A wing assembly including a wing body and a slat attached to the wing body upstream of the wing body in a direction opposite to the flow direction.

Abstract

The present invention relates to a wing assembly (10) including a wing body (12) and a slat (14) attached to the wing body (12) upstream and against a flow direction (22). A gap (16) is formed between the slat (14) and the wing body (12) with an inlet (18) and a defined outlet (20). It is proposed that, in a vertical cross-section along the flow direction (22), a section (32) of the slat (14) extending upstream against the flow direction (22) beyond the length (A) of the wing body (12) has a length (D) that is at least 20% of the total length (C) of the wing assembly (10) in the flow direction (22).

Description

[Technical Field]

[0001] The present invention relates to a wing assembly including a wing body and a slat attached to the wing body upstream of the wing body in a counter-flow direction, defining a gap between the slat and the wing body with an inlet and a defined outlet.

[0002] Such wing assemblies are known in the prior art, for example, in the form of aircraft wings. An example of such an aircraft with fixed slats is the Fieseler Fi 156 Storch from Gerhard Fieseler GmbH of Kassel. A wing with fixed slats achieves a higher acceleration of the airflow over the upper surface of the wing body in the flow direction, thereby providing greater lift even at low aircraft speeds and ultimately enabling aircraft takeoff and landing at low speeds. Aircraft with fixed slats have a gap between the slat and the wing body, the inlet and outlet dimensions of which are always identical. The problem here is that fixed slats create a relatively high air resistance, which limits the aircraft to a relatively low cruising speed.

[0003] Furthermore, aircraft with movable slats are known from the prior art. An example of such an aircraft is the Airbus A300. The nose of the wing body, formed on the upstream section of the wing body in the flow direction, is moved upstream and / or downward against the flow direction, thereby forming a gap with variable dimensions between the nose and the wing body. Another example is the Boeing 747, which has so-called Krueger flaps. In this case, the lower section of the wing body is moved downward and upstream against the flow direction, thereby extending the surface of the wing body upstream. In these cases, one section of the wing body acts as a movable slat. The movable section is usually extended during takeoff and landing—usually together with other aerodynamic lift assist devices, such as landing flaps—to achieve increased lift for the aircraft at lower speeds.

[0004] Starting from the prior art described, the problem underlying the present invention is to provide a simple and inexpensive possibility of accelerating the airflow flowing over the upper surface of the wing body in the flow direction without at the same time excessively increasing the air resistance.

[0005] To achieve this goal, a blade assembly is proposed with the features of claim 1. Starting from a blade assembly of the type mentioned in the introduction, it is proposed that, in a vertical cross section along the flow direction, the length of the section of the slat extending upstream against the flow direction beyond the length of the blade body is at least 20% of the total length of the blade assembly in the flow direction.

[0006] This can be achieved by the slat having a relatively long extension in the flow direction, in particular the slat extending upstream against the flow direction beyond the length of the airfoil body (A) to the extent that the length (D) of the slat extending upstream against the flow direction beyond the length of the airfoil body (A) is at least 20% of the total length in the flow direction of the airfoil assembly including the airfoil body and slat (C).

[0007] A vertical cross section within the meaning of the present invention refers to an airfoil section of a wing assembly extending perpendicular to the longitudinal extension of the wing assembly. The term wing assembly only indicates that the wing assembly comprises a wing body and a slat. This term does not relate to the orientation of the wing surface relative to the fuselage.

[0008] The inventive design of the wing assembly results in a particularly strong acceleration of the airflow on the upper surface of the wing body. This allows the wing body to be thinner in a vertical cross section along the flow direction, which in turn leads to lower air resistance. The aerofoil section of the wing body can be narrower in a vertical cross section. The camber of the wing body can be smaller than in a conventional wing assembly comprising a wing body and a slat attached to the wing body.

[0009] The relatively large slat dimensions and relatively small wing body dimensions compared to wing assemblies known from the prior art make it possible to achieve relatively high cruising speeds when the wing assembly is used as a main wing for an aircraft.

[0010] Nevertheless, when used as a main wing for an aircraft, the wing assembly can achieve relatively high lift at low speeds, which is particularly advantageous during takeoff and landing of the aircraft, especially at high angles of attack during low-speed flight.

[0011] The slats may extend over the entire length of the wing body or over only a portion of the length of the wing body. In aircraft where short takeoff or landing distances are desired, the slats preferably extend over the entire length of the wing body. In aircraft where a relatively high cruising speed is desired, the slats may extend over only a portion of the length of the wing body, preferably only on the outer side of the wing body, i.e., at the wing tips. The placement of the slats on the outer side has the advantage that the aircraft is better controllable during slow flight due to greater lift.

[0012] In a vertical cross-section along the flow direction, the slat preferably extends over a relatively long distance across the wing body. Unlike the prior art, where known slats are primarily arranged upstream of the upstream section of the wing body, in the present invention the slat is indeed arranged upstream of the upstream section of the wing body, but the downstream section of the slat extends beyond the upstream section of the wing body. In particular, an outlet is formed between the upper surface of the wing body and the lower surface of the slat. To this effect, it is proposed that, in a vertical cross-section along the flow direction, the sum of the length of the slat in the flow direction (B) and the length of the wing body (A) is greater than the total length of the wing assembly in the flow direction (C). This total length is less than the sum of the lengths of the wing body and the slat, since the slat is at least partially arranged above or overlaps the wing body.

[0013] According to an advantageous refinement of the invention, it is proposed that the length (B) of the slat in the flow direction, as viewed in a vertical cross section along the flow direction, is at least 50% of the length (A) of the blade body in the flow direction. Preferably, the length (B) of the slat is 50% to 80% of the length (A) of the blade body.

[0014] In another solution to the problem of the invention, it is proposed that in order to change the size of the inlet, a nose, which is formed on the upstream section of the blade body in the direction opposite to the flow direction, is configured to be movable with respect to a fixed downstream section of the blade body arranged downstream of the nose in the direction of flow. The blade assembly may also be configured so that, in a vertical cross-section along the flow direction, the length of the section of the slat extending upstream in the direction opposite to the flow direction beyond the length of the blade body is at least 20% of the total length of the blade assembly in the direction of flow. However, the blade assembly according to claim 4 still has the above-mentioned advantages even if, in a vertical cross-section along the flow direction, the length of the section of the slat extending upstream in the direction opposite to the flow direction beyond the length of the blade body is not at least 20% of the total length of the blade assembly, but is less than this.

[0015] The movable nose of the wing body has the advantage that, for example, when the wing assembly is used as an aircraft's main wing, the aircraft's operating mode can be switched between takeoff and landing and cruise operation, even if the slats are fixedly attached to a fixed section of the wing body, i.e., the slats are fixed and non-adjustable. When the nose is moved away from the slat (i.e., lowered), the inlet opening of the gap between the slat and the wing body is enlarged. The Bernoulli effect realized by the airflow through the gap is amplified. The aircraft can fly at a relatively high angle of attack during landing, which allows for a steep descent. By lowering the nose of the wing body, the amount of descent of the aircraft can be adjusted. Additionally, the wing assembly may have conventional landing flaps known from the prior art, especially on the downstream section of the wing body in the flow direction. Lowering the nose thus allows for lower aircraft speeds during takeoff and landing. During aircraft cruise operation, the nose is preferably fully retracted, i.e., moved toward the slat.

[0016] It is further proposed that the size of the outlet remains unchanged during the movement of the nose of the wing body. The size of the outlet is in particular the distance between the lower surface of the slat and the upper surface of the wing body at the downstream section of the slat in the flow direction. This distance is measured in a vertical cross-section of the wing assembly, preferably extending parallel to the flow direction of the airflow through the gap. In other words, the gap always remains the same, regardless of the movement of the nose of the wing body.

[0017] According to a preferred embodiment of the present invention, it is proposed that the upper surface of the wing body always has a continuous extension shape when viewed in a vertical cross section along the flow direction during nose movement. Unlike the prior art, in which the upstream movable section of the wing body is moved upstream and / or downward away from the fixed section of the wing body, which causes discontinuities in the extension shape of the upper surface of the wing body or the formation of a separation edge between the movable and fixed sections of the wing body and air turbulence, in the present invention the upper surface of the wing body remains continuously curved regardless of the movement of the wing body nose. The movement of the nose only changes the Bernoulli effect in the gap between the slat and the wing body, i.e., the Bernoulli effect is amplified when the nose is lowered and reduced when the nose is retracted.

[0018] Another solution to the problem of the invention is proposed in which the downstream section of the slat in the flow direction is arranged above the fixed section of the blade body. The blade assembly can likewise be configured so that, in a vertical cross section along the flow direction, the length of the section of the slat extending upstream against the flow direction beyond the length of the blade body is at least 20% of the total length of the blade assembly in the flow direction. Furthermore, the blade assembly can likewise be configured so that the nose, formed on the upstream section of the blade body in the flow direction, is movable relative to the fixed downstream section of the blade body arranged downstream of it in the flow direction, thereby allowing the size of the inlet to be changed.

[0019] However, the wing assembly described in claim 7 also has the above-mentioned advantages if, in a vertical cross-section along the flow direction, the length of the section of the slat extending upstream beyond the length of the wing body in the direction opposite to the flow direction is not at least 20% of the total length of the wing assembly but is less than that, or if the nose formed on the section of the wing body upstream in the flow direction is fixed and not formed movable with respect to the fixed downstream section of the wing body arranged downstream of it in the flow direction.

[0020] It is particularly preferred that the downstream section of the slat in the flow direction protrudes in the flow direction above the upper surface of the fixed section of the blade body, and if the blade body has a movable nose, this nose is arranged below the slat.

[0021] To this effect, it is proposed that the length (B) of the slat, minus the length (D) of the section of the slat that extends upstream beyond the length of the blade body (A) in the direction opposite to the flow direction, is at least 5%, preferably at least 10%, particularly preferably at least 15% of the length (C) of the entire blade assembly.

[0022] According to a preferred embodiment of the invention, it is proposed that the slat is fixedly attached to a fixed section of the wing body, i.e. the size of the gap between the slat and the wing body preferably always remains constant, even if the wing body has a movable nose.

[0023] Alternatively, however, it is conceivable that the slat is attached to a fixed section of the wing body so as to be movable about an axis extending substantially transverse to the flow direction (or parallel to the longitudinal extension of the wing assembly). However, the movement of the slat relative to the fixed section of the wing body is not intended to change the size of the gap between the slat and the wing body, but is intended solely to slow the aircraft down by raising the slat after it has landed on the ground (aerodynamic braking after landing). The flight characteristics of the aircraft during takeoff and landing must not be affected by the movement of the slat.

[0024] According to a preferred refinement of the invention, it is proposed that a fan, in particular a centrifugal fan, is assigned to the gap, and that the fan, in particular the centrifugal fan, is configured to increase the airflow through the gap in the flow direction. The rotation axis of the fan preferably extends approximately parallel to the longitudinal extension of the wing assembly. The fan is preferably switched on during low-speed flight, i.e., during takeoff and / or landing of the aircraft. This further reduces the required speed of the aircraft during takeoff and landing, and thus the required runway length. For pure glider aircraft, the fan can be used as a so-called range extender, for example, when thermal updrafts weaken or disappear completely. Preferably, the fan is arranged on the underside of the slat.

[0025] It is further proposed that the fan is driven by an electric motor, which is supplied with energy from an electric energy accumulator, in particular a rechargeable battery or capacitor. The energy accumulator may be integrated into the aircraft fuselage. It is also conceivable that the energy accumulator is charged by solar cells, which may be arranged on the surface of the wing assemblies and / or on the fuselage or other tail of the aircraft. This allows the fan to operate self-sufficiently (without additional energy supplied from outside the aircraft).

[0026] The wing assembly according to the invention can be used for a number of applications. In particular, it is proposed that the wing assembly be configured as a main wing of an aircraft, as a rotor blade of a main rotor and / or a secondary rotor of a helicopter, or as a rotor blade of a rotor of a wind power plant. In such applications, the special features and advantages of the wing assembly according to the invention become particularly clear. This also applies to propellers for reciprocating or turboprop aircraft, even in a rigid configuration (no movable nose; fixed relationship of the slats to the wing body).

[0027] To this effect, the invention also relates to an aircraft with a main wing, a helicopter with a main rotor and / or a secondary rotor with rotor blades or a wind power installation with a rotor with rotor blades, wherein the main wing of the aircraft or the rotor blade of the helicopter or the wind power installation is formed as a wing assembly according to the invention of the type described above.

[0028] Further features and advantages of the invention are explained in more detail below with reference to the drawings, in which each of the features shown in the drawings may be important to the invention in its own right, even if it is not shown in the drawings or explicitly mentioned in the description. Likewise, it is also conceivable that several of the features shown in the drawings may be combined with one another in any way, even if such combination is not shown in the drawings or explicitly mentioned in the description. [Brief explanation of the drawings]

[0029] [Figure 1] 1 shows a wing assembly according to the present invention according to a first preferred embodiment; [Figure 2] 2 shows a wing assembly according to the present invention in a first position according to another preferred embodiment; FIG. [Figure 3] 3 shows the wing assembly according to the invention shown in FIG. 2 in a second position. [Figure 4] 3 shows the wing assembly according to the invention shown in FIG. 2 in a third position. [Figure 5] 1 shows a wing assembly according to the present invention in accordance with another preferred embodiment.

[0030] 1 shows a schematic vertical cross-section of a wing assembly 10 according to the present invention in a first preferred embodiment. The wing assembly 10 comprises a wing body 12 and a slat 14 attached to the wing body 12 upstream, against a flow direction 22. A gap 16 is formed between the slat 14 and the wing body 12, with an inlet 18 and an outlet 20. The vertical cross-section extends substantially perpendicular to the longitudinal extension of the wing assembly 10 and along the flow direction 22 of an airflow 24 that flows through the gap 16 during operation of the wing assembly 10.

[0031] In order to provide a simple and inexpensive possibility for accelerating the airflow 24 flowing over the upper surface 26 of the wing body 12 in the flow direction 22 without at the same time excessively increasing the air resistance of the wing assembly 10, it is proposed that the length D of the section 32 of the slat 14 extending upstream beyond the length A of the wing body 12 in the opposite direction to the flow direction 22, as viewed in a vertical cross section along the flow direction 22, is at least 20% of the total length C of the wing assembly 10 in the flow direction 22.

[0032] Therefore, for a wing assembly 10 according to the present invention, the following relationships hold: D ≥ (0.2 × C).

[0033] This can be achieved by the slat 14 having a relatively long extension length B in the flow direction 22 compared to known wing assemblies. In particular, the slat 14 extends beyond an upstream section 35 of the wing body 12 in a direction opposite to the flow direction 22 such that a length D of the section of the slat 14 that extends upstream against the flow direction 22 beyond the length A of the wing body 12 is at least 20% of the total length C in the flow direction 22 of the wing assembly 10 including the wing body 12 and slat 14.

[0034] The inventive configuration of the wing assembly 10 results in a particularly strong acceleration of the airflow 24 at the upper surface 26 of the wing body 12. This allows the wing body 12 to be thinner in vertical cross section along the flow direction 22, which in turn results in lower air resistance. The aerofoil section of the wing body 12 can be made narrower in vertical cross section. Furthermore, the camber of the wing body 12 can be made smaller than in a conventional wing assembly comprising a wing body and a slat attached to the wing body.

[0035] The relatively large dimension B of the slat 14 compared to wing assemblies known from the prior art and the relatively small dimension A of the wing body 12 make it possible to achieve low resistance of the wing assembly 10 and relatively high cruising speeds when the wing assembly 10 is used as a main wing for an aircraft.

[0036] Nevertheless, when used as a main wing for an aircraft, the wing assembly 10 makes it possible to achieve relatively high lift at low speeds, particularly with a correspondingly high angle of attack, which is particularly advantageous during aircraft takeoff and landing. Furthermore, significant safety aspects arise: air separation is significantly delayed at low aircraft speeds, meaning that air separation is moderated, if not impossible, because the aircraft can only enter so-called stalled flight if the elevator and rudder remain active.

[0037] In a vertical cross-section along the flow direction 22, the slat 14 preferably extends over a relatively long distance across the wing body 12. In the illustrated example, the downstream section 30 of the slat 14 that extends over the wing body 12 results from the difference between the length B of the slat in the flow direction 22 and the length D of the upstream section 32 of the slat 14 that projects upstream beyond the wing body 12, opposite to the flow direction 22.

[0038] Unlike the prior art, where known slats are arranged exclusively upstream of the upstream section of the wing body, the slat 14 in the present invention is indeed arranged upstream of the upstream section 35 of the wing body 12 (against the flow direction 22), but extends with its downstream section 30 beyond the upstream section 35 of the wing body 12. In particular, the outlet 20 is formed between the upper surface 26 of the wing body 12 and the lower surface 34 of the slat 14. To this effect, it is proposed that, in a vertical cross-section along the flow direction 22, the sum of the length B of the slat 14 in the flow direction 22 and the length A of the wing body 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 of the lengths A+B of the wing body 12 and the slat 14, since the slat 14 is at least partially arranged above or overlaps the wing body 12.

[0039] Therefore, in a wing assembly 10 according to the present invention, the following relationships also preferably hold: C<(A+B).

[0040] It is further proposed that, in a vertical cross section along the flow direction 22, the length B of the slat 14 in the flow direction 22 is at least 50% of the length A of the blade body 12 in the flow direction 22. Preferably, the length B of the slat 14 in the flow direction 22 is 50% to 80% of the length A of the blade body 12.

[0041] Therefore, in a wing assembly 10 according to the present invention, the following relationships also preferably hold: B≧(0.5×A) or (0.5×A)≦B≦(0.8×A).

[0042] It is further proposed that the length B of the slat 14, minus the length D of the section 32 of the slat 14 extending upstream beyond the length A of the blade body 12 in the direction opposite to the flow direction 22, is at least 5%, preferably at least 10%, particularly preferably at least 15% of the total length C of the entire blade assembly 10. The following relationship therefore holds: (BD) ≥ (0.05 × C).

[0043] 1, the upstream section 35 of the blade body 12 is preferably fixed, i.e. immobile. However, it is also conceivable that the nose 28 formed on the upstream section 35 of the blade body 12 against the flow direction 22 is made movable with respect to a fixed downstream section 36 of the blade body 12 arranged downstream of the nose 28 in the flow direction 22.

[0044] The nose 28 is preferably rotatable about an axis 52, which extends substantially parallel to the longitudinal extension of the wing assembly 10. The axis of rotation 52 may be located at any point other than that shown. Movement of the nose 28 causes the nose 28 to lower or raise, or the inlet 18 to widen or narrow. The possible movement of the nose 28 of the wing body 12 is indicated in Figure 1 by a double arrow 38. Movement of the nose 28 of the wing body 12 is explained in more detail below with reference to Figures 2 to 4.

[0045] Similarly, the wing assembly 10 may be configured such that, when viewed in a vertical cross-section along the flow direction 22, the length D of the section 32 of the slat 14 extending upstream beyond the length A of the wing body 12 in the opposite direction to the flow direction 22 is at least 20% of the total length C of the wing assembly 10 in the flow direction 22.

[0046] However, the wing assembly 10 with the movable nose 28 still has the above-mentioned advantages if, in a vertical cross-section along the flow direction 22, the length D of the section 32 of the slat 14 that extends upstream beyond the length A of the wing body 12 in a direction opposite to the flow direction 22 is at least 20% of the total length C of the wing assembly 10 but is less.

[0047] It is further proposed that the size of the outlet 20 remains constant during movement of the nose 28 of the wing body 12. The size of the outlet 20 particularly relates to the spacing between the lower surface 34 of the slat 14 at the downstream section 30 of the slat 14 in the flow direction 22 and the upper surface 26 of the wing body 12. The spacing is preferably measured in a vertical cross-section through the wing assembly 10, as shown in FIG. 1. In other words, the gap 16 always remains the same regardless of movement of the nose 28 of the wing body 12.

[0048] Figures 2-4 show different positions of the movable nose 28 of the wing body 12. In Figure 2, the nose 28 is shown at an angle of 0° (i.e., fully elevated). In Figure 3, the nose 28 is shown lowered by an angle of 15°. In Figure 4, the nose 28 is shown lowered by an angle of 25°. The position shown in Figure 4 may correspond to a fully lowered nose 28. However, it is contemplated that the nose 28 may be lowered further beyond 25°.

[0049] To move the nose 28, the wing body 12 may be provided with an adjustment mechanism 40, which preferably includes an electric or electromagnetic actuator (not shown), a spring element 42, and an adjustment rod 44. The spring element 42 acts to cause the nose 28 to return to the fully raised position shown in Figure 2 after the actuator has stopped or failed.

[0050] 2 to 4, the upper surface 26 of the blade body 12, when viewed in a vertical cross section along the flow direction 22, always has a continuously extending shape, regardless of the position of the nose 28. The movement of the nose 28 only changes the Bernoulli effect in the gap 16 between the slat 14 and the blade body 12, i.e. the Bernoulli effect is amplified when the nose 28 is lowered (see FIG. 4) and is reduced when the nose 28 is retracted (see FIG. 2).

[0051] It is further proposed that in the wing assembly 10, the downstream section 30 of the slat 14 in the flow direction 22 is arranged above the fixed section 36 of the wing body 12. If the wing body 12 has a movable nose 28, the fixed section is the downstream section 36 of the wing body 12. If the wing body 12 does not have a movable nose 28, the fixed section is formed by the entire wing body 12, for example in rotor or propeller applications. This does not apply to wind turbine rotors, since they are passively driven. Likewise, it is less applicable to aircraft wings.

[0052] Similarly, in a wing assembly 10 in which the downstream section 30 of the slat 14 is disposed above a fixed section 36 of the wing body 12, the wing assembly 10 may be configured such that, in a vertical cross-section along the flow direction 22, the length D of the section 32 of the slat 14 extending upstream beyond the length A of the wing body 12 in the opposite direction to the flow direction 22 is at least 20% of the total length C of the wing assembly 10 in the flow direction 22. Furthermore, in this wing assembly 10 as well, the nose 28 formed on the upstream section 35 of the wing body 12 in the flow direction 22 may be configured to be movable with respect to a fixed downstream section 36 of the wing body 12 arranged downstream of the nose 28 in the flow direction 22, thereby allowing the size of the inlet 18 to be changed.

[0053] However, this wing assembly 10 in which the downstream section 30 of the slat 14 is arranged above the fixed section 36 of the wing body 12 can also have the above-mentioned advantages if, in a vertical cross-section along the flow direction 22, the length D of the section 32 of the slat 14 extending upstream beyond the length A of the wing body 12 in the opposite direction to the flow direction 22 is less than or equal to at least 20% of the total length C of the wing assembly 10, or if the nose 28 formed on the upstream section 35 of the wing body 12 in the flow direction 22 is fixed rather than formed movable with respect to the fixed downstream section 36 of the wing body 12 arranged downstream of the nose in the flow direction 22.

[0054] Particularly preferably, the downstream section 30 of the slat 14 in the flow direction 22 thus projects above the upper surface 26 of the fixed section 36 of the blade body 14 in the flow direction 22. If the blade body 12 has a movable nose 28, the nose 28 is arranged below the slat 14, so that the inlet 18 of the gap 16 is formed between the nose 28 and the slat 14.

[0055] Preferably, the slat 14 is fixedly attached to a fixed section 36 of the wing body 12. This means that the size of the gap 16 or outlet 20 between the slat 14 and the wing body 12 remains constant, even when the wing body 12 preferably has a movable nose 28.

[0056] Alternatively, however, it is also conceivable that the slat 14 is attached to the fixed section 36 of the wing body 12 so as to be movable about an axis 54 extending substantially transversely to the flow direction 22 (or parallel to the longitudinal extension of the wing assembly 10). The axis 54 may be located at any point different from that shown in the drawings. In particular, the axis 54 may extend outside the slat cross-section. The movement of the slat 14 relative to the wing body 12 is not performed in order to change the size of the gap 16 between the slat 14 and the wing body 12 or the outlet 20, but simply to provide additional braking after the aircraft has landed on the ground by raising the slat 14. The flight characteristics of the aircraft during takeoff and landing are preferably not affected by the movement of the slat 14, or the slat 14 is only moved after landing, when the aircraft has already touched the ground.

[0057] In the embodiment shown in Figure 5, the gap 16 or the inlet 18 may be associated with a fan 46, in particular a centrifugal fan, which is configured to increase the air flow 24 passing through the gap 16 in the flow direction 22. The rotation axis 48 of the fan 46 preferably extends substantially parallel to the longitudinal extension of the blade assembly 10. In the example shown in Figure 5, the centrifugal fan 46 is arranged in a longitudinal recess 50 provided in the underside 34 of the slat 14. Of course, any other type of fan 46 can also be used to accelerate the air flow 24 in the gap 16 if necessary or desired.

[0058] The fan 46 is preferably switched on at low flight speeds, i.e. during takeoff and / or landing of the aircraft, which further reduces the required speed of the aircraft during takeoff and landing, and therefore the required runway length. In pure glider aircraft, the fan 46 can be used as a so-called range extender to increase lift and extend the flight range, for example when thermals weaken or disappear completely.

[0059] The fan 46 can be driven by an electric motor (not shown), which is supplied with energy by an electric energy accumulator (not shown), in particular a rechargeable battery or capacitor. The energy accumulator can be integrated into the aircraft fuselage. It is also conceivable that the energy accumulator is charged by solar cells. The solar cells can be arranged on the surface of the wing assembly 10, preferably on the upper surface of the slat 14 and / or on the upper surface 26 of the wing body 12 and / or on the fuselage or other tail of the aircraft. This allows the fan 46 to operate in a self-sufficient manner (without additional energy supplied from outside the aircraft).

[0060] The wing assembly 10 according to the invention can be used for a number of applications. In particular, it is proposed that the wing assembly 10 be configured as a main wing of an aircraft, as a rotor blade of a main and / or secondary rotor of a helicopter, or as a rotor blade of a rotor of a wind power plant. It is also conceivable to use the invention in a gyrocopter (autogyro) propeller in a main rotor and in a rigid arrangement. It is also conceivable to use the invention in a propeller of an engine-driven and turbine-driven fixed-wing aircraft with a fixed clearance arrangement, i.e., without a moving nose. In all these applications, the special features and advantages of the wing assembly according to the invention become particularly clear.

Claims

1. 1. A wing assembly (10) comprising a wing body (12) and a slat (14) attached to the wing body (12) upstream of the wing body (12) in a direction opposite to a flow direction (22), wherein a gap (16) having an inlet (18) and a defined outlet (20) is formed between the slat (14) and the wing body (12), A wing assembly (10) characterized in that, in a vertical cross section along the flow direction (22), a length (D) of a section (32) of the slat (14) extending upstream beyond a length (A) of the wing body (12) in a direction opposite to the flow direction (22) is at least 20% of a total length (C) of the wing assembly (10) in the flow direction (22).

2. 2. The wing assembly (10) of claim 1, wherein, in the vertical cross-section along the flow direction (22), a sum of a length (B) of the slat (14) and the length (A) of the wing body (12) in the flow direction (22) is greater than the total length (C) of the wing assembly (10) in the flow direction (22).

3. 3. The wing assembly (10) of claim 1 or 2, wherein, in the vertical cross-section along the flow direction (22), a length (B) of the slat (14) in the flow direction (22) is at least 50% of the length (A) of the wing body (12) in the flow direction (22).

4. 1. A wing assembly (10) according to any one of claims 1 to 3, comprising a wing body (12) and a slat (14) attached to the wing body (12) upstream of the wing body (12) against the flow direction (22), wherein a gap (16) having an inlet (18) and an outlet (20) is formed between the slat (14) and the wing body (12), 1. A wing assembly (10) comprising: a nose (28) formed on an upstream section (35) of the wing body (12) opposite to the flow direction (22) and movable relative to a fixed downstream section (36) of the wing body (12) arranged downstream of the nose (28) in the flow direction (22) in order to change the size of the inlet (18).

5. The wing assembly (10) of claim 4, wherein the size of the outlet (20) remains constant during movement of the nose (28) of the wing body (12).

6. 6. A wing assembly (10) according to claim 4 or 5, wherein during movement of the nose (28), the upper surface (26) of the wing body (12) always has a continuously extending shape when viewed in a vertical cross section along the flow direction (22).

7. 10. A wing assembly (10) according to any one of claims 1 to 6, comprising a wing body (12) and a slat (14) attached to the wing body (12) upstream of the wing body (12) against the flow direction (22), wherein a gap (16) having an inlet (18) and an outlet (20) is formed between the slat (14) and the wing body (12), A wing assembly (10) characterized in that a downstream section (30) of the slat (14) in the flow direction (22) is arranged above a fixed section (36) of the wing body (12).

8. 8. The wing assembly (10) of claim 7, wherein the length (B) of the slat (14), minus the length (D) of the section (32) of the slat (14) that extends upstream beyond the length (A) of the wing body (12) against the flow direction (22), is at least 5%, preferably at least 10%, particularly preferably at least 15% of the total length (C) of the wing assembly (10).

9. The wing assembly (10) of any one of claims 1 to 8, wherein the slat (14) is fixedly attached to a fixed section (36) of the wing body (12).

10. 9. The wing assembly (10) of claim 1, wherein the slat (14) is attached to a fixed section (36) of the wing body (12) so as to be movable about an axis (54) extending substantially transverse to the flow direction (22).

11. 11. The blade assembly (10) of claim 1, wherein a fan (46), in particular a centrifugal fan, is associated with the gap (16), the fan (46) being configured to increase the air flow (24) passing through the gap (16) in the flow direction (22).

12. 12. The blade assembly (10) according to claim 11, wherein the fan (46) is operable by an electric motor, which is supplied with energy from an electric energy accumulator, in particular a rechargeable battery or a capacitor.

13. 13. The wing assembly (10) of any one of claims 1 to 12, wherein the wing assembly (10) is configured as a main wing of an aircraft, as a rotor blade of a main rotor and / or a secondary rotor of a helicopter, or as a rotor blade of a rotor of a wind power plant.

14. 14. An aircraft with a main wing, a helicopter and / or an autogyro having a main rotor and an auxiliary rotor with rotor blades, or a wind power installation having a rotor with rotor blades, wherein the main wing of the aircraft or the rotor blade of the helicopter or the autogyro or the wind power installation is configured as a wing assembly (10) according to any one of claims 1 to 13.

15. 14. A propeller for a fixed-wing aircraft or autogyro, the propeller being configured as a wing assembly (10) according to any one of claims 1 to 3 or 7 to 13, wherein the propeller blades do not have a movable nose (28).

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