the above technical solution, the aircraft wing of the present utility model can achieve the following beneficial effects: Through the design of the inclined plane, the aerodynamic characteristics of the aircraft wing are improved.

[0021] In the embodiment of the present utility model, the main body protruding portion is formed with additional flow guiding grooves.

[0022] According to the above technical solution, the aircraft wing of the present utility model can achieve the following beneficial effects: Through the design of the additional flow guiding grooves, the aerodynamic characteristics of the aircraft wing are improved.

[0023] In the embodiment of the present utility model, the slat cut-off portion and the slat right-angle portion are arranged on the inner side.

[0024] According to the above technical solution, the aircraft wing of the present utility model can achieve the following beneficial effects: The aerodynamic characteristics of the aircraft wing are further improved.

[0025] In the embodiment of the present utility model, the leading-edge slat is made of an alloy material or a composite material.

[0026] According to the above technical solution, the aircraft wing of the present utility model can achieve the following beneficial effects: While meeting the strength requirements and aerodynamic characteristics requirements, the total weight of the aircraft is reduced.

[0027] In a second aspect, the present utility model provides an aircraft, which includes the aircraft wing as described in the first aspect. An engine pylon is arranged below the aircraft wing, and the position of the engine pylon corresponds to the position of the slat cut of the leading-edge slat of the aircraft wing, so that when the leading-edge slat is deployed, there is no interference between the leading-edge slat and the engine pylon.

[0028] According to the above technical solution, the aircraft of the present utility model can achieve the following beneficial effects: Through the design of the slat cutout and the fixed wing protrusion, the leading-edge slat does not interfere with the engine pylon when the rotation deflection angle is relatively large, improving the ability of the leading-edge slat to provide maximum lift, simplifying the structure, reducing the possible resistance, and improving the aerodynamic characteristics of the aircraft wing.

[0029] It should be understood that the above utility model content is provided to introduce a selection of concepts that will be further described in detail. This does not mean identifying the key or essential features of the claimed subject matter, and the scope of the claimed subject matter is uniquely defined by the appended claims. In addition, the claimed subject matter is not limited to embodiments that solve any disadvantages noted above or in any part of this disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The further features, exemplary embodiments, and advantages of the present utility model will be explained in more detail below with reference to the accompanying drawings. It can be understood that this embodiment cannot exhaust the entire scope of the present utility model. It will be further understood that some or all of the features described below can also be combined in other ways, where:

[0031] Figure 1 is a partial perspective view of an aircraft wing according to an embodiment of the present utility model, where the leading-edge slat is in the closed position;

[0032] Figure 2 is a partial perspective view of an aircraft wing according to an embodiment of the present utility model, where the leading-edge slat is in the deployed position;

[0033] Figure 3 is a perspective view of an aircraft wing with an engine according to an embodiment of the present utility model, where the aircraft wing is in a low-speed configuration;

[0034] Figure 4 is a top view of an aircraft wing with an engine according to an embodiment of the present utility model, where the aircraft wing is in a low-speed configuration;

[0035] Figure 5 is a perspective view of an aircraft wing with an engine according to an embodiment of the present utility model, where the aircraft wing is in a high-speed configuration;

[0036] Figure 6 is a top view of an aircraft wing with an engine according to an embodiment of the present utility model, where the aircraft wing is in a high-speed configuration;

[0037] Figure 7a is a simulation of the low-speed configuration of an aircraft wing of the prior art;

[0038] Figure 7bIt is a simulation of the low-speed configuration of an aircraft wing according to an embodiment of the present utility model;

[0039] Figure 8 It is a curve graph of the simulation results of the high-speed configurations of an aircraft wing in the prior art and an aircraft wing according to the present utility model.

[0040] List of reference numerals

[0041] 1 Aircraft wing;

[0042] 100 Leading-edge slat;

[0043] 101 Slat cutout;

[0044] 101a Slat cut corner;

[0045] 101b Slat right-angle part;

[0046] 102 Oblique cutting surface;

[0047] 103 Flow guide groove;

[0048] 200 Fixed wing;

[0049] 201 Fixed-wing protrusion;

[0050] 202 Main body protrusion;

[0051] 203 Triangular protrusion;

[0052] 204 Flow guide groove;

[0053] 205 Fixed-wing leading-edge surface;

[0054] 300 Engine;

[0055] 301 Engine pylon. Detailed implementation manners

[0056] The following will describe the specific embodiments of the present utility model. It should be noted that in the specific description of these embodiments, for the sake of concise description, this specification cannot describe all features of the actual embodiments in detail. It should be understood that in the actual implementation process of any embodiment, just as in the process of any engineering project or design project, in order to achieve the specific goals of the developer and to meet system-related or business-related restrictions, various specific decisions are often made, and these will also change from one embodiment to another. In addition, it should also be understood that although the efforts made in such a development process may be complex and lengthy, for those of ordinary skill in the art related to the content disclosed in the present utility model, some design, manufacturing, or production changes based on the technical content disclosed in this disclosure are only conventional technical means and should not be understood as the content of this disclosure being insufficient.

[0057] Unless otherwise defined, the technical terms or scientific terms used in the claims and the specification should have the ordinary meaning understood by those of ordinary skill in the technical field to which the present utility model belongs. The "first", "second" and similar terms used in the specification and claims of the present utility model patent application do not denote any order, quantity or importance, but are only used to distinguish different components. The terms such as "a" or "an" do not denote a quantity limitation, but mean that there is at least one. The terms such as "comprising" or "including" mean that the elements or objects appearing before "comprising" or "including" cover the elements or objects listed after "comprising" or "including" and their equivalent elements, and do not exclude other elements or objects. The terms such as "connected" or "coupled" are not limited to physical or mechanical connections, nor are they limited to direct or indirect connections. In this article, terms such as "inner side", "outer side", "inward", "outward", "proximal side", "distal side", etc. are only used to illustrate the relative positions of the elements.

[0058] Figure 1 is a partial perspective view of an aircraft wing 1 according to an embodiment of the present utility model, wherein the leading edge slat 100 is in the closed position, and Figure 2 is a partial perspective view of an aircraft wing 1 according to an embodiment of the present utility model, wherein the leading edge slat 100 is in the deployed position.

[0059] As Figure 1 and 2As shown, according to an embodiment of the present utility model, an aircraft wing 1 includes a leading-edge slat 100 and a fixed wing 200. The leading-edge slat 100 is capable of moving between a closed position and a deployed position. When the leading-edge slat 100 is in the closed position, the leading-edge slat 100 fits on the fixed wing 200. At this time, the aircraft wing 1 is in a high-speed configuration, which is beneficial to the high-speed cruise of the aircraft. When the leading-edge slat 100 is in the deployed position, there is a gap between the leading-edge slat 100 and the leading-edge surface 205 of the fixed wing 200. At this time, the aircraft wing 1 is in a low-speed configuration, which is beneficial to the takeoff and landing of the aircraft.

[0060] The leading-edge slat 100 has a slat cutout 101. Specifically, the slat cutout 101 is a cutout on the leading-edge slat 100. On at least one side of the slat cutout 101, preferably on the inner side of the slat cutout 101 (i.e., the side closer to the wing root), it is composed of a slat cut corner 101a and a slat right angle 101b. There is an angle between the slat cut corner 101a and the slat right angle 101b. In other words, there is a corner between the slat cut corner 101a and the slat right angle 101b. Preferably, the slat right angle 101b is substantially vertical. In the embodiment as Figure 1 shown, the slat cut corner 101a is relatively arranged on the upper part of the slat right angle 101b.

[0061] The slat cutout 101 is beneficial to avoiding interference between the leading-edge slat 100 and the engine pylon 301 in the deployed position, and the slat cut corner 101a can improve the aerodynamic characteristics of the aircraft wing 1 (which can be better understood in combination with Figure 5 and Figure 6 ).

[0062] According to the above technical solution, the aircraft wing 1 of the present utility model can achieve the following beneficial technical effects: Through the design of the slat cutout 101, when the leading-edge slat 100 has a relatively large rotational deflection angle, for example, in the deployed position, it does not interfere with the engine pylon 301, improves the ability of the leading-edge slat 100 to provide the maximum lift, simplifies the structure, and reduces the possible resistance generated.

[0063] The fixed wing 200 has a fixed wing protrusion 201. Specifically, the fixed wing protrusion 201 is a protrusion protruding outward from the leading-edge surface 205 of the fixed wing 200. The geometric shape of the fixed wing protrusion 201 is correspondingly complementary to the geometric shape of the slat cutout 101 of the leading-edge slat 100.

[0064] A flow guiding groove 204 is formed in the fixed wing protrusion 201 for guiding the airflow to improve the aerodynamic characteristics of the aircraft wing 1 when the aircraft wing 1 is in the low-speed configuration, that is, when the leading-edge slat 100 is in the deployed position. This will be described in more detail below in combination with Figure 7a and 7b ).

[0065] According to the above technical solution, the aircraft wing 1 of the present utility model can achieve the following beneficial technical effects: Through the design of the fixed-wing protruding part 201, the aerodynamic characteristics of the aircraft wing 1 can be improved.

[0066] Figure 3 is a three-dimensional schematic diagram of an aircraft wing 1 with an engine 300 according to an embodiment of the present utility model, and Figure 4 is a top view schematic diagram of an aircraft wing 1 with an engine 300 according to an embodiment of the present utility model, where the aircraft wing 1 is in a high-speed configuration. Figure 5 is a three-dimensional schematic diagram of an aircraft wing 1 with an engine 300 according to an embodiment of the present utility model, and Figure 6 is a top view schematic diagram of an aircraft wing 1 with an engine 300 according to an embodiment of the present utility model, where the aircraft wing 1 is in a low-speed configuration.

[0067] In Figures 3 - 6 , the engine 300 is arranged on the lower side of the aircraft wing 1 through an engine pylon 301. Specifically, the position of the engine pylon 301 corresponds to the position of the slat cutout 101 of the leading-edge slat 100.

[0068] As Figure 3 and Figure 4 shown, when the leading-edge slat 100 is in the closed position, the leading-edge slat 100 fits on the fixed wing 200, particularly on the leading-edge surface 205 of the fixed wing 200. At this time, the aircraft wing 1 is in a high-speed configuration, which is beneficial to the high-speed cruise of the aircraft.

[0069] As Figure 5 and Figure 6 shown, when the leading-edge slat 100 is in the deployed position, there is a gap between the leading-edge slat 100 and the leading-edge surface 205 of the fixed wing 200. At this time, the aircraft wing 1 is in a low-speed configuration, which is beneficial to the takeoff and landing of the aircraft. Due to the slat cutout 101 of the leading-edge slat 100, when the leading-edge slat 100 is in the deployed position, the leading-edge slat 100 will not interfere with the engine pylon 301, which is beneficial to improving the ability of the leading-edge slat 100 to provide the maximum lift.

[0070] Preferably, the fixed-wing protruding part 201 includes a main protruding part 202 and a triangular protruding part 203, and a flow guiding groove 204 is formed between the main protruding part 202 and the triangular protruding part 203. The triangular protruding part 203 can further improve the aerodynamic characteristics of the aircraft wing 1 when the aircraft wing 1 is in a low-speed configuration, that is, when the leading-edge slat 100 is in the deployed position.

[0071] More preferably, the triangular protrusion 203 of the fixed-wing protrusion 201 is arranged inside the main body protrusion 202 (i.e., the side closer to the wing root), which is beneficial to improving the aerodynamic characteristics of the aircraft wing 1.

[0072] Optionally, the fixed-wing protrusion 201 includes two triangular protrusions 203 arranged on both sides of the main body protrusion 202, and a flow guiding groove 204 is formed between each triangular protrusion 203 and the main body protrusion 202. This can further improve the aerodynamic characteristics of the aircraft wing 1.

[0073] According to the above technical solution, the aircraft wing 1 of the present utility model can achieve the following beneficial technical effects: Through the design of the triangular protrusion 203, the aerodynamic characteristics of the aircraft wing 1 in the low-speed configuration can be further improved.

[0074] More preferably, as Figure 1 shown, when the leading-edge slat 100 is in the closed position, the leading-edge slat 100 fits on the fixed wing 200, and the slat cut angle portion 101a and the slat right-angle portion 101b of the slat cut 101 cooperate with the triangular protrusions 203 on the corresponding sides of the fixed-wing protrusion 201 and with the corresponding sides of the main body protrusion 203, so as to form a flow guiding groove 103 at the leading edge of the aircraft wing 1. More specifically, the flow guiding groove 103 is defined by the triangular protrusion 203, the main body protrusion 203, and the slat right-angle portion 101b. More specifically, the flow guiding groove 103 includes the flow guiding groove 204 of the fixed-wing protrusion 201. In other words, the flow guiding groove 204 constitutes a part of the flow guiding groove 103. More specifically, the flow guiding groove 204 constitutes the upper part of the flow guiding groove 103.

[0075] According to the above technical solution, the aircraft wing 1 of the present utility model can achieve the following beneficial technical effects: By forming a longer flow guiding groove 103, it is beneficial to improving the aerodynamic characteristics of the aircraft wing 1 when the leading-edge slat 100 is closed.

[0076] Furthermore, the slat cut angle portion 101a of the slat cut 101 of the leading-edge slat 100 includes an inclined plane 102 that is shaped to fit the triangular protrusion 203, which is beneficial to improving the aerodynamic characteristics of the aircraft wing 1 when the leading-edge slat 100 is deployed.

[0077] Optionally, additional flow guiding grooves can also be formed in the main body protrusion, which can further improve the aerodynamic characteristics of the aircraft wing 1 in the low-speed configuration.

[0078] The leading-edge slat 100 of the aircraft wing 1 is made of an alloy material or a composite material to reduce the total weight of the aircraft while meeting the strength requirements and aerodynamic characteristics requirements.

[0079] Figure 7a is a simulation of the low-speed configuration of the aircraft wing of the prior art, whileFigure 7b It is a simulation of the low-speed configuration of the aircraft wing according to the embodiment of the present invention.

[0080] For the low-speed configuration, the leading-edge slat 100 is deployed. Under the low-speed and high-angle-of-attack conditions of the aircraft, flow separation is likely to occur on the upper wing surface of the wing behind the aircraft engine. Therefore, the following simulation parameters are adopted to simulate the traditional aircraft wing and the aircraft wing 1 of the present invention respectively: the flight Mach number is set to 0.2, and the angle of attack (AOA, also known as the angle of incidence) is set to 22 degrees.

[0081] As Figure 7a shown, in the traditional aircraft wing in the prior art under low-speed and high-angle-of-attack conditions, there is an obvious flow separation area on the upper wing surface of the wing behind the engine. This flow separation will reduce the lift of the aircraft and thus cause the aircraft to stall.

[0082] As Figure 7b shown, when the aircraft wing 1 according to the embodiment of the present invention is under low-speed and high-angle-of-attack conditions, the diversion grooves 204 of the fixed-wing protrusion 201 and the triangular protrusion 203 play the role of a vortex generator. The flow separation area on the upper wing surface of the wing behind the engine 300 is significantly reduced, and the aerodynamic characteristics of the aircraft wing 1 are significantly improved. It can be seen that the aircraft wing 1 according to the embodiment of the present invention can improve the ability of the leading-edge slat to provide the maximum lift and delay the stall of the aircraft.

[0083] Figure 8 It is a curve graph of the simulation results of the high-speed configurations of the prior-art aircraft wing and the aircraft wing 1 according to the present invention. Among them, the AOA (Angle of attack) on the horizontal axis refers to the angle of attack (also known as the angle of incidence), and the CD (coefficient of drag) on the vertical axis refers to the drag coefficient.

[0084] For the high-speed configuration of the aircraft wing, that is, when the leading-edge slat of the aircraft wing is retracted, for the high-speed and low-angle-of-attack conditions of the aircraft, more attention is paid to the drag coefficient. Therefore, the aircraft Mach number is set to 0.785, and the angle of attack is 0 to 8 degrees. The prior art and the aircraft wing of this application are respectively simulated, and the simulation results are as Figure 8 shown.

[0085] In the prior art, in the traditional aircraft wing in the high-speed configuration, there is flow congestion and cross flow at the connection of the engine, engine pylon and the wing, while the diversion grooves 204 of the aircraft wing 1 according to the present invention can improve the cross flow and flow congestion phenomena. As Figure 8 shown, compared with the traditional aircraft wing in the prior art, the aircraft wing 1 of the present invention has a reduced drag coefficient in the range of 0 to 8 degrees of the angle of attack in the high-speed configuration. In the range of 0 to 4 degrees of the angle of attack commonly used in the high-speed configuration, the drag coefficient is reduced by about 0.8%.

[0086] The present utility model further provides an aircraft, which includes the above-mentioned aircraft wing 1. An engine pylon 301 is arranged below the aircraft wing 1. The position of the engine pylon 301 corresponds to the position of the slat cutout 101 of the slat 100 at the leading edge of the aircraft wing 1, so that when the leading-edge slat 100 is deployed, there is no interference between the leading-edge slat 100 and the engine pylon 301.

[0087] In this document, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, such that a process, method, structure or device comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, structure or device. Without further limitation, an element defined by the statement "comprising..." does not exclude the presence of additional identical elements in the process, method, structure or device comprising the said element.

[0088] The description of the utility model is given for purposes of illustration and description, and is not intended to be exhaustive or to limit the utility model to the disclosed form. Many modifications and variations are obvious to those of ordinary skill in the art. The embodiments are chosen and described in order to better explain the principles of the utility model and its practical application, and to enable those of ordinary skill in the art to understand the utility model and design various embodiments with various modifications suitable for specific purposes.

Claims

1. An aircraft wing, the aircraft wing comprising a leading edge slat and a fixed wing, characterized in that, The leading-edge slat has a slat cutout, the slat cutout includes a slat chamfered portion and a slat right-angle portion arranged on at least one side thereof, and the fixed wing has a fixed-wing protruding portion corresponding to the contour shape of the slat cutout, and the fixed-wing protruding portion is formed with a diversion groove.

2. The aircraft wing according to claim 1, characterized in that, The fixed-wing protruding portion includes a main body protruding portion and a triangular protruding portion, and the diversion groove is formed between the main body protruding portion and the triangular protruding portion.

3. The aircraft wing according to claim 2, characterized in that, When the leading-edge slat is closed, a diversion channel is formed between the slat cutout and the fixed-wing protruding portion, and the diversion groove constitutes a part of the diversion channel.

4. The aircraft wing according to claim 2, characterized in that, The fixed-wing protruding portion includes two triangular protruding portions arranged on both sides of the main body protruding portion, and a diversion groove is formed between each triangular protruding portion and the main body protruding portion.

5. The aircraft wing according to any one of claims 2 or 4, characterized in that, The slat chamfered portion includes an inclined plane that is shape-fitted with the triangular protruding portion.

6. The aircraft wing according to claim 2, characterized in that, The main body protruding portion is formed with additional diversion grooves.

7. The aircraft wing according to claim 1, characterized in that, The slat chamfered portion and the slat right-angle portion are arranged on the inner side.

8. The aircraft wing according to claim 1, characterized in that, The leading-edge slat is made of an alloy material or a composite material.

9. An aircraft, characterized in that, The aircraft includes an aircraft wing as described in any one of claims 1 to 8, and an engine pylon is arranged below the aircraft wing.

10. The aircraft according to claim 9, characterized in that, The position of the engine pylon corresponds to the position of the slat cutout of the leading-edge slat of the aircraft wing, so that when the leading-edge slat is deployed, the leading-edge slat does not interfere with the engine pylon.

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