Wing arrangement

Abstract

Wing arrangement (10) in the form of a propeller blade of a propeller of a fixed-wing aircraft or a gyroplane or in the form of a rotor blade of a main or secondary rotor of an aircraft with wings, a helicopter or a gyroplane or in the form of a rotor blade of a rotor of a wind turbine, wherein the wing arrangement (10) comprises a main wing (12) and a leading edge wing (14) spaced apart in front of the main wing (12) in the opposite direction of flow (22), wherein, viewed in a vertical cross-section along the flow direction (22), a length (D) of a section (32) of the leading edge flap (14) extending forward against the flow direction (22) beyond a length (A) of the main wing (12) is at least 20% of a total length (C) of the wing assembly (10) in the flow direction (22), characterized in that a gap (16) with a flow inlet (18) and a defined, unchanging flow outlet (20) is formed between the leading edge flap (14) and the main flap (12).

Description

[0001] The present invention relates to a wing assembly according to the preamble of claim 1. This assembly is configured in the form of a propeller blade of a propeller of a fixed-wing aircraft or a gyroplane. It can also be configured in the form of a rotor blade of a main or secondary rotor of an aircraft with wings, a helicopter, or a gyroplane. Furthermore, the wing assembly can also be configured in the form of a rotor blade of a wind turbine rotor.

[0002] The wing assembly comprises a main wing and a leading edge slat attached to it at a distance in front of the main wing, opposite to the direction of flow, such that a gap with a flow inlet and a defined flow outlet is formed between the leading edge slat and the main wing. In a vertical cross-section along the direction of flow, the length of a section of the leading edge slat extending forward beyond the length of the main wing, opposite to the direction of flow, is at least 20% of the total length of the wing assembly in the direction of flow.

[0003] In rotor or propeller applications, wing arrangements of the type mentioned above are intended to serve as rotor blades or propeller blades. These are designed to be particularly efficient.

[0004] From AT 10 992 U1, a blade arrangement in the form of a rotor for a so-called vertical-axis wind turbine of the type mentioned above is known. The rotor is rotatable about a vertical axis of rotation and has four rotor blades circumferentially, each extending vertically parallel to the axis of rotation. Each rotor blade comprises a main blade and a leading edge blade that is freely rotatable about an axis of rotation parallel to the vertical axis of rotation of the rotor. The rotor is always subjected to wind laterally from the same direction, perpendicular to the axis of rotation. This results in one half of the rotor always being accelerated by the wind, while the wind has a braking effect on the other half of the rotor. Due to the curved shape of the rotor blades, the rotor is nevertheless set into a rotational motion in the prior art.

[0005] WO 2005 / 023 645 A1 discloses a wing arrangement in the form of an airfoil which includes a fan between a front section and a rear section of the airfoil to accelerate the airflow along a top or bottom surface of the airfoil.

[0006] Based on the described prior art, the present invention aims to provide a simple and cost-effective way to accelerate an airflow flowing in the direction of flow on the upper surface of a propeller or rotor blade, without excessively increasing air resistance.

[0007] To solve this problem, a wing arrangement with the features of claim 1 is proposed.

[0008] The leading edge slat has a relatively long extent in the direction of the flow. In particular, the leading edge slat extends against the direction of the flow beyond a forward section of the main wing to such an extent that the length (D) of the section of the leading edge slat extending forward against the direction of the flow beyond the length (A) of the main wing is at least 20% of the total length (C) of the wing assembly, comprising the main wing and the leading edge slat, in the direction of the flow.

[0009] A vertical cross-section within the meaning of the present invention refers to a profile section through the wing assembly that runs perpendicular to a longitudinal extent of the wing assembly. The term "wing assembly" merely clarifies that it consists of a main wing and a leading edge slat. This term does not refer to the orientation of the wing surfaces relative to the fuselage.

[0010] The inventive design of the wing arrangement leads to a particularly strong acceleration of the airflow on the upper surface of the main wing. This allows the main wing to be made thinner in a vertical cross-section along the flow direction, which in turn leads to lower drag. The profile of the main wing can be narrower in the vertical cross-section. The camber of the main wing can be less pronounced than in conventional wing arrangements with a main wing and an attached leading edge slat.

[0011] Due to the relatively large dimensions of the leading edge slat and the relatively small dimensions of the main wing compared to wing arrangements known from the prior art, a relatively high cruising speed can be achieved when the wing arrangement is used as an airfoil for an aircraft.

[0012] Nevertheless, the wing configuration allows for relatively high lift at low speeds when used as an aircraft wing, which is particularly advantageous during takeoff and landing. This is especially true at high angles of attack during slow flight.

[0013] The leading-edge slat extends over the entire length or only a portion of the main wing. For aircraft intended for short takeoff and landing distances, the leading-edge slat preferably extends over the entire length of the main wing. For aircraft intended for higher cruising speeds, the leading-edge slat may extend over only a portion of the main wing's length, preferably only on the outer edges, i.e., at the wingtips. Positioning the leading-edge slats on the outer edges has the advantage of improving the aircraft's controllability at low speeds due to the longer lever arm.

[0014] In a vertical cross-section viewed along the flow direction, the leading edge flap preferably extends relatively far beyond the main wing. Unlike in the prior art, where known leading edge flaps are arranged only in front of a leading edge section of the main wing, in the invention, although also arranged in front of the leading edge section of the main wing, its trailing edge section extends beyond a leading edge section of the main wing. In particular, the flow outlet is formed between an upper surface of the main wing and an underside of the leading edge flap. Accordingly, it is proposed that, in a vertical cross-section viewed along the flow direction, the sum of the length (B) of the leading edge flap in the flow direction and the length (A) of the main wing is greater than the total length (C) of the wing assembly in the flow direction.The overall length is shorter than the sum of the lengths of the main and leading-edge slats, because the leading-edge slat is at least partially positioned above or overlaps the main slat.

[0015] According to an advantageous embodiment of the invention, it is proposed that, in a vertical cross-section viewed along the flow direction, the length (B) of the leading edge flap in the flow direction is at least 50% of the length (A) of the main flap in the flow direction. Preferably, the length (B) of the leading edge flap is between 50% and 80% of the length (A) of the main flap.

[0016] The statements made here regarding wings also apply accordingly to propeller or rotor blades.

[0017] As a further solution to the problem of the present invention, a wing arrangement with the features of claim 4 is proposed. The wing arrangement according to claim 8 can also be designed such that, viewed in a vertical cross-section along the flow direction, the length of a section of the leading edge extending forward against the flow direction beyond a length of the main wing is at least 20% of the total length of the wing arrangement in the flow direction.

[0018] However, the claimed wing arrangement according to claim 4 also has the stated advantages if, viewed in a vertical cross-section along the flow direction, the length of a section of the leading edge extending forward against the flow direction beyond a length of the main wing is not at least 20% of the total length of the wing arrangement, but less.

[0019] The trailing edge of the leading edge, in the direction of flow, is therefore particularly favorably positioned to extend beyond the upper surface of a fixed section of the main wing.

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

[0021] The leading edge slat is fixedly attached to a fixed section of the main wing. Therefore, the dimensions of the air gap between the leading edge slat and the main wing always remain constant.

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

[0023] The wing arrangement according to the invention can be used for a wide variety of applications. In accordance with the invention, the wing arrangement is configured as a rotor blade of a main and / or auxiliary rotor of a helicopter or as a rotor blade of a wind turbine rotor. In these applications, the special features and advantages of the wing arrangement according to the invention are particularly evident. This also applies in a rigid configuration (without a movable leading edge; fixed relationship between the leading edge slat and the main wing) as a propeller for piston-engine or turboprop aircraft.

[0024] In this sense, the present invention relates to a helicopter with a main and / or secondary rotor with rotor blades or a wind turbine with a rotor with rotor blades, wherein the rotor blades of the helicopter or the wind turbine are designed as a wing arrangement according to the invention of the type described above.

[0025] Further features and advantages of the present invention are explained in more detail below with reference to the figures. Each of the features shown in the figures can be essential to the invention on its own, even if this is not shown in the figures and not expressly mentioned in the description. Likewise, it is conceivable that several of the features shown in the figures can be combined with one another in any way, even if such a combination is not shown in the figures and not expressly mentioned in the description. The figures show: Fig. 1 a wing arrangement according to the invention in a first preferred embodiment; Fig. 2 a wing arrangement according to the invention in a further preferred embodiment in a first position; Fig. 3 the wing arrangement according to the invention made of Fig. 2 in a second position; Fig. 4 the wing arrangement according to the invention made of Fig. 2 in a third position; and Fig. 5 a wing arrangement according to the invention in a further preferred embodiment.

[0026] Fig. Figure 1 shows a schematic view in a vertical cross-section of a wing arrangement 10 according to the invention in a first preferred embodiment. The wing arrangement 10 comprises a main wing 12 and a leading edge wing 14 attached to it in front of the main wing 12, opposite to a flow direction 22. A gap 16 with a flow inlet 18 and a flow outlet 20 is formed between the leading edge wing 14 and the main wing 12. The vertical cross-section runs essentially perpendicular to a longitudinal extent of the wing arrangement 10 and along the flow direction 22 of an airflow 24 flowing through the gap 16 during operation of the wing arrangement 10.

[0027] In order to provide a simple and cost-effective way to accelerate an airflow 24 flowing in the direction of flow 22 on a top surface 26 of the main wing 12 without excessively increasing the drag of the wing assembly 10, it is proposed that, viewed in the vertical cross-section along the direction of flow 22, a length D of a section 32 of the leading edge slat 14 extending forward against the direction of flow 22 beyond a length A of the main wing 12 shall be at least 20% of a total length C of the wing assembly 10 in the direction of flow 22.

[0028] The wing arrangement 10 according to the invention can be used for a variety of applications. In particular, it is proposed that the wing arrangement 10 be configured as a rotor blade of a main and / or auxiliary rotor of a helicopter or as a rotor blade of a wind turbine rotor. It would also be conceivable to use the invention in a main rotor and in a rigid configuration in a propeller of a gyroplane. Likewise, it could be used as a propeller for motor- and turbine-powered fixed-wing aircraft, here with a fixed gap arrangement, i.e., without a movable nose. In all these applications, the special features and advantages of the wing arrangement 10 according to the invention are particularly evident.

[0029] Thus, the following relationship applies to the wing arrangement 10 according to the invention: D≥(0.2×C)

[0030] This can be achieved by giving the leading edge flap 14 a relatively long extent B in the flow direction 22 compared to known wing arrangements. In particular, the leading edge flap 14 extends beyond a forward section 35 of the main wing 12 against the flow direction 22 to such an extent that the length D of the section of the leading edge flap 14 extending forward beyond the length A of the main wing 12 against the flow direction 22 is at least 20% of the total length C of the wing arrangement 10, comprising the main wing 12 and the leading edge flap 14, in the flow direction 22.

[0031] The inventive design of the wing arrangement 10 leads to a particularly strong acceleration of the airflow 24 on the upper surface 26 of the main wing 12. This allows the main wing 12 to be made thinner in the vertical cross-section along the flow direction 22, which in turn leads to lower drag. The profile of the main wing 12 can be narrower in the vertical cross-section. Furthermore, the camber of the main wing 12 can be less pronounced than in conventional wing arrangements with a main wing and an attached leading edge slat.

[0032] Due to the relatively large dimension B of the leading edge slat 14 and the relatively small dimension A of the main wing 12, compared to wing arrangements known from the prior art, a low resistance of the wing arrangement 10 can be achieved and, when the wing arrangement 10 is used as an airfoil for an aircraft, a relatively high cruising speed can be achieved.

[0033] Nevertheless, the wing configuration 10, when used as an aircraft wing, allows for relatively high lift at low speeds, particularly through a correspondingly high angle of attack, which is especially advantageous during takeoff and landing. Furthermore, there is a significant safety aspect: a stall is considerably delayed until the aircraft reaches lower speeds, meaning the stall becomes gentler, if not impossible, as the aircraft can only enter a stall – while maintaining elevator and rudder control.

[0034] Viewed in the vertical cross-section along the flow direction 22, the leading edge flap 14 preferably extends relatively far over the main wing 12. In the example shown, a rear section 30 of the leading edge flap 14, which extends over the main wing 12, results from the difference between the length B of the leading edge flap in the flow direction 22 and the length D of the front section 32 of the leading edge flap 14, which projects forward over the main wing 12 against the flow direction 22.

[0035] Unlike in the prior art, where the known leading-edge slats are arranged only in front of a leading-edge section of the main wing, in the invention the leading-edge slat 14 is also arranged in front of (against the flow direction 22) the leading-edge section 35 of the main wing 12, but its trailing-edge section 30 extends beyond the leading-edge section 35 of the main wing 12. In particular, the flow outlet 20 is formed between the upper surface 26 of the main wing 12 and a lower surface 34 of the leading-edge slat 14. In this sense, it is proposed that, viewed in the vertical cross-section along the flow direction 22, the sum of the length B of the leading-edge slat 14 in the flow direction 22 and the length A of the main wing 12 is greater than the total length C of the wing assembly 10 in the flow direction 22.The total length C is shorter than the sum A+B of the lengths of the main and leading edge slats 12, 14, because the leading edge slat 14 is at least partially arranged above or overlaps the main slat 12.

[0036] Therefore, the following relationship preferably also applies to the wing arrangement 10 according to the invention: C<(A+B)

[0037] Furthermore, it is proposed that, in the vertical cross-section viewed along the flow direction 22, the length B of the leading edge flap 14 in the flow direction 22 is at least 50% of the length A of the main flap 12 in the flow direction 22. Preferably, viewed in the flow direction 22, the length B of the leading edge flap 14 is between 50% and 80% of the length A of the main flap 12.

[0038] Therefore, the following relationship preferably also applies to the wing arrangement 10 according to the invention: B≥(0.5×A), or (0.5×A)≤B≤(0.8×A)

[0039] Furthermore, it is proposed that the length B of the leading edge slat 14, less the length D of a section 32 of the leading edge slat 14 extending forward beyond the length A of the main wing 12 in the opposite direction of the flow 22, shall be at least 5%, preferably at least 10%, and particularly preferably at least 15% of the total length C of the entire wing assembly 10. The following relationship therefore applies: (B−D)≥(0.05×C).

[0040] In the example of the Fig. 1. The front section 35 of the main wing 12 is preferably fixed, i.e., not movable. However, it would also be conceivable – though not for applications of the wing arrangement 10 as a rotor or propeller blade – that a nose 28 of the main wing 12, formed opposite to the flow direction 22 on the front section 35 of the main wing 12, is movable with respect to a fixed rear section 36 of the main wing 12 arranged behind it in the flow direction 22.

[0041] The nose 28 is preferably rotatable about an axis 52 that runs approximately parallel to the longitudinal extent of the wing assembly 10. The axis of rotation 52 can also be located at any position other than that shown in the figures. Moving the nose 28 causes the nose 28 to be lowered or raised, or the airflow inlet 18 to be enlarged or reduced. The possibility of moving the nose 28 of the main wing 12 is shown in Fig. 1 indicated by a double arrow 38. The movement of the nose 28 of the main wing 12 is described below with reference to the Fig. 2-4 explained in more detail.

[0042] The wing arrangement 10 can also be designed such that, in the vertical cross-section viewed along the flow direction 22, the length D of the section 32 of the leading edge 14 extending forwards against the flow direction 22 beyond the length A of the main wing 12 is at least 20% of the total length C of the wing arrangement 10 in the flow direction 22.

[0043] However, a wing arrangement 10 with a movable nose 28 also has the stated advantages if, viewed in the vertical cross-section along the flow direction 22, the length D of the section 32 of the leading edge 14 extending forward against the flow direction 22 beyond the length A of the main wing 12 is not at least 20% of the total length C of the wing arrangement 10, but less.

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

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

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

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

[0048] Furthermore, it is proposed that in the wing arrangement 10, the aft section 30 of the leading edge slat 14, in the direction of flow 22, is arranged above the fixed section 36 of the main wing 12. If the main wing 12 has a movable leading edge 28, the fixed section is the aft section 36 of the main wing 12. If the main wing 12 does not have a movable leading edge 28, the fixed section is formed by the entire main wing 12, e.g., in rotor or propeller applications. This does not apply to wind turbine rotors, as these are passively driven. Nor does it apply to aircraft wings.

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

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

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

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

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

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

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

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

Claims

[1] Wing assembly (10) in the form of a propeller blade of a propeller of a fixed-wing aircraft or a gyroplane or in the form of a rotor blade of a main or secondary rotor of an aircraft with wings, a helicopter or a gyroplane or in the form of a rotor blade of a rotor of a wind turbine, wherein the wing arrangement (10) comprises a main wing (12) and a leading edge wing (14) spaced apart in front of the main wing (12) in the opposite direction of flow (22), wherein, viewed in a vertical cross-section along the flow direction (22), a length (D) of a section (32) of the leading edge flap (14) extending forward against the flow direction (22) beyond a length (A) of the main wing (12) is at least 20% of a total length (C) of the wing assembly (10) in the flow direction (22), characterized by, that a gap (16) with a flow inlet (18) and a defined, unchanging flow outlet (20) is formed between the leading edge flap (14) and the main flap (12). [2] Wing arrangement (10) according to claim 1, wherein, in the vertical cross-section along the flow direction (22), the sum of a length (B) of the leading edge wing (14) in the flow direction (22) and the length (A) of the main wing (12) is greater than the total length (C) of the wing arrangement (10) in the flow direction (22). [3] Wing arrangement (10) according to claim 1 or 2, wherein, viewed in the vertical cross-section along the flow direction (22), the length (B) of the leading edge wing (14) in the flow direction (22) is at least 50% of the length (A) of the main wing (12) in the flow direction (22). [4] Wing assembly (10) in the form of a propeller blade of a propeller of a fixed-wing aircraft or a gyroplane or in the form of a rotor blade of a main or secondary rotor of an aircraft with wings, a helicopter or a gyroplane or in the form of a rotor blade of a rotor of a wind turbine, wherein the wing arrangement (10) comprises a main wing (12) and a leading edge wing (14) spaced apart in front of the main wing (12) in the direction of flow (22), according to one of the preceding claims, and wherein a rear section (30) of the leading edge flap (14) in the direction of flow (22) overlaps a fixed section (36) of the main flap (12), characterized by , that a gap (16) with a flow inlet (18) and a defined, unchanging flow outlet (20) is formed between the leading edge flap (14) and the main flap (12). [5] Wing arrangement (10) according to claim 4, wherein the length (B) of the leading edge slat (14) less the length (D) of the section (32) of the leading edge slat (14) extending forward beyond the length (A) of the main wing (12) in the direction of flow (22) is at least 5%, preferably at least 10%, particularly preferably at least 15% of the total length (C) of the wing arrangement (10). [6] Wing arrangement (10) according to one of the preceding claims, wherein the leading edge slat (14) is fixedly attached to the fixed section (36) of the main wing (12). [7] Wing arrangement (10) according to one of claims 1 to 5, wherein the leading edge slat (14) is movably attached to the fixed section (36) of the main wing (12) about an axis (54) extending substantially transversely to the flow direction (22). [8] Wing assembly (10) in the form of a propeller blade of a propeller of a fixed-wing aircraft or a gyroplane or in the form of a rotor blade of a main or secondary rotor of an aircraft with wings, a helicopter or a gyroplane or in the form of a rotor blade of a rotor of a wind turbine, wherein the wing arrangement (10) comprises a main wing (12) and a leading edge wing (14) spaced apart in front of the main wing (12) in the direction of flow (22), and wherein a rear section (30) of the leading edge flap (14) in the direction of flow (22) overlaps a fixed section (36) of the main flap (12), characterized by , that a gap (16) with a flow inlet (18) and a defined, unchanging flow outlet (20) is formed between the leading edge flap (14) and the main flap (12). [9] Wing arrangement (10) according to one of the preceding claims, wherein the flow inlet (18) is larger than the flow outlet (20), such that a Bernoulli effect is created by an airflow (24) in the gap (16).

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