Pivoting wing as partial-profile pivoting wing with pivotable partial-profiles

Abstract

It is a rotary wing for an aircraft (13) (1), characterized by the design of the rotary wing (1) as a partial profile rotary wing, where the partial profile rotary wing consists of separate partial profiles when the partial profiles are rotated toward each other.

Description

Technical field

[0001] The invention relates to a pivoting wing as a partial profile pivoting wing with pivotable partial profiles. background

[0002] With aircraft such as VTOLs (vertical take-off and landing aircraft), which can be manned or unmanned, or UASs (unmanned aerial systems), etc., attempts are being made to create a hybrid of conventional airplanes and helicopters to achieve various flight modes. VTOLs typically have multiple propellers or other propulsion systems that lift the aircraft off the ground, similar to a helicopter or multicopter. Forward flight is generated similarly to a helicopter or multicopter, or by an additional propulsion system that propels the aircraft forward. These aircraft usually do not use an airfoil.

[0003] During the course of aviation development, various concepts for aircraft with swiveling wings have also been proposed.

[0004] For example, DE 37 10914 A1 discloses an aircraft of variable geometry with facilities for adapting to different flight conditions, wherein the wings (left and right combined wing) are pivotable about vertical axes of rotation (yaw axis) to adjust the sweep angle to the airspeed.

[0005] Another example of an aircraft with variable-sweep wings and different flight modes is disclosed in German patent application DE 20 2016 005 012 U1. This document discloses a vertical take-off and landing (VTOL) aircraft with electric fans integrated into the wings, featuring foldable wing sections whose variable sweep angle is used to trim the centers of lift of the wings and fans, or in the event of fan failure. An example of an aircraft with a variable-sweep wing can be found in document US 2016 / 207625 A1.

[0006] However, all these known pivot-wing-based aircraft suffer from the problem that they do not have a wide range of flight states that are truly easy to implement and stable to operate with regard to the overall center of gravity.

[0007] Against this background, the invention aims to provide an improved pivoting wing that enables significantly more flexible and stable flight behavior under a wide variety of flight conditions for an aircraft equipped with it. Summary of the invention

[0008] This problem is solved by a pivoting wing according to claim 1. The subject matter of the invention is therefore a pivoting wing for an aircraft, wherein the pivoting wing is designed as a partial airfoil pivoting wing, wherein the partial airfoil pivoting wing is assembled from individual partial airfoils when these partial airfoils are pivoted together, wherein the pivotable partial airfoils have at least one of the following drives, namely: motor-propeller combination; jet engine; impeller; another drive type acting by mass flow, and wherein a thrust caused by the drive can be converted into a lifting force, in particular by a pivoting drive, such that the direction of the thrust can be pivoted about the transverse axis of an aircraft equipped with the pivoting wing.

[0009] This problem is further solved by an aircraft according to claim 12. The subject matter of the invention is therefore an aircraft having a fuselage configuration, which, depending on the design, comprises a single fuselage, a twin fuselage, or a multi-fuselage construction, and having a pivoting wing according to the invention on the left and right sides of the fuselage configuration. Furthermore, partial airfoil pivoting wings can also be attached to the ends of stub wings. Along the fuselage configuration, such as along the single fuselage, i.e., the longitudinal extension of the fuselage from the tail to the nose, the directions left and right are defined in a conventional manner. The pilot looks forward (nose) from the cockpit in the direction of flight, and the wings extend to his left and right sides, i.e., port and starboard.

[0010] This problem is further solved by a computer-aided method according to claim 15. The subject matter of the invention is therefore a computer-aided method for operating an aircraft with a pivoting wing according to claim 1 in the following flight conditions, namely: in a horizontal flight condition in which the partial airfoils of the respective partial airfoil pivoting wing are pivoted together and a total wing thus formed generates the aircraft lift by means of a propulsion system, in particular of the respective partial airfoil, like a conventional aircraft, and

[0011] in a transition flight condition, in which the individual airfoil sections are extended so that the overall wing becomes sub-wings, whereby the aircraft lift of the overall wing decreases, possibly being partially taken over by the individual sub-wings, while the propulsion system or one direction of action of the propulsion system is successively pivoted in such a way that the decrease in the lift of the overall wing when the individual airfoil sections are extended is compensated for, and

[0012] in a take-off, landing, or hovering flight condition in which the partial profiles of the partial profile swing wing are spread apart and the directed action of the drive alone generates the force required for the take-off, landing, or hovering flight condition.

[0013] The measures according to the invention have the effect that the partially pivotable or separable partial-profile pivoting wing – i.e., the divisible pivoting wing – provides the basis for an aircraft equipped with it to exhibit maximum flexibility with regard to its possible flight states. With the aid of the pivoted wing, the drives on both sides of the aircraft can be optimally distributed around the aircraft's center of gravity, so that the drives can be positioned with a maximum lever arm relative to the aircraft's center of gravity, thereby ensuring very stable flight and control characteristics.

[0014] Furthermore, the invention is not only applicable to conventional wings, but can also be used in other profile-based applications, such as propellers, (engine) fans, turbine blades, or rotor blades. The partial airfoil sections, i.e., when there is no or only a small gap between them, result in an increase in the wing area with its associated advantages when required.

[0015] With its individual airfoil sections joined together, the aircraft can be flown in a so-called horizontal flight mode or horizontal flight condition, just like a conventional airplane. The joined sections form a complete wing on both the left and right sides of the fuselage, each with a typical airplane airfoil. This airfoil is exposed to airflow generated by the engine, creating lift. In this configuration, the aircraft exhibits the flight characteristics of a conventional airplane. Even without engine power, it can glide. Additionally, all typical airplane control surfaces or lift-enhancing devices (e.g., deice, anti-ice, leading-edge slats, flaps, rudders, etc.) can be installed on the leading, upper, lower, and trailing edges of the airfoil.

[0016] Furthermore, when the airfoil sections are spread apart or swung out, i.e., when the airfoil sections of the respective airfoil-swinging wing are arranged separately from each other and thus no longer form the overall wing, but rather individual airfoil sections, the aircraft can be flown either in the so-called transition flight condition or in the take-off, landing or hovering flight condition.

[0017] In takeoff, landing, or hovering flight modes, the thrust of the propulsion system on each wing section is directed downwards, so the downward force required for these flight modes is generated directly and exclusively by the propulsion system. The individual wing sections then only serve a supporting function for their respective propulsion systems. In this configuration, the aircraft exhibits flight characteristics similar to a helicopter or multicopter. The configuration of the wing sections and their propulsion systems corresponds to that of a quadcopter or, more generally, a multicopter, resulting in extremely stable flight characteristics even at very low climb or descent rates, low horizontal speeds, or even when hovering horizontally.

[0018] The transient flight condition, or in other words the transitional flight condition, exists in two situations.

[0019] In the first situation, a change is made from the horizontal flight state to the take-off, landing, or hovering flight state, i.e., as soon as the partial profiles are swung apart and the resulting reduction in lift of the respective overall wing is successively compensated by a gradually downward (towards the earth) effect of the drives.

[0020] In other words, when the individual airfoil sections are moved apart, the effect of the drive, i.e., the drive itself or its effect (thrust), is converted from a forward thrust into a downward force, also referred to in this case as a lifting force or lift, so that the thrust originally generated by the drive, which causes the aircraft to generate lift through the entire wing, gradually decreases, while at the same time the lifting force gradually increases, thus compensating for the decrease in the lift of the entire wing in order to keep the aircraft in the air or to allow it to take off or land vertically.

[0021] In the second situation, a change is made from the take-off, landing, or hovering flight state to the horizontal flight state, i.e., the partial airfoils are pivoted towards each other and the effect of the propulsion, initially directed only downwards (towards the earth), is successively directed backwards, while the complete wing forms and the lift for the aircraft is initially provided by the airflow around the successively approaching partial airfoils and finally by the forming complete wing.

[0022] During the transition from horizontal flight mode to transient flight mode, i.e., when the partial airfoils are minimally swung apart so that no gaps (because the partial airfoils overlap at their joints) or minimal, defined gaps occur between the partial airfoils of the partial airfoil swept wing, a desired increase in the wing area or the total airfoil depth occurs, which also has a beneficial effect on the flight characteristics, in particular the gliding behavior during take-off or landing or also during soaring, and can be used in a targeted manner for flight maneuvers.

[0023] The use of the inventive partial-profile swept wing thus combines the two worlds of flight technology, namely that of the airplane on the one hand and that of the helicopter or multicopter on the other, and therefore allows for highly flexible different flight states with one and the same aircraft. In horizontal flight, the aircraft exhibits the characteristics known from a conventional airplane, such as high cruising speed, conventional landing and takeoff on a runway, and gliding capability in emergency situations. In takeoff, landing, or hovering flight states, it exhibits the characteristics known from a multicopter, namely space-saving takeoff and landing, or precise maneuverability both horizontally and vertically at very low speeds. Furthermore, the aircraft can switch flexibly and seamlessly between these two flight states and thus be selectively adapted to the respective takeoff or landing conditions.The aircraft must be operated in a manner adapted to the landing conditions (runway, point-shaped landing zone) or the respective area of ​​operation (e.g., long-distance flight at high speed on the one hand, or transport of persons or materials in rough terrain without landing options or difficult landing infrastructure, such as in urban areas).

[0024] Further, particularly advantageous embodiments and developments of the invention will result from the dependent claims and the following description.

[0025] The pivoting wing can have one pivoting partial profile or several pivoting partial profiles, or consist only of pivoting partial profiles.

[0026] A variable-sweep wing can also consist of a combination of at least one fixed airfoil section (i.e., a non-steerable section) and at least one switchable airfoil section. An example of this design is a variable-sweep wing consisting of two airfoil sections (we are only considering one side of the aircraft here). In this case, the rear airfoil section, if it already has a greater sweep angle (e.g., 30° aft), can be a fixed airfoil section, meaning it has the rigid airfoil section. The switchable airfoil section would simply be extended (swiveled out) at the front for takeoff, landing, and hovering, and swept back again for level flight.

[0027] Regardless of the specific implementation variant, the individual sub-profiles, when pivoted together, combine to form a whole airfoil profile or a complete airfoil profile, and, when the sub-profiles are moved apart or pivoted out, they form individual profiles of the airfoil profile.

[0028] The control of the wing section movement and the direction of the propulsion can be performed manually by a skilled pilot. Preferably, however, control is achieved using an onboard computer programmed to provide computer-aided procedures during program execution, particularly fully automatically in the case of an unmanned aerial vehicle. In this process, the onboard computer controls the movement of the wing sections and the direction of propulsion, taking into account various sensor data and / or flight route or GPS data, depending on control inputs from the pilot or an automatically remotely controlling device, or prior programming.

[0029] The sensor data can represent, for example, the aircraft's speed over ground, altitude over ground, attitude of the aircraft, as well as all flight parameters, etc., and / or weather data that are recorded by the aircraft's sensors or transmitted to the aircraft via data transmission.

[0030] During program execution, the on-board computer generates control data or signals that are transmitted electronically or optically (e.g., via cable or signal / data bus) to actuators familiar to those skilled in the art. An actuator is a drive-related component that converts an electrical control signal or control data output by the on-board computer into movement or a physical quantity, such as pressure. Actuators can be electromechanical, pneumatic, or hydraulic.

[0031] The first type of actuator is connected to the fuselage of the aircraft on one side and to the wing section on the other, and translates the control data or signals into a movement of the respective wing section. Thus, the first type of actuator causes the wing sections to pivot, either directly or via a gearbox.

[0032] A second type of actuator is connected on one side to the relevant wing section (specifically to its load-bearing components, such as the spar or spars) and on the other side to the drive mechanism or a device for influencing the drive's direction of action. This actuator converts the control data or signals into the desired direction of action for the drive. This conversion can involve pivoting the drive, allowing its direction of action to be adjusted from horizontal to vertical and vice versa. Alternatively, it can involve adjusting an outlet opening of the device for influencing the drive's direction of action. In this case, the orientation of the drive itself remains unaffected, whereas the airflow / mass flow generated by the drive is altered with respect to its exit direction from the outlet opening between horizontal and vertical, or vice versa.This can be a directionally deformable shaft or a shaft with a horizontal outlet and a downward-facing outlet, in which the horizontally exiting airflow or mass flow component and the vertically exiting airflow or mass flow component can be variably adjusted by means of an adjustable flap within the shaft. If the second actuator type only changes the direction of the airflow or mass flow caused by the drive, and the orientation of the drive remains unchanged, the actuator does not necessarily have to be connected to the partial wing, but can also be integrated directly into the drive or connected to it as a load-bearing element.

[0033] It should be noted here that the first and second actuator types may differ in their implementation, but do not necessarily have to be fundamentally different in their design. The differentiation between the first and second actuator types is solely due to their different applications on the aircraft.

[0034] Furthermore, it should be mentioned that the relative movement of the individual profile sections towards or away from each other can be initiated or carried out by the individual drives attached to the profile sections through a change in the airflow, mass flow, or momentum at the individual drives. Thus, the movement of the profile sections in the desired direction is generated by means of the drives.

[0035] The pilot can also control the propulsion systems manually. Preferably, the onboard computer assists the pilot. In different flight modes, the onboard computer preferably controls the propulsion systems—either based on pilot input, remote control input, or fully automatically / autonomously—to achieve the desired flight response. Depending on the specific flight maneuver, the power output for each propulsion system is also regulated separately to execute the desired maneuvers and ensure stable flight behavior in various flight conditions. This allows, for example, compensation for any asymmetry in emergencies such as engine failure, or, if necessary, the creation of an asymmetry to compensate for, say, wind gusts.

[0036] To equip the overall wing with the highest possible load reserves and thus a high level of safety, it has proven advantageous for the individual profile sections to be locked when pivoted together. The locking mechanism can be implemented, for example, by means of one or more bolts or another mechanical locking device, wherein the bolt or locking device is coupled to an actuator controlled by the onboard computer to engage or disengage the locking mechanism. Particularly preferred is a self-locking locking mechanism, releasable by an actuator, which locks automatically as soon as the individual profile sections touch each other. Unlocking is also performed either manually by the pilot or controlled by the onboard computer.

[0037] The partial-profile swept wing can have two or more sections. Since preferably one drive is used per section, a corresponding number of drives can be provided per partial-profile swept wing. By increasing the number of drives, the rotor diameter used can be reduced while maintaining the same effect, for example in the case of rotor drives. This contributes to greater ground clearance during landings and takeoffs (in level flight). The length of the landing gear, which defines the distance between the fuselage and the runway, can therefore be correspondingly shorter, resulting in a more stable and robust configuration.

[0038] As already mentioned, it should also be noted that the entirety of the partial profiles of the partial profile swivel wing can also include one or more partial profiles rigidly attached to the fuselage.

[0039] Particularly preferably, each partial airfoil has the outer shape of a segment of the airfoil. Thus, each partial airfoil has at least a residual airfoil effect even as a partial wing, which provides lift, especially during transition flight, when the airflow is from the front. Furthermore, when pivoted together, the partial airfoils seamlessly combine to form a complete airfoil, which provides the lift required for the aircraft in level flight.

[0040] Preferably, the partial airfoil is designed such that it consists of a partial airfoil segment and one or more spars. Each partial airfoil has the outer shape of a segment of an airfoil. The partial airfoil segment is / can be designed for optimized airflow, while the spar provides the necessary stiffness and stability to the respective partial airfoil or partial wing. The spar is integrated into the partial wing and runs essentially along its longitudinal extent. The spar preferably has an I-beam cross-section that conforms to the inner surface of the partial airfoil segment for force transmission. The partial airfoil segment thus defines the outer shape of the partial wing surrounding the spar—at least on one side, i.e., on the leading or trailing side relative to the direction of travel in level flight.

[0041] Particularly preferred are the partial wing profile segment and the spar designed as separate components. This means that the two are bonded together, preferably made of the same material rather than different materials, and especially manufactured together in a single operation. This one-piece design improves the load-bearing capacity and, particularly when using composite materials, facilitates the production of a partial wing that is as lightweight as possible yet still stable.

[0042] The individual component can also be made from different materials joined together, with these different materials being joined together by, for example, gluing, riveting, or other known joining methods.

[0043] According to a particularly preferred embodiment, one or more rigid airfoil sections may be provided. Viewed from the direction of flight in horizontal flight mode, the at least one rigid airfoil section may be located between two pivotable airfoil sections, or in front of the first pivotable airfoil section, or behind the last pivotable airfoil section. The rigid airfoil section(s) may be located between, behind, or in front of two or more pivotable airfoil sections. More generally, the shape of the airfoil sections, regardless of whether they are rigid or pivotable, may be designed such that the pivoted airfoil sections, i.e., the resulting overall airfoil, constitute the airfoil or a segment thereof.In particular, the rigid airfoil section itself can have the shape of an airfoil, and the pivotable airfoil section(s) can be adapted to the shape of the rigid airfoil section on their side facing it, so that the overall airfoil is formed when the airfoil sections are joined. In this way, the airfoil section formed from the rigid airfoil section can provide good lift, especially during transition flight, and significantly reduce the load on the propulsion systems from a certain airspeed upwards.

[0044] Preferably, the movable or pivoting airfoil sections can be narrower than the fixed airfoil section. Narrower in this context means that the movable or pivoting airfoil sections have a smaller profile depth compared to the fixed airfoil section. The advantage of this design lies in the greater wing depth achieved with narrower movable airfoil sections.

[0045] It should be noted that the airfoil thickness across the entire airfoil (viewed in the cross-sectional view of the overall airfoil) of the swing wing is preferably continuous when swung in the folded position. This reduces turbulence and flow separation, thus allowing for performance- and fuel-optimized flight when using the partial airfoil swing wing.

[0046] The maximum profile thickness of the movable or pivoting sections is preferably less than the maximum profile thickness of the fixed section. The maximum profile thickness is defined here as the greatest thickness of the respective profile section without additional components such as antenna configurations or similar. The fixed section therefore preferably, but not necessarily, has the greatest profile thickness of the entire pivoting wing profile.

[0047] The pivoting partial profile has at least one of the following propulsion systems: motor-propeller combination; jet engine; impeller or another type of propulsion acting by mass flow.

[0048] Multiple thrusters can be provided, each primarily used for different flight states or modes. For example, one thruster might provide rearward thrust, making it ideal for level flight, while another provides downward thrust (directed vertically), supplying the main thrust (force or lifting power) for takeoff, landing, and hovering. These two thrust directions can be provided independently and / or synchronized to enable seamless transitions between flight states.

[0049] A forward thrust caused by the drive can be converted into a downward force or lifting force, especially by a swiveling drive.

[0050] Preferably, the drive unit is pivotable relative to a fuselage-wing junction or a wing root of the variable-sweep wing, such that the direction of thrust can be changed analogously to the pivoting of the drive unit, in particular so that the thrust can be pivoted towards the vertical direction. According to the invention, the direction of thrust is therefore pivotable about the transverse axis of an aircraft equipped with the variable-sweep wing. For this purpose, the airfoil of the variable-sweep wing or a section thereof can be designed to be pivotable, in particular relative to the wing root. The drive unit itself can also be designed to be pivotable relative to the airfoil of the variable-sweep wing and / or a section thereof.

[0051] Particularly preferably, when the motor-propeller combination is used as the propulsion system, the forward-oriented section of the airfoil profile has either a tractor propeller or a pusher propeller, and the rear-oriented section of the airfoil profile has either a tractor propeller or a pusher propeller. This combination contributes to increased power output and improves the airflow necessary for lift in level flight. If the forward-oriented section of the airfoil profile has the pusher propeller, it is advantageous for the forward section to be longer than the rear section.

[0052] In flight, the partial profiles or the partial wings support the fuselage of the aircraft, whereby the power transmission can be realized according to two training methods, namely as follows.

[0053] According to an initial design, the aircraft can have a spar box, with the individual wing sections implemented as separate spars, each connected to the spar box and thus to the fuselage by individual spar bolts. In this configuration, the individual spars only need to bear the load of their respective wing sections and can be maintained independently. Furthermore, the individual wing sections can be easily replaced independently in this configuration.

[0054] According to another design, the wing sections can consist of spars extending from one side of the fuselage to the other, with these spars connected to the fuselage by a central spar. These spars cross at the spar and thus extend to the left and right sides of the fuselage. This offers the advantage that the wing section extending from the left to the right side of the fuselage can be formed as a single piece. This improves stability and load-bearing capacity, as well as the force transmission to the fuselage. In this context, it should be noted that the phrase "wing sections as individual spars" is to be understood as referring to a wing section extending on both sides of the fuselage.

[0055] Existing manufacturing techniques and known materials can be used for the production of the wing sections and spars. Finally, it should be mentioned generally that the discussed electronic devices (onboard computers, sensors, etc.) contain electronics. These electronics can be discrete, integrated, or a combination of both. Microcomputers, microcontrollers, and application-specific integrated circuits (ASICs), possibly in combination with analog or digital electronic peripherals, can also be used. Many of the mentioned functionalities of the devices are implemented—possibly in conjunction with hardware components—using software running on a processor within the electronics. Devices designed for radio communication typically include an antenna configuration for transmitting and receiving radio signals as part of a transceiver module.The electronic devices can also have an internal power supply, which can be implemented, for example, with a replaceable or rechargeable battery. Alternatively, the devices can be powered via a wired connection, either through an external power supply unit or via a signal or data bus.

[0056] These and other aspects of the invention will become apparent from the figures discussed below. Character description

[0057] The invention is explained in more detail below with reference to the accompanying figures and exemplary embodiments, to which, however, the invention is not limited. In the various figures, identical components are designated with identical reference numerals. They show schematically: Fig. 1 Spread-out or swung-out partial wings of two partial profile swept-wings of an aircraft; Fig. 2the swept-toge partial wings forming a complete wing profile according to the Figure 1 ; Fig. 3a a complete wing composed of two partial wing profiles; Fig. 3b the two partial profiles joined by positive locking; Fig. 3c a total wing composed of three partial wing profiles; Fig. 3d the entire wing with a partial profile having a wing profile; Fig. 4 a separate connection to the fuselage of the aircraft for each of the two partial profiles of the overall wing; Fig. 5 a common central connection, linking the fuselage of the aircraft to two partial profiles spanning the fuselage; Fig. 6 the individual connection according to the Figure 4 in the case of three partial profiles; Fig. 7 the central connection according to the Figure 5 in the case of three partial profiles; Fig. 8the aircraft with a swiveling traction propeller engine nacelle on each of the wing sections of the overall wing in horizontal flight mode; Fig. 9 a swiveling of the engine nacelle of the forward half or part of the aircraft according to the Figure 8 ; Fig. 10 a swiveling of the engine nacelle of the rear half or part of the aircraft according to the Figure 8 ; Fig. 11 the aircraft with a swiveling tractor propeller engine nacelle on the front half or part of the overall wing and a swiveling pusher propeller engine nacelle on the rear half or part of the overall wing in horizontal flight; Fig. 12 a swiveling of the engine nacelle of the respective half or partial wing of the aircraft according to the Figure 11 ; Fig. 13 the aircraft in flight taking off, landing or hovering; Fig. 14. the aircraft with a rigid, central partial profile of the respective overall wing in the flight pattern during take-off, landing or hovering; Fig. 15 a first form of training of the three sub-profiles of the overall wing according to the Figure 14 ; Fig. 16 a second form of training for the three sub-profiles of the overall wing according to the Figure 14 , Fig. 17 the aircraft according to the Fig. 14 with a further training form of the partial profile swing wing; Figs. 18 and 19 Different training methods for the aircraft regarding the pivoting of the partial profiles. Description of the exemplary implementations

[0058] The Figure 1Figure 1 shows a section of the fuselage 2 of an aircraft 13. To the right and left sides of the fuselage 2 (relative to the flight direction FR and the longitudinal extent of the fuselage, respectively), a pair of wing sections 14, each with a partial airfoil 1, extends. The wing sections 14 are indicated by arrows P as being spread apart or swept out. They are closest to each other when attached to the fuselage 2. The further they extend from the fuselage 2, the greater the distance between them. The aircraft 13 adopts this configuration of the wing sections 14, for example, during vertical takeoff or landing, or when hovering. The pairs of wing sections 14 extending to the left and right sides of the fuselage 2 each have the partial airfoil 1, with the partial airfoils of the pairs of wing sections 14 combining to form a complete wing with a total airfoil profile.to add a wing profile 4 when the pairs of partial wings 14 are swung together, as shown in the . Figure 2 The aircraft 13 is shown according to the Fig. 2 This configuration of the sub-wing 14 is present during horizontal flight, landing, or takeoff from a runway.

[0059] The Figures 3a to 3d demonstrate using one in the Figure 2 The circled segment A of the overall wing shows various configurations of the airfoil 4, with the overall wing shown in a section perpendicular to its longitudinal extent to reveal both the individual airfoils 1 and the entire airfoil 4. Generally speaking, a wing section 14 has a spar with an outer skin and can be open or closed at the front. The same applies to the rear shape of the wing section 14.

[0060] This shows Figure 3aA wing profile 4 composed of two partial profiles 1. Here, the leading front partial profile 1, oriented in the direction of flight (FR), exhibits the typical curve of an aircraft wing on its leading edge, which slopes gently rearward on the underside of the wing, whereas the upper surface of the partial profile 1 curves upwards and then slopes gently downwards again towards the rear. The trailing rear partial profile 1, oriented away from the direction of flight, shows the typical tapered contour of an aircraft wing. Each of the partial profiles 1 has a spar 3, which has the shape of an I-beam and extends along the longitudinal extent of the entire wing. In the case of the leading front partial profile 1, the spar 3 closes off the profile 1 at the rear, whereas in the case of the trailing rear partial profile 1, the spar 3 closes off the trailing edge of the profile 1.The spar 3 is the load-bearing component of an aircraft wing, specifically of wing section 14. The spars 3 can be positioned at a slight distance from each other or touch each other within the airfoil 4, which is composed of the two airfoil sections 1. Preferably, however, the spars 3 overlap in a strip-like fashion, as shown in the diagram. Figure 3b This is shown to ensure a positive fit, which gives the airfoil profile 4 a high degree of stability. The [details of the diagram] Figure 3cThe depicted airfoil 4 has three sub-profiles 1 whose outer contours essentially merge seamlessly, so that when the sub-profiles 1 are pivoted together, the airfoil 4 is formed again. The middle sub-profile 1 forms a bridge to extend the airfoil chord between the leading and trailing sub-profiles 1 and / or to stiffen the overall wing. The middle sub-profile 1 also has the spar 3. The sub-profile 1 of the middle wing section 14 is aerodynamically unfavorable, which, however, can be advantageous during braking / deceleration. The same applies to the sub-profiles 1 of the trailing wing sections 14 of the design variants according to the Figures 3a and 3b . In the 3D figure is a rear

[0061] Partial profile 1 is shown, which itself has the contour typical of a wing. The front partial profile 1 is shaped on its side facing the rear partial profile 1 such that the forward-directed curve of the rear partial profile 1 is accommodated in an area adjacent to or following the spar 3, whereby an asymmetrical overlap is also possible.

[0062] The Figure 4Figure 1 shows how the wing sections 14, with their respective airfoil sections 1, are attached to the fuselage 2 by means of a spar box 7. This involves the attachment of four separate wing sections 14, with two of the wing sections 14 extending in pairs from the spar box 7 to the respective sides (right side and left side relative to the direction of flight FR) of the fuselage 2. For this purpose, a single spar bolt 8 is provided for each wing section 14, enabling the pivotable attachment of the wing section 14 to the spar box 7. Each wing section 14 can thus pivot about the respective spar axis of the corresponding single spar 8, i.e., essentially about a vertical axis, when the fuselage 2 is essentially horizontally oriented along its longitudinal extent. In this configuration, all four wing sections 14 can be pivoted individually, which, for example,by means of four individual actuators, or the partial wings 14 extending in pairs to the respective side of the fuselage are pivoted synchronously with each other, which is achieved with two actuators or even with just a single actuator and a gearbox.

[0063] The Figure 5Figure 1 shows another configuration of the wing sections 14 with their respective profile sections 1. Here, a wing section 14 extending to the left side of the fuselage 2 and a wing section 14 extending to the right side of the fuselage 2 are manufactured as single units, forming a combination wing section 15. The two wing sections 14 of the combination wing section 15 are essentially in a straight line or slightly offset from each other. This single-unit design allows the use of a single central mounting 9 for attaching the two combination wing sections 15, which can pivot about the central mounting 9. In this configuration as well, the combination wing sections 15 can be pivoted separately by individual actuators or together by a common actuator.

[0064] As in the Figure 6As shown, more than two separate wing sections 14 can also be provided. In the present case, there are three per fuselage side. Each wing section 14 is attached by means of a separate single spar bolt 8. The number can also be increased for wing sections 14 that extend from one side of the fuselage to the other, i.e., combination wings, which in the case of the Figure 7 visualized with three combination wings, which in turn are connected to the fuselage 2 via the central image 9.

[0065] The following is about the Figure 8The following figure shows the aircraft 13 from above in horizontal flight. In this aircraft 13, each wing section 14 is equipped with an engine nacelle 6 with a tractor propeller 5, with the two outer engine nacelles 6 attached to the rear wing sections 14 and the inner engine nacelles 6 attached to the front wing sections 14. Each of the engine nacelles 6 is attached to the wing sections 14 in such a way that it, together with the propeller 5, can swivel according to the indicated range S (see figure). Fig. 9 ) can be swivelled upwards to create lifting power with the help of propeller 5. The swiveling of the engine nacelle is in the Figure 9 The motor nacelle 6, attached to the forward wing section 14, is visualized, shown in its two extreme positions with solid lines on the one hand and dashed lines on the other. The partial profile 1 of the forward wing section 14 is also visualized with dashed lines. The swiveling of the motor nacelle is shown in the Figure 10 The motor nacelle 6, attached to the rear wing section 14, is visualized, shown in its two extreme positions with solid lines on the one hand and with dashed lines on the other. The partial profile 1 of the rear wing section 14 is also visualized with dashed lines.

[0066] The following is about the Figure 11 The figure shown depicts the aircraft 13 from above in horizontal flight. The aircraft 13 has an engine nacelle 6 or 10 at each end of the wing sections 14, with tractor propellers 5 mounted on the forward wing sections 14 and pusher propellers 5 mounted on the rear wing sections 14. Each of the engine nacelles 6 provided on the forward wing sections 14 is attached to the wing sections 14 in such a way that it, together with the tractor propeller 5, can swivel according to the indicated range S (see figure). Figure 12) can be pivoted upwards to generate lifting power with the aid of the propeller 5. Each of the motor nacelles 10 provided on the rear wing sections 14 is attached to the wing sections 14 in such a way that it, together with the propeller 5, can pivot according to the indicated range S (see Figure 12 ) can be pivoted downwards to create lifting power with the help of the propeller 5. The pivoting of the engine nacelles 6 is subsequently described in the Figure 12 The visualization shows the respective engine nacelle 6 with the tractor propeller 5 pivoting upwards on both sides of the fuselage 2, and the engine nacelle 10 with the pusher propeller 5 pivoting downwards. The partial profiles 1 are not shown here.

[0067] The Figure 13The aircraft 13 is shown during takeoff, landing, or hovering, with the wing sections 14 fanned out, i.e., the airfoil sections 1 swung apart or swung out. The propellers 5 act downwards, thus generating the required lifting force.

[0068] The Figure 14 The aircraft 13 is shown according to a further training form of the partial airfoil swept wing 12. In this training form, a central (middle) and fixed wing section 14 is provided, which is flanked at the front and rear by a pivoting wing section 14 on each side. Again, each pivoting wing section 14 has the engine nacelle 6. The fixed wing section 14 is shown here without an engine nacelle. In the present case, the Figure 14 The aircraft 13 is shown from above during takeoff, landing, or hovering. Here too, the action of the propellers 5 is directed downwards, so that the required lifting force is generated.

[0069] The Figure 15shows a first training form for the aircraft 13 according to the Figure 14 The wing section 14 is used. The rigid airfoil section 11 of the central (middle) wing section 14 essentially has the typical contour of an airfoil, whereas the two adjacent pivoting airfoil sections 1 are shaped such that they accommodate the rigid airfoil section 14 on their respective sides, so that the combination of the three airfoil sections 1 and 11 and 1 again results in the overall airfoil profile or airfoil profile 4. Although present, the individual spars have been omitted here.

[0070] The Figure 16 shows a second training method for aircraft 13 according to the Figure 14The wing section 14 is used. Here, the rear pivoting section 1 essentially has the typical contour of a wing, whereas the two sections 1 and 11 located in front of it are shaped like a wing only on their leading edge, as well as their upper and lower surfaces. Their trailing edges are shaped in such a way that the respective section 11 or 1, located opposite the direction of flight FR, is seamlessly integrated, so that the combination of the three sections 1, 11, and 1 again results in the overall wing profile, or airfoil profile 4. Although present, the individual representation of the spars has been omitted here as well.

[0071] Unlike the Figure 14 shows the Figure 17that the pivotable partial profiles 1, i.e., the front partial wing 14 and the rear partial wing 14, are pivotably attached to the non-pivotable, middle partial wing 14 at a distance from the fuselage 2. In the present case, this attachment is provided approximately in the middle along the fixed, middle partial wing 14. The partial profiles 1 of the three partial wing 14 can have similar dimensions or proportions or – as in the Figure 17 hinted at - or differ significantly from each other.

[0072] Subsequently, the following points are made to the Figures 18 and 19 received, in which different variants regarding the pivoting of the partial wing sections 14 are visualized. The three partial profiles 1 shown are again shaped in such a way that when joined together they again form the entire airfoil profile 4 or the overall wing profile. This is shown in the Figures 18 and 19 visualized using the size ratios of the three sub-profiles 1.

[0073] Specifically, the Figure 18A first plane E1 is normal to the drawing plane and runs along the aircraft axis. The partial profiles 1 are shown pivoted along a second plane E2, whereby, viewed from the nose of the aircraft 13, the second plane E2 is inclined upwards by an angle Alpha (α) relative to the first plane E1. The pivoting along the second plane E2 causes the forward wing section 14 to be raised relative to the middle wing section 14 and the rear wing section 14 to be lowered relative to the middle wing section 14. At least the forward and rear wing sections 14 are pivoted here, whereby the middle wing section 14 can also be pivotable, but this is not mandatory. It should also be mentioned that, viewed from the nose of the aircraft 13, the pivoting of plane E2 relative to plane E1 can also be downwards. Furthermore, the Figure 19The front and rear wing sections 14 can be pivoted relative to the middle wing section 14 along different planes E3 and E4. Each of these planes E3 and E4 can be individually inclined relative to the first plane E1. In the present case, the front wing section 14 is lowered along the fourth plane E4 relative to the middle wing section 14, and the rear wing section 14 is lowered relative to the middle wing section 14 along a third plane E3. It should be noted that this pivoting of the wing sections 14 can also occur along a curve K.

[0074] In all the discussed training configurations where a pivoting motion occurs along a plane, such as plane E2, E3, or E4, the pivoting mechanism is designed to initiate movement in the respective plane E2, E3, or E4, or is simply oriented or inclined accordingly to, for example, the first plane E1 or the aircraft axis. If the pivoting motion occurs along a curve, the pivoting mechanism must accommodate the curve's shape. For this purpose, a guide curved according to the curve's shape can be provided to guide the wing section 14, so that, for example, a rotary movement of the relevant actuator is converted into a pivoting of the wing section 14 according to the curve's shape.

[0075] Finally, it should be noted once again that the figures described in detail above are only exemplary embodiments, which can be modified in various ways by a person skilled in the art without departing from the scope of the claims. For the sake of completeness, it should also be noted that the use of the indefinite articles "a" or "an" does not preclude the possibility that the features in question may be present multiple times.

Claims

1. A pivoting wing (12) for an aircraft (13), wherein the pivoting wing is designed as a partial-profile pivoting wing, wherein the partial-profile pivoting wing is assembled from individual partial profiles (1) when these partial profiles (1) are pivoted together, wherein the pivotable partial profiles (1) comprise at least one of the following propulsion systems (6, 10), namely: - an engine-propeller combination; - a jet engine; - an impeller; - another type of mass flow-driven propulsion, and wherein a forward thrust caused by the propulsion system (6, 10) can be converted into a lifting force, in particular by a pivotable propulsion system (6, 10), characterized in that the direction of thrust is pivotable around the transverse axis of an aircraft fitted with a pivoting wing.

2. Pivoting wing (12) according to claim 1, - wherein the individual partial profiles (1) fit together into a complete airfoil profile (4) or a full wing profile when the partial profiles (1) are pivoted together, and - wherein the partial profiles (1) form individual profiles of the airfoil profile (4) when the partial profiles (1) are driven apart or swung out.

3. Pivoting wing (12) according to any one of the preceding claims, wherein the partial profiles (1) are locked when the partial profiles (1) are pivoted together.

4. Pivoting wing (12) according to any one of the preceding claims, which comprises two or more partial profiles (1).

5. Pivoting wing (12) according to any one of the preceding claims, wherein each partial profile (1) comprises the outer shape of a segment of the airfoil profile (4).

6. Pivoting wing (12) according to any one of the preceding claims, wherein the partial profile (1) consists of a partial wing profile segment and a spar (3) or multiple spars (3), preferably wherein the partial wing profile segment and the spar (3) are designed as a single component.

7. Pivoting wing (12) according to any one of the preceding claims, which comprises a fixed partial profile (11) or multiple fixed partial profiles (11).

8. Pivoting wing (12) according to claim 7, wherein the movable or pivotable partial profiles (1) are narrower as compared with the fixed partial profile (11).

9. Pivoting wing (12) according to any one of the preceding claims, wherein the propulsion system (6, 10) is pivotable relative to a fuselage-wing transition or a wing root of the pivoting wing, such that the direction of thrust can be varied corresponding to the pivoting of the propulsion system (6, 10).

10. Pivoting wing (12) according to any one of the preceding claims, wherein the profile of the pivoting wing (12) or a partial profile (1) is designed to be pivotable, in particular pivotable against a wing root of the pivoting wing, or wherein the propulsion system (6, 10) itself is designed to be pivotable against the profile of the pivoting wing (12) and / or a partial profile (1).

11. Pivoting wing (12) according to claim 1, wherein, when the engine-propeller combination is configured as the propulsion system (6, 10), the forward-facing partial profile (1) of the airfoil profile (4) comprises a pull propeller or a push propeller, and the rearward-facing partial profile (1) of the airfoil profile (4) comprises either a pull propeller or a push propeller.

12. An aircraft (13) comprising a fuselage configuration which, depending on its design, comprises a fuselage (2), a twin-fuselage, or a multi-fuselage structure, and comprising a pivoting wing (12) according to any one of claims 1 to 11 on the left side and on the right side of the fuselage configuration.

13. Aircraft (13) according to claim 12, which comprises a spar box (7), wherein the partial profiles (1) are implemented as individual spars and are each connected to the spar box (7) and thereby to the fuselage (2) by individual spar bolts (8).

14. Aircraft (13) according to claim 12, wherein the partial profiles (1) consist of spars extending continuously from one side of the fuselage (2) to the other side of the fuselage (2), wherein the continuous spars are connected to the fuselage (2) by means of a central mounting (9).

15. A computer-assisted method for operating an aircraft (13) with a pivoting wing (12) according to any one of claims 1 to 11 in the following flight conditions, namely: - in a level flight condition, in which the partial profiles (1) of the respective partial-profile pivoting wing are pivoted together and a resulting full wing generates the aircraft lift, similar to a conventional aircraft, through the action of a propulsion system (6, 10), in particular of the respective partial profile (1), and - in a transition flight condition, in which the partial profiles (1) are driven apart so that partial wings (14) are formed from the full wing, whereby the aircraft lift of the full wing decreases, which may be partially taken over by the individual partial wings, while the propulsion or a direction of action of the propulsion is successively pivoted in such a way that the decrease in lift of the full wing is compensated for when the partial profiles are driven apart, and - in a takeoff, landing, or hovering flight condition, in which the partial profiles (1) of the partial-profile pivoting wing are driven apart and the directed action of the propulsion system (6, 10) alone generates the force required for the takeoff, landing, or hovering flight condition.