Wing bodies for flying objects and flying objects in this context

Abstract

The invention relates to a wing body for flying objects, comprising - a wing box having a leading edge extending across the wingspan, on which a first wing box shell and an opposing second wing box shell are arranged to form a first part of an outer flow surface, - a wing leading edge arranged in the direction of flow in front of the wing box, which has a plurality of internal stiffening elements on which a leading edge shell is arranged to form at least a second part of the outer flow surface, and - a leading edge fastening arrangement for fastening the leading edge of the wing to the wing box, characterized by the fact that - the leading edge fastening arrangement has at least one first fitting element and at least one second fitting element, wherein the first fitting element engages in an undercut of the second fitting element to form a positive fit such that the wing leading edge is positively fixed at least in the wing depth direction.

Description

[0001] The invention relates to a wing body for flying objects with a wing box and a wing leading edge arranged in the direction of flow in front of the wing box.

[0002] For the purposes of the present invention, the term "wing body" refers to those elements of an aircraft which are arranged, in particular, projecting from the fuselage of the aircraft and which, during the intended use of the aircraft, are exposed to air currents, thereby generating aerodynamic forces. Thus, the wings (airfoils) of an aircraft are understood to be wing bodies within the meaning of the present invention, as are the horizontal and vertical stabilizers.

[0003] Modern commercial aircraft require special devices on their wings, known as high-lift systems, to generate the lift necessary to compensate for inertial forces during takeoff and landing. Two different designs are distinguished in the prior art: a) the extendable leading-edge slats and b) the Krueger flaps.

[0004] With retractable leading-edge slats, the wingtip is usually guided on rails and extended forward as needed. When retracted, they leave a gap or step on the upper surface of the wing's aerodynamic surface, preventing a laminar boundary layer from forming in that area. In contrast, Krueger flaps do not disturb the aerodynamic surface on the upper wing surface because they are deployed from the underside of the leading-edge slat. A fixed leading edge is usually located below the slat.

[0005] In principle, the wing of a commercial aircraft has a wing box as its main component. This box consists of two diametrically opposed wing skins, which are held together inside the wing box by spars and ribs, thus ensuring the required airfoil contour of the wing. The wing box often also houses an internal fuel tank. Ahead of the wing box, in the direction of airflow, is the leading-edge slat. This slat connects the outer airfoil surface of the wing box (formed by the wing skins) with the outer airfoil surface of the leading-edge slat to form a single airfoil and also incorporates the high-lift systems used in some aircraft. The leading edge of the slat forms the wing's leading edge.

[0006] There are efforts underway to design the wings, particularly the leading edge slat and the wing leading edge, as well as the wing box with its wing skins, as integral components, so that the leading edge slat, the wing leading edge, and the wing box are manufactured from a single component. While this would have the advantage of a disturbance-free flow surface, which generally has a positive effect on laminar flow, the leading edge of a commercial aircraft is particularly vulnerable to damage due to frequent bird strikes, i.e., collisions with birds that damage the leading edge structure. In such an integral design, the leading edge would no longer be replaceable, meaning that either the damaged structure would have to be repaired or the entire wing would have to be replaced. However, because a wing contains important elements such as...Since the wing contains a fuel tank, replacing the entire wing solely due to damage to the leading edge is not economically justifiable.

[0007] For this reason, despite the problems described in the differential construction of an airfoil and despite the obvious advantages of an integral construction, the differential construction is preferable from an economic perspective alone, since only in this way is it possible to replace a wing leading edge with adequate effort.

[0008] This construction method, however, results in a high degree of interdependence between the assemblies and assembly steps. Since the kinematics of the high-lift devices often extend through the spar, while the integral tank behind the spar must remain airtight, the assembly steps, as well as the existing tolerances and tolerance chains, extend all the way back to the assembly of the wing box. Therefore, there is a general trend towards modularizing the leading-edge slat elements, which involves their targeted separation from other assemblies to decouple assembly steps. This applies both to component tolerances and to the assembly timeline. Since the assembly of large components in commercial aircraft is usually distributed across several factory locations, this approach allows for a degree of independence and facilitates the easier integration of supplied assemblies, now with a higher level of integration.

[0009] WO 2021 / 037 981A1 demonstrates, as an example, that the kinematics of the high-lift device are designed as a separate, box-like module and modified so that a spar penetration is no longer necessary. It is installed together with a leading edge on the wing box. The leading edge and the kinematic module thus remain coupled, and the installation is carried out as a single assembly. Consequently, construction options and division of labor are not as flexible as would be desirable.

[0010] As previously mentioned, current construction methods are characterized by high interdependencies between assemblies with regard to their tolerances, assembly times, and locations. To increase production flexibility, reduce assembly adjustments, and lower complexity and costs, it is desirable to decouple the assemblies in the leading edge slat. In practice, considerable effort is expended to adapt individual components during assembly. For example, holes in two components to be joined are usually drilled simultaneously to create a perfectly aligned bore. In the case of fiber-reinforced composite components, even with minimal positional deviations, the use of filler materials between the joining parts is usually necessary because, depending on the manufacturing process of the parts to be joined, uneven surfaces may be present, and the components are subject to material-inherent thickness variations.

[0011] Another factor that leads to rework is the statically indeterminate mounting of the leading edge. The leading edge is screwed to the ribs along its entire circumference, with each of these connections theoretically already covering all degrees of freedom on its own.

[0012] From DE 10 2012 109 233 A1, it is known to attach the leading edge of the wing to the wing box using internal fasteners, wherein the leading edge of the wing is attached to the rib extensions of the wing box. In the area of ​​the transition between the leading edge of the wing and the wing shell of the wing box, it is also provided to attach an L-profile to the leading edge of the wing using a rivet connection, in order to secure the leading edge of the wing to the wing box in the transition area.

[0013] From DE 29 07 912 A1, an aircraft wing with variable airfoil is known, in which a wing leading edge adjoining a wing box is designed by means of a hinge device in such a way that the U-shaped airfoil of the wing leading edge is deformable.

[0014] From US patent 2008 / 0128553A1, a device and a method for joining fiber composite components to other structural elements of an aircraft wing are known.

[0015] US 2010 / 0 065 687 A1 describes an aircraft arrangement in which a wing leading edge is connected to a wing box by attaching the wing leading edge in a joining section by means of pins or screws to angles arranged on a spar of the wing box structure.

[0016] From EP 3 421 355 A1, an arrangement of a wing leading edge to a wing box is known, in which a rib stiffening of the wing leading edge is arranged on a hinged connection whose axis of rotation extends across the span, in order to simplify the assembly of the wing leading edge. The disadvantage here is that this degree of freedom must be restricted by an additional connection of the skin to the wing box, resulting in a statically indeterminate solution.

[0017] German patent application DE 10 2011 108 883 A1 discloses a connection concept for attaching a wing leading edge to a wing box, in which connecting elements are passed through the flow surface. An overhang of the wing shell of the wing box is pushed under the skin of the leading edge and hooked into a clamping element.

[0018] From DE 10 2015 105 298 A1 and DE 10 2015 105 299 A1, wing structures are known in which the rib extensions of the wing ribs are movably arranged at a mounting section of the leading edge, while a free-standing section adjoins this and extends to the wing box. This allows thermally induced deformations during flight to be compensated for.

[0019] US Patent 2010 / 0065687A1 discloses an arrangement of a wing leading edge to a wing box, wherein the skin of the wing leading edge is attached to the leading edge spar by fastening elements. The leading edge ribs are also screwed directly to the leading edge spar.

[0020] US 2019 / 0 176 960 A1 discloses an arrangement of a wing leading edge on a wing box in which a rib stiffening of the wing leading edge is arranged to a hinged connection whose axis of rotation extends across the span to simplify the assembly of the wing leading edge.

[0021] US Patent 3,780,969 A discloses a wing box in which the wing shell is closed in the wing cross-section. This means that in the cross-section of the wing, the actual wing shell is completely closed and formed in one piece.

[0022] US Patent 2009 / 0208284A1 discloses a connection concept for joining two components in which one side of the component is guided under another component using a clamping element that is intended to pass through only one of the two components. It is therefore an object of the present invention to provide an improved wing body with which an improved modular construction can be realized.

[0023] The problem is solved by the wing body according to claim 1 according to the invention. Advantageous embodiments of the invention can then be found, inter alia, in the dependent claims.

[0024] According to claim 1, a wing body for aircraft is claimed, wherein the wing body, according to its generic form, has a wing box having a leading edge spar extending across the wingspan, on which a first wing box shell and an opposing second wing box shell are arranged to form a first part of an outer flow surface. Depending on its size and design, the wing box may also have further spars (e.g., a trailing spar) on which the wing box shells are arranged. Furthermore, the wing box may have ribs extending in the direction of the airflow or in the direction of the wing chord and arranged transversely to the spars. The wing box may also have further stiffening elements in the form of stringers or bulkheads, which are arranged on the inner side of the wing shells for stabilization.In the case of large commercial aircraft, such a wing box typically has a fuel tank located behind the leading edge spar, which necessitates special precautions for the arrangement of a leading edge slat positioned in front of the wing box in the direction of airflow.

[0025] The wing body further features a leading edge located forward of the wing box in the direction of airflow. This leading edge has a plurality of internal stiffening elements, to which a leading-edge shell is attached to form at least a second part of the outer flow surface. These stiffening elements can, for example, be designed as leading-edge ribs that extend transversely to the leading-edge spar, similar to the ribs of a wing box or leading-edge slat (leading-edge slat ribs), and generally extend in the plane of the cross-section. The leading-edge shell can preferably be formed in one piece and extend from the first profile side to the second profile side of the wing body. The leading-edge shell is, in particular, detachably attached to the stiffening elements, which are provided at discrete intervals across the span.

[0026] Finally, the wing body features a leading-edge attachment arrangement for attaching the wing leading edge to the wing box.

[0027] To avoid static over-constrained screw connections, it is now proposed according to the invention that the leading edge fastening arrangement has at least one first fitting element and at least one second fitting element, wherein the first fitting element engages in an undercut of the second fitting element to form a positive fit such that the leading edge is positively fixed at least in the wing depth direction.

[0028] One of the fitting elements is attached to the leading edge of the wing, while the other fitting element is then arranged on the wing body, for example on the wing box or on a leading edge flap provided between the wing box and the leading edge of the wing.

[0029] The two fitting elements have a shape that allows them to interact in such a way that a positive fit is achieved between them in the wing depth direction. The shape of the second fitting element has an undercut in its cross-section, which interacts with the shape of the first fitting element in such a way that when the first fitting element engages with the undercut of the second fitting element, a positive fit is achieved in the wing depth direction.

[0030] It may be provided that the leading edge fastening arrangement does not create the positive locking fixation across the span, but only in the wing depth direction, whereby this does not exclude a positive locking fixation in the wing thickness direction and a positive locking in the wing thickness direction will also be present due to the undercut.

[0031] The wingspan of the wing body refers to its longitudinal extent extending from and away from the fuselage. The chord direction describes the extent of the wing body in the plane of the airflow, while the thickness direction, or airfoil height, describes the extent of the wing body perpendicular to both the wingspan and the chord direction.

[0032] If the wing body is an aircraft wing, the wingspan is aligned in the direction of the aircraft's lateral axis (pitch axis), the wing depth direction is aligned in the direction of the aircraft's longitudinal axis (roll axis), and the wing thickness direction or profile height is aligned in the direction of the vertical axis (yaw axis).

[0033] Unless otherwise specified, the cross-section of the wing body is understood to be the plane spanned by the wing thickness direction and wing depth direction, with the wingspan of the wing body pointing out of the cross-section.

[0034] The present invention makes it possible to simplify the design, assembly and replacement of a wing leading edge.

[0035] The present invention thus makes it possible to combine several advantages. For example, on a wing body with high-lift devices, decoupling of the kinematics and the leading edge can be achieved. The mounting of the wing leading edge to the wing body can therefore be carried out independently of the assembly of the kinematics and the manufacturing of the wing box. The leading edge mounting arrangement, which is provided by the separate manufacturing of the wing box and the leading edge, shifts the tolerance compensation during leading edge mounting to the leading edge mounting arrangement. This enables, in particular, dustless assembly of the leading edge to the wing box. Dustless assembly means that no drilling of the components to be mounted takes place during the assembly process, since the necessary fastening mechanisms are already integrated into the components.These fastening mechanisms are provided during the manufacturing of the respective component, so that a further drilling or machining assembly step is no longer required in the final assembly when joining the two components.

[0036] All components mentioned here can be made from a fiber-reinforced composite material comprising a fiber material and a matrix material embedding the fiber material. The resulting additional requirements for the precision of fit during the final assembly of the leading edge to the wing box can be addressed by the modular construction method proposed here.

[0037] In final assembly, the wing box and leading edge form two separate components or modules, which can optionally be joined together with a kinematic system for high-lift devices in a single assembly step. The mounting of the leading edge to the wing box or wing body is particularly dust-free; that is, it is not necessary to drill a hole in the leading edge or the wing box to mount the leading edge to the wing box.

[0038] The first and second fitting elements form a pair that, through their interaction, creates a positive fit. Several pairs of such first and second fitting elements can be provided across the span to attach the leading edge to the wing body.

[0039] According to one embodiment, the first fitting element or the second fitting element of the front edge fastening arrangement is arranged on one of the inner stiffening elements of the front edge.

[0040] The internal stiffening elements can, for example, be leading-edge ribs to which the first or second fitting element of the leading-edge fastening assembly is attached. The respective fitting element is preferably located at the end of the leading-edge rib facing the wing box. The other fitting element is located on a part of the wing body and positioned so that it faces the leading edge. This other fitting element can be located, for example, on the wing box or on a leading-edge slat. It is conceivable, for instance, that the other fitting element is located on the leading-edge spar of the wing box. Alternatively, it is conceivable that the other fitting element is located on a leading-edge slat rib of the leading-edge slat located in front of the wing box.

[0041] According to one embodiment, the first fitting element or the second fitting element of the leading edge fastening arrangement is mounted so as to be displaceable relative to the leading edge of the wing in the direction of the wing thickness by means of an adjusting device.

[0042] By means of the adjustment device, which can be an integral part of the leading edge attachment arrangement, the wing leading edge can be adjusted relative to the first fitting element or the second fitting element, depending on which of the fitting elements is connected to the wing leading edge, in the wing thickness direction, so that when the first fitting element engages in the second fitting element and the wing leading edge is arranged on the wing body, the wing leading edge is adjusted relative to the wing box or a leading edge slat arranged in front of it in the direction of flow.

[0043] This makes it possible to align and adjust the leading edge of the wing precisely on the wing box or the leading edge flap, thus compensating for corresponding manufacturing tolerances.

[0044] The adjustment device is designed in such a way that the respective fitting element can be adjusted in the direction of the wing thickness relative to the leading edge of the wing by means of an adjusting screw in order to compensate for tolerances.

[0045] According to one embodiment, a leading edge slat is provided between the wing box and the wing leading edge, which has a plurality of leading edge slat ribs extending transversely to the leading spar, on which a first leading edge shell and a second leading edge shell are arranged to form a third part of the outer flow surface, wherein the wing leading edge is fixed to the leading edge slat ribs by means of the leading edge fastening arrangement.

[0046] The leading edge slat ribs can be separate components from the wing box ribs. Alternatively, the leading edge slat ribs can form a single unit with the wing box ribs. One of the fitting elements is located at the end of the leading edge slat rib facing the wing's leading edge, while the other fitting element is located at the wing's leading edge, preferably at the stiffening elements of the leading edge. In this context, the stiffening elements can preferably also be rib-shaped and form a type of leading edge rib.

[0047] According to one embodiment, the second fitting element of the leading edge fastening arrangement is arranged on one of the leading edge ribs of the leading edge slat, while the first fitting element of the leading edge fastening arrangement is arranged on one of the inner stiffening elements of the leading edge - or vice versa.

[0048] According to one embodiment, the front edge fastening arrangement is a dovetail joint in which a spring element provided on the second fitting element widens towards the first fitting element to form the undercut, wherein the first fitting element engages in the undercut of the spring element by means of two wedge-shaped groove elements to form the positive locking.

[0049] The two wedge-shaped groove elements are spaced apart from each other in the wing thickness direction and together form a dovetail-shaped groove element in cross-section, which engages in the dovetail-shaped spring element and thus uses the undercut for a positive fit.

[0050] This creates a positive locking mechanism at two points spaced apart from each other, which not only leads to a fixation in the wing depth direction and in the wing thickness direction, but also fixes a rotational degree of freedom that the axis of rotation extends across the span.

[0051] According to one embodiment, the two wedge-shaped groove elements of the first fitting element are mounted so as to be displaceable relative to the leading edge of the wing in the direction of the wing thickness by means of an adjustment device.

[0052] By adjusting the two wedge-shaped groove elements, particularly independently of each other, relative to the wing leading edge in the wing thickness direction, the wing leading edge can be adjusted relative to the wing box or, if applicable, an adjacent leading edge slat, so that the leading edge shell can be aligned with the adjacent wing shell of the wing box or a leading edge slat. The tolerance compensation is thereby transferred to the adjustment device, enabling a particularly dust-free final assembly of the wing leading edge onto the wing body.

[0053] According to one embodiment, each of the groove elements of the first fitting element is arranged with an adjusting screw of the adjusting device on one of the inner stiffening elements of the wing leading edge in such a way that by turning the adjusting screw the respective groove element can be adjusted in the wing thickness direction relative to the wing leading edge.

[0054] This not only achieves a relative shift in the direction of wing thickness, but also a bracing of the dovetail-shaped groove elements with the dovetail-shaped spring element when both are adjusted, screws are tightened and the two groove elements are moved relative to each other.

[0055] One aspect of the invention is also a flying object designed with at least one wing body as described above.

[0056] The invention is explained in more detail using the attached figures as examples. They show: Fig. 1a Schematic cross-sectional representation through a wing body with wing leading edge; Fig. 1b schematic top view of the wing body with the wing leading edge; Fig. 2a Schematic cross-sectional representation through the front edge fastening arrangement according to the invention; Fig. 2b Schematic top view of the leading edge fastening arrangement; Fig. 3 Schematic cross-sectional representation through the front edge fastening arrangement in a further embodiment.

[0057] Fig. Figure 1a shows a wing body 10 having a leading edge spar 11 of a wing box 12 (not shown in detail), the wing box having a first wing box shell 13 and a second wing box shell 14. A leading edge slat 15 is fixedly arranged in front of the leading edge spar 11, extending from the leading edge spar 11 towards a wing leading edge 16.

[0058] The leading edge slat 15 is internally supported by several leading edge slat ribs 17, which extend from the leading edge spar 11 towards the leading edge 16. A first leading edge slat shell 18 and a second leading edge slat shell 19 are arranged on these leading edge slat ribs 17. These leading edge slat shells 18, 19 can be rigidly connected to the wing box shells 13, 14 and extend beyond the leading edge spar 11. However, it is also conceivable that the leading edge slat shells are formed separately from the wing box shells. The leading edge slat ribs 17 can be formed separately from the wing box ribs (not shown) or represent a kind of extension of the wing box ribs into the leading edge slat.

[0059] The wing leading edge 16 also features stiffening elements 20 to stabilize the leading edge shell 21 across its span. These stiffening elements 20 can, for example, be rib-shaped. The leading edge shell 21 transitions to the leading edge slat shell on both sides (top and bottom in the embodiment shown in the figures), resulting in a continuous flow surface.

[0060] Fig. Figure 1b shows a schematic top view of the in Fig. 1a wing body shown 10.

[0061] Between the leading edge 16 of the leading edge slat 15, a leading edge fastening assembly 30 is located for attaching the leading edge to the wing body 10. This assembly secures the leading edge 16 to one of the leading edge ribs 17 of the leading edge slat 15. The leading edge fastening assembly 30 attaches one of the stiffening elements 20 of the leading edge 16 to a leading edge rib 17 of the leading edge slat 15, thus enabling the leading edge 16 to be firmly positioned and fixed to the wing body 10. Using the leading edge fastening assembly 30, the leading edge 16 can be fixed in the wing chord direction 100 and, if necessary, adjusted in the wing thickness direction 102.

[0062] An example of a leading edge fastening arrangement 30 is shown in cross-section in Fig. 2a as well as in the section view AA in Fig. Figure 2b shows that a dovetail-shaped spring element 31 extends along the leading edge of the slat rib 17, projecting from the foremost edge of the slat rib 17 towards the leading edge. In cross-section, the dovetail-shaped spring element 31 has a trapezoidal shape, with the cross-section increasing from the leading edge of the slat rib 17 towards the leading edge. This creates an undercut 32, which, through a suitable fitting element in the wing chord direction, forms a positive fit.

[0063] Into this undercut 32, which is provided on both sides of the spring element 31, a groove-shaped fitting element 33a, 33b would be inserted, which is wedge-shaped and can be inserted into the trapezoidal shape of the undercut 32 in the manner of a wedge. By fixing the wedge-shaped groove element 33a, 33b in the wing thickness direction, the positive fit with the undercut 32 is thus achieved.

[0064] The wedge-shaped groove elements 33a, 33b are arranged on the stiffening element 20 of the front edge 16 and are, as in Fig. As shown in Figure 2b, the stiffening element 20 is movably mounted in the wing thickness direction 102. For this purpose, the stiffening element 20 has a sliding bearing 40 in which a groove 41 is provided on both sides of the wedge-shaped groove element 33a, into which a projection 42 of the stiffening element 20 projects. This allows the respective groove element 33a to be displaceably mounted and adjustable in the wing thickness direction relative to the stiffening element 20 and thus relative to the leading edge 16.

[0065] By means of an adjusting screw 34a, 34b, which is attached to the stiffening element 20 and engages in the respective wedge-shaped groove element 33a, 33b, the wedge-shaped groove element in the sliding bearing 40 can now be displaced in the wing thickness direction 102 relative to the stiffening element 20, so that when both adjusting screws 34a, 34b are adjusted simultaneously, the entire leading edge of the wing can be displaced in the wing thickness direction relative to the wing body. The distance (in the wing thickness direction) between the two wedge-shaped groove elements 33a, 33b remains constant.

[0066] If both adjusting screws 34a, 34b are tightened, the distance between the two wedge-shaped groove elements 33a, 33b decreases, and the leading edge is guided against the leading edge rib 17 in the wing thickness direction due to the trapezoidal shape of the undercut 32. In the exemplary embodiment of the Fig. 2a The adjusting screws 34a, 34b were tightened until the wedge-shaped groove elements 33a, 33b moved towards each other, thus reducing the distance between them. Due to the dovetail-shaped spring element 31, into which the two groove elements 33a, 33b engage, the groove elements 33a, 33b are not only moved towards each other when the adjusting screws 34a, 34b are tightened, but are also pressed against the leading edge 36 of the leading edge rib 17 in the wing chord direction 100. The leading edge with the stiffening element 20 is thus fixed in both the wing chord direction 100 and the wing thickness direction 102. If the adjusting screws 34a, 34b are actuated in the opposite direction in this position, the leading edge with the stiffening element 20 can be adjusted in the wing thickness direction 102.

[0067] Fig. Figure 3 shows an embodiment in which the wedge-shaped groove elements 33a, 33b are not pressed against the end face 36 of the leading edge rib 17, thus enabling adjustment of the leading edge with the stiffening element 20 in the wing chord direction 100. For this purpose, an adjusting screw 35 is provided in the stiffening element 20, which is axially oriented in the wing chord direction 100 and is supported on the second fitting element (spring element) 31 of the dovetail joint.

[0068] When the adjusting screw 35 is screwed into the stiffening element 20, it pushes the groove elements 33a, 33b away from the front face 36 of the leading edge rib 17, so that the leading edge moves forward in the wing chord direction 100 (in Fig.3 right) can be moved. If, however, the adjusting screw 35 is unscrewed from the stiffening element, a play is created, the stops of which are limited by the adjusting screw 35 and the end face 36 of the leading edge rib 17. If the adjusting screws 34a, 34b are now tightened, this play can be reduced until a positive locking fixation in the wing chord direction 100 is achieved again, in which the adjusting screw 35 bears on the spring element 31 of the dovetail joint and thus wedges the groove elements 33a, 33b against the spring element 31. Reference symbol list 10 wing bodies 11 Front rail 12 wing boxes 13 first wing box shell 14 second wing box shell 15 Leading slats 16 Leading edge 17 Leading slat rib 18 first leading edge slat 19 second leading edge slat 20 stiffening element 21 Front edge shell 30 Front edge mounting arrangement 31 second fitting element / spring element 32 Undercut 33 first fitting element / groove elements 34 adjusting screws (wing thickness direction) 35 Adjustment screw (wing depth direction) 36 Front face of the leading edge rib 40 plain bearings 41 Groove of the plain bearing 42 Projection of the plain bearing 100 Wing chord direction 102 Wing thickness direction

Claims

[1] Wing body (10) for flying objects, comprising - a wing box (12) having a leading spar (11) extending over the span, on which a first wing box shell (13) and an opposing second wing box shell (14) are arranged to form a first part of an outer flow surface, - a wing leading edge arranged in the direction of flow in front of the wing box (12), which has a plurality of internal stiffening elements (20) on which a leading edge shell (21) is arranged to form at least a second part of the outer flow surface, and - a leading edge fastening arrangement (30) for fastening the leading edge of the wing to the wing box (12), characterized by , that - the leading edge fastening arrangement (30) has at least one first fitting element (33) and at least one second fitting element (31), wherein the first fitting element (33) engages in an undercut (32) of the second fitting element (31) to form a positive fit such that the wing leading edge is positively fixed at least in the wing depth direction (100). [2] Wing body (10) according to claim 1, characterized by , that the first fitting element (33) or the second fitting element (31) of the front edge fastening arrangement (30) is arranged on one of the internal stiffening elements (20) of the front edge (16). [3] Wing body (10) according to claim 2, characterized by , that the respective fitting element (31, 33) of the leading edge fastening arrangement (30) is mounted so as to be displaceable relative to the leading edge of the wing in the direction of the wing thickness (34) by means of an adjustment device. [4] Wing body (10) according to any of the preceding claims, characterized by, that a leading edge slat (15) is provided between the wing box (12) and the wing leading edge, which has a plurality of leading edge slat ribs (17) extending transversely to the leading spar (11), on which a first leading edge shell (18) and a second leading edge shell (19) are arranged to form a third part of the outer flow surface, wherein the wing leading edge is fixed to the leading edge slat ribs (17) by means of the leading edge attachment arrangement (30). [5] Wing body (10) according to claim 4, characterized by , that the second fitting element (31) of the leading edge attachment arrangement (30) is arranged on one of the leading edge ribs (17) of the leading edge slat (15), while the first fitting element (33) of the leading edge attachment arrangement (30) is arranged on one of the inner stiffening elements (20) of the leading edge (16) - or vice versa. [6] Wing body (10) according to any of the preceding claims, characterized by, that the front edge fastening arrangement (30) is a dovetail joint in which a spring element (31) provided on the second fitting element (31) widens in the direction of the first fitting element (33) to form the undercut (32), wherein the first fitting element (33) engages in the undercut (32) of the spring element (31) by means of two wedge-shaped groove elements (33) to form the positive locking. [7] Wing body (10) according to claim 6, characterized by , that the two wedge-shaped groove elements (33) of the first fitting element (33) are mounted to be displaceable relative to the leading edge of the wing in the wing thickness direction (102) by means of an adjustment device. [8] Wing body (10) according to claim 7, characterized by, that each of the groove elements (33) of the first fitting element (33) is arranged with an adjusting screw of the adjusting device on one of the internal stiffening elements (20) of the wing leading edge such that by turning the adjusting screw the respective groove element (33) is adjustable in the wing thickness direction (102) relative to the wing leading edge. [9] Flying object with at least one wing body (10) designed according to one of the preceding claims.

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