Closure element for closing a wing hole of an aircraft

Abstract

The invention relates to a closure system for closing a wing hole of an aircraft, having at least two flaps, a displacement body for displacing the flaps, a plurality of levers, wherein each flap is coupled to the displacement body by means of one lever in each case, and a holding body, to which the flaps are each rotatably hinged. The invention is characterised in that when the displacement body is displaced, at least two flaps rotate by different displacement angles.

Description

[0001] Closing system for closing a wing hole of an aircraft

[0002] The invention relates to a closure system for closing a wing opening of an aircraft. Furthermore, the invention relates to an aircraft having such a closure system and the use of a closure system in an aircraft. r

[0003] Aircraft with vertical takeoff and landing capabilities, known as "Vertical Takeoff and Landing" (VTOL) aircraft, are already known from the state of the art. Such aircraft have the advantage of enabling the transport of people and goods in densely populated areas. Various concepts are known for implementing VTOL aircraft. One of these concepts involves a multitude of rotors dedicated to specific flight phases. Some rotors are designed for takeoff or landing, while others are used for cruise flight.

[0004] Aircraft are known in which a rotor drive with rotors is integrated into the wing. However, such aircraft face the problem of the difficulty of integrating the holes required to accommodate the rotor drive into the wing. In order to prevent pressure equalization between the upper and lower surfaces at the location of the wing hole during cruise flight, a closing system must be provided. Such closing systems can represent additional drag during cruise flight. In addition, the propeller drive has a certain depth in the z-direction. The z-direction is understood to be a direction that is equal to or opposite to a direction of gravity. These initial conditions lead to aircraft being known in which the wings are very thick and / or do not have a classic wing profile.Thus, in these aircraft, the advantages of having rotors that are not in the airflow are negated or the disadvantages of this design even outweigh those of aircraft in which the rotors are in the airflow.

[0005] The object of the invention is therefore to provide a closure system that enables the use of efficient wings in which a propeller drive is arranged.

[0006] The object is achieved by a closing system for closing a wing hole of an aircraft, with at least two flaps, an adjusting body for adjusting the flaps, a plurality of levers, wherein each flap is coupled to the adjusting body by means of a lever, and a holding body to which the flaps are each rotatably articulated, characterized in that the adjusting body and the levers are designed such that when the adjusting body is adjusted, at least two flaps rotate by different adjustment angles.

[0007] The closing system according to the invention has the advantage that the closing system can completely close the holes. This prevents pressure equalization between the upper and lower surfaces of the wing. Furthermore, the closing system can simulate the wing contour when closed, whereby only minimal resistance is exerted by the closing system during cruise flight, climb, or descent, i.e. in all flight phases in which the wing hole is closed. This is possible because the flaps in the closing system can be rotated through different adjustment angles, thus enabling both complete opening of the wing hole and simulation of the wing contour by the closing system. Furthermore, when closed, the closing system is not in the flight flow, so that it exerts little or no additional resistance during cruise flight.As a result, the use of the closure system allows for the creation of an efficient wing that incorporates a propeller drive. In particular, a NACA 0012 type airfoil can be used when using the closure system, although the use of the closure system is not limited to this wing type.

[0008] The flap is hinged to the support body in such a way that the flap can rotate relative to the support body. The support body can be fixed in place within the wing. This means that the support body cannot move relative to the wing.

[0009] The "adjustment angle" corresponds to the angle difference between two positions of the flap. Thus, the adjustment angle can correspond to the angle difference between an open position and a closed position of the flap. After rotating the flap by the adjustment angle into the specified position, an angle is established between the flap and the support body.

[0010] The number of levers can correspond to the number of flaps. The lever can be a single-piece design. Alternatively, the lever can be a multi-piece design, with the individual lever parts being connected to one another. Regardless of whether the lever is a single-piece or multi-piece design, the lever serves to transfer the movement of the adjusting body to the respective flap in order to adjust the respective flap. The flaps can all be of the same design. The following describes the function and / or structure of a lever and / or flap. In one design, the holding body can be curved. This has the advantage that the shape of the holding body can be made closer to the sash profile. This makes it easy to ensure that the locking system replicates the sash profile in the sash hole when closed and therefore exerts little or no additional resistance.

[0011] The adjusting body can have a plurality of adjusting body elements. The individual adjusting body elements can be coupled to one another, in particular in an articulated manner. The coupling can be such that the adjusting body elements can move, in particular rotate, relative to one another. The adjusting body elements can be elongated. An adjusting body element can be coupled at each of its two ends to another adjusting body element at a coupling point. At least some of the adjusting body elements can each have their ends coupled to a lever. In particular, the lever can be coupled to the adjusting body, in particular the adjusting body element, at the coupling point. This creates a simply constructed adjusting body element of the adjusting body that is coupled both to the lever and to another adjusting body element.The provision of multiple adjustment elements offers the advantage that the adjustment element and / or the locking system can be well adapted to the wing profile. This ultimately reduces the drag caused by the locking system during flight.

[0012] The coupling can be implemented such that the connection between the adjusting body element and the lever has at least one degree of freedom. The connection of the lever to the adjusting body can be such that the lever can move, in particular rotate, relative to the adjusting body. However, the connection is designed such that a movement in at least one direction of movement of the adjusting body can be transmitted to the lever. The adjusting body elements can each have the same length. Alternatively, the adjusting body elements can have different lengths. This will be described in more detail below.

[0013] When the adjusting body is adjusted, the coupling points of the adjusting body elements, at which the adjusting body elements are coupled to the levers, can each move along a circular path. In this case, one chord length corresponds to the distance of the end of an adjusting body element between the two positions. The adjusting body can be arranged in a plane that runs parallel to another plane that contains the holding body. This is possible because the adjusting body and the holding body are offset from one another. This results in a compact design of the locking system. The adjusting body can be moved relative to the holding body. The holding body can be rod-shaped. A longitudinal axis of the adjusting body can run parallel to a longitudinal axis of the holding body.

[0014] One end of the adjusting body, in particular one end of an adjusting body element, can be coupled to an actuator of the closure system. The actuator causes the adjusting body to move to adjust the flaps. Since the flaps are coupled to the adjusting body, a movement of the adjusting body caused by the actuator causes the flaps to be adjusted simultaneously. The rotation of the flaps can occur in the same direction of rotation. As a result, a simply constructed closure system can be provided that includes the actuator, the adjusting body, the levers, and the flaps.

[0015] The lever can be coupled to the flap at a first lever end and to the adjusting body, in particular to one end of the adjusting body element, at a second lever end. As described above, the coupling between the lever and the adjusting body element takes place at a coupling point. The lever can transmit the movement of the adjusting body to the flap. The coupling takes place in such a way that the lever transmits a movement of the adjusting body to the flap. The lever can be coupled directly to the adjusting body and / or the flap. The lever can be connected to the flap in a rotationally fixed manner. As a result, moving the adjusting body by means of the lever can cause the flap coupled to the lever to rotate. The levers can each be movable relative to the holding body.

[0016] At least two levers can have different lengths. "Length" refers to the distance between the coupling point of the lever with the adjusting body, in particular the end of the adjusting body element, and a coupling point of the lever with the flap. The coupling point of the lever with the adjusting body can be at one end of the lever, and the coupling point of the lever with the flap can be at another end of the lever.

[0017] In one embodiment, the flaps can be of different lengths. Thus, the closure system can have at least two flaps of different lengths. The "length" of the flap is understood to be the distance of the flap between the coupling to the holding body and the coupling to a holding insert, which is explained in more detail below. The flap can be hinged to both the holding body and the holding insert.

[0018] In this case, an embodiment is advantageous in which the flaps each have a ball joint by means of which the respective flap is hinged to the holding body. In addition, the flaps can each have a further ball joint by means of which the respective flap is hinged to the holding insert. The provision of ball joints offers the advantage that the flap can be coupled to the holding body and the holding insert, even if the coupling point of the flap to the holding body is offset in at least two directions from the coupling point of the flap to the holding insert. The ball joint also offers the advantage that the flaps and / or the locking system can be better adapted to the sash profile. This reduces the resistance caused by the locking system.

[0019] At least two flaps can have the same profile cross-section. The profile cross-section corresponds to a plane perpendicular to the longitudinal extension of the flaps. The flaps can be designed symmetrically in their profile cross-section. This type of flap design enables optimized airflow.

[0020] The coupling point of the flap to the lever can be located in a range between 20% and 40%, preferably in a range between 30-35%, in particular at 33%, of the flap's depth. "Depth" is understood to be the distance between a leading edge and a trailing edge of the flap. The aforementioned range refers to a distance emanating from the leading edge of the flap. The leading edge of the flap corresponds to the edge of the wing that is first exposed to airflow during flight. The coupling point can be located in a plane of symmetry of the flap. Furthermore, the coupling point can be offset from a center of gravity of the flap.

[0021] In one embodiment, the locking system can include a retaining insert for retaining the flaps. The retaining insert can be inserted into the wing hole. Furthermore, the retaining insert can be fixedly arranged in the wing hole. In other words, there is no relative movement of the retaining insert to the wing. The retaining insert can be semi-annular. This is advantageous because the aircraft hole is typically circular in cross-section. As already explained above, the retaining insert serves to retain one end of the flap. In particular, the flap can be rotated relative to the retaining insert.

[0022] The retaining insert can have multiple steps. The steps can be offset from one another in the circumferential direction of the wing hole. The steps can extend into the wing hole to different depths. The direction of extension of the step depends on the length of the flap coupled to the step. The flap can be hinged to a flat step side of the retaining insert. The flat design of the step side offers the advantage that the flap does not hit the retaining insert when rotating. This allows the flap to rotate at a large angle.

[0023] When moving from the closed position to the open position, the flap can be rotated by the adjustment angle in one direction. To move the flap from the open position to the closed position, the flap is rotated in the opposite direction.

[0024] In a special embodiment, the holding body can be curved. Furthermore, the holding body can be attached to the wing. The attachment can be designed such that the holding body cannot move relative to the wing. The holding body can be rod-shaped. The flaps can be offset from one another along a longitudinal extent of the holding body. In particular, the at least two flaps can be hinged to one side of the holding body. For this purpose, recesses for accommodating the ball joint of the respective flap can be provided in the holding body side.

[0025] The flaps can each be rotated into an open position, in which the respective flap is rotated by an angle relative to the support body. The length of the lever coupled to the respective flap can depend on the angle between the flap and the support body. In this embodiment, the adjusting body elements can have the same length. In an alternative embodiment, the length of the adjusting body element can depend on the angle between the flap and the support body. In this embodiment, the levers can have the same length.

[0026] The flaps can each be rotated into the open position, with the first flap having a first angle between the first flap and the holding body in an open position, and the second flap having a second angle between the second flap and the holding body in the open position. The first and second angles can differ from each other.

[0027] An "angle" is understood to mean an angle that exists between a flap axis and the support body when the flap is in the open position. The flap axis corresponds to the axis that runs through the leading and trailing edges of the flap. For the support body, a center axis of the support body can be used as a reference for determining the angle. If the support body is curved, a tangent of a support body section can be used as a reference for determining the angle.

[0028] The at least two flaps can be selectively adjustable between the open position, at least one intermediate position, and a closed position. The flaps can be adjusted to the respective position simultaneously. The locking system can have a control device that the actuator controls. The actuator can move the adjusting body depending on the received control signal so that the flaps can be rotated to the predetermined position. The locking system can be designed such that, in the closed position of the flaps, the first angle of the first flap corresponds to the second angle of the second flaps. Both angles have the value 0° in the closed position.

[0029] The closed position of the flaps is understood to be a position in which no air can flow through the opening of the wing hole covered by the closure system, in particular by the flaps. The open position is understood to be a position of the flaps in which the flaps are arranged such that they only slightly cover the opening of the wing hole. In particular, in the open position of the flaps, the flow cross-section of the wing hole through which air can flow is larger than the flow cross-section in the intermediate position or in the closed position.

[0030] An intermediate position is defined as a flap position that lies between the open and closed positions. The intermediate position of the flaps can be used to propel the aircraft when the propeller drive is engaged. This is possible because the airflow generated by the propeller drive exerts a horizontal force on the flaps and thus on the aircraft.

[0031] The angle of the respective flap can depend on the distance between the coupling point of the adjusting body, in particular the adjusting body element, and the lever between an open position of the respective flap and a closed position of the respective flap. The distance can correspond to a chord length if the coupling point is moved along a circular path when the adjusting body is adjusted. As already discussed above, the angle also depends on other parameters. Thus, according to the invention, the following relationship between the parameters was determined:

[0032] Where "I" denotes the lever length, "s" the chord length of the coupling point of the adjusting body, and "phi" the angle between the flap and the holding body. The angle corresponds to the angular difference between the opening and closing angles of the respective flap. The above relationship applies to each flap of the locking system.

[0033] The angle "phi" is determined by the choice of the wing profile. Accordingly, different flaps can have different angles "phi." From the above relationship, it is clear that, with a fixed "phi," the lever length and / or the chord length can be varied to create a locking system that accurately replicates the wing profile.

[0034] Two designs are described below, allowing the locking system to be easily implemented. In the first design, the chord length of the coupling points between the levers and the adjusting body elements is equal and fixed. This can be achieved by ensuring that the adjusting body elements have the same length. In this design, the lever lengths are adjusted so that the above relationship is met for each flap. The adjustment of the levers depends on the angle between the flap connected to the lever, in particular in a rotationally fixed manner, and the holding body.

[0035] In a second embodiment, all levers have the same lever length. In this case, the chord length of the coupling points is adjusted accordingly so that the above relationship is satisfied. This can be achieved by selecting the length of the adjusting body elements such that the required chord length is obtained. The chord length is adjusted depending on the angle between the flap, which is connected to the lever, in particular in a rotationally fixed manner, and the holding body. The lever is the lever that is connected to the adjusting body element at the coupling point. In a special embodiment, the locking system can have at least two further flaps that are hinged to another side of the holding body. The flaps and the further flaps can be opposite one another with respect to the holding body.The provision of additional flaps offers the advantage that even large-diameter entrance holes can be covered using the closure system. The additional flaps can be designed similarly to flaps and hinged with other components. Therefore, please refer to the above explanations regarding flaps.

[0036] The locking system may include a further retaining insert, which is also arranged in the wing hole and is opposite the retaining insert with respect to the retaining body. The further retaining insert may be diametrically opposite the retaining insert.

[0037] The closing system can have a further actuator for adjusting the position of the further flaps. The position of the at least two flaps and the at least two further flaps can be controlled independently of one another. In particular, the control device can control the actuator and the further actuator such that the flaps and the further flaps are adjusted differently. Thus, the flaps and the further flaps can be adjusted to different positions.

[0038] Of particular advantage is an aircraft having at least one closure system according to the invention. The aircraft can be a VTOL aircraft. A first closure system can be arranged at a first, in particular upper, opening of the wing hole, and a second closure system can be arranged at a second, in particular lower, opening of the wing hole. In other words, a closure system can be arranged at each of the two openings of the wing hole. Furthermore, at least one closure system can be arranged on each of the two wings of the aircraft. As previously described, two or more closure systems can be used per wing.

[0039] The aircraft may have at least one propeller drive. The propeller drive may have a drive motor and propeller and may be arranged in the wing hole. The propeller drive may be arranged between the two closure systems. The holding body may be attached to the wing at both ends. Furthermore, the aircraft may have a support body for a propeller and / or the propeller drive. The support body may run transversely or perpendicularly to the holding body. Furthermore, the support body may be connected to the wing at both ends and / or the support body may be arranged below the holding body and / or connected to it.

[0040] It is particularly advantageous if a locking system according to the invention is used in an aircraft, in particular in a VTOL aircraft.

[0041] The figures show the subject matter of the invention schematically, with identical or equivalent elements generally being provided with the same reference numerals. Here:

[0042] Fig. 1 a shows a closing system according to the invention in which the flaps are in a closed position.

[0043] Fig. 1 b shows the closing system according to the invention from Fig. 1 a, in which the flaps are in an intermediate position.

[0044] Fig. 1 c shows the closure system according to the invention from Fig. 1 a, in which the flaps are in an open position.

[0045] Fig. 2 shows a simplified representation of the mechanical coupling of the locking system.

[0046] Fig. 3 is a perspective view of an aircraft with several locking systems according to the invention.

[0047] Fig. 4 is a plan view of the aircraft shown in Fig. 3.

[0048] Fig. 5 shows a representation of the closing system, in which the flaps are in an intermediate position, and a propeller drive.

[0049] Fig. 6 is a plan view of a wing with a closing system according to the invention, in which the flaps are in an open position.

[0050] Fig. 7 is a side view of the wing shown in Fig. 6.

[0051] Fig. 8 is an enlarged view of the wing with wing hole shown in Fig. 6.

[0052] Fig. 9 is a sectional view of the wing shown in Fig.7.

[0053] Fig. 10 is an enlarged view of a part shown in Fig. 8.

[0054] Fig. 11 is a plan view of a wing with the closing system according to the invention, in which the flaps are in an intermediate position.

[0055] Fig. 12 is an enlarged view of the wing with wing hole shown in Fig. 11.

[0056] Fig. 13 is a side sectional view through the wing shown in Fig. 11.

[0057] Fig. 14 is an enlarged view of a part shown in Fig. 13. Fig. 15 is a plan view of a wing with the locking system according to the invention, in which the flaps are in a closed position.

[0058] Fig. 16 is an enlarged view of the wing with wing hole shown in Fig. 15.

[0059] Fig. 17 is a side sectional view through the wing shown in Fig. 15.

[0060] Fig. 18 is an enlarged view of a part shown in Fig. 17.

[0061] Figures 1a to 1c show a closure system 1 according to the invention, in which flaps 4a, 4b are in different positions. Figure 1a shows the closure system 1 in a state in which the flaps 4a, 4b are closed and thus in a closed position.

[0062] The closure system 1 for closing a wing opening 2 of an aircraft 3 shown in Fig. 2 has a plurality of flaps 4a, 4b. In particular, the closure system 1 has four flaps, although closure systems 1 with more or fewer flaps (not shown) are also possible.

[0063] In addition, the closure system 1 has an adjusting body 5 for adjusting the flaps 4a, 4b and a plurality of levers 6a, 6b. In each case, a flap 4a, 4b is coupled to the adjusting body 5 by means of a respective lever 6a, 6b. The adjusting body 5 has a plurality of adjusting body elements 32 which are coupled to one another, in particular in an articulated manner, and / or are each rod-shaped. The individual adjusting body elements 32 are each connected at their ends to another adjusting body element 32 at a coupling point 15. The adjusting body elements 32 all have the same length LV. The length is understood to be the distance between the two ends of the adjusting body elements 32. All flaps 4a, 4b are identically designed.

[0064] The closure system 1 also has a support body 7, to which the flaps 4a, 4b are each pivotably connected. The adjustment body 5 and the levers 6a, 6b are designed such that when the adjustment body 5 is adjusted, at least two flaps 4a, 4b rotate by different angles.

[0065] The holding body 7 is curved and arranged in a stationary manner. This means that the holding body 7 does not move when the flaps 4a, 4b are adjusted. The holding body 7 simulates the wing profile not shown in Figures 1a to 1c. The adjusting body 5, on the other hand, is designed to be movable. The adjusting body 5, in particular the adjusting body elements 32, is moved to move the flaps 4a, 4b. The adjusting body 5 is moved in a plane that is parallel to a plane that contains the holding body 7. The adjusting body 5 is thus arranged offset from the holding body 7 in a direction Y. Both the adjusting body 5 and the holding body 7 are designed in the shape of a rod. The holding body 7 and the adjusting body 5 are arranged offset from one another in the direction Z, which runs perpendicular to the direction Y.

[0066] In Figure 1a, the flaps 4a, 4b are in a closed position. In the closed position, no air can flow between the flaps 4a, 4b. In particular, the angle phi1, phi2 of the respective flap is 0°. The angle phi1, phi2 is understood to be the angle that occurs between the holding body 7 and the flap 4a, 4b. More precisely, the angle phi1, phi2 is an angle between a flap axis 31 and the holding body 7, in particular a tangent T to the holding body 7.

[0067] The flap axis 31 runs between a leading edge 25 of the flap 4a, 4b and a trailing edge 26. The tangent T of the holding body 7 is a tangent T that lies in a holding body section whose extent corresponds, in particular, substantially to the depth of the flap 4a, 4b. The depth of the flap 4a, 4b corresponds to the distance between the leading edge 25 and the trailing edge 26 of the flap 4a, 4b. The flaps 4a, 4b all have the same profile cross-section. Furthermore, the flaps 4a, 4b are mirror-symmetrical.

[0068] The lever 6a, 6b is directly connected at a first end to the adjusting body 5, in particular to one end of the adjusting body element 32, at the coupling point 15. Furthermore, the lever 6a, 6b is directly connected at a second end to the respective flap 4a, 4b in a rotationally fixed manner at a coupling point 9. A first lever 6a, which is connected to a first flap 4a and the adjusting body 5, has a different length than a second lever 6b, which is connected to a second flap 4b and the adjusting body 5.

[0069] The coupling point 9 is located in a plane of symmetry of the flap 4a, 4b. Furthermore, the coupling point 9 is offset from the front edge 25. The distance between the front edge 25 and the coupling point can be 30-50% of the depth of the flap 4a, 4b. Fig. 1b shows the closure system 1 with flaps 4a, 4b arranged in an intermediate position. To transfer the flaps 4a, 4b from the closed position shown in Figure 1a to the intermediate position, the adjusting body 5 is moved along the direction X, which runs perpendicular to the direction Z and the direction Y. In particular, the articulation point 15 between the adjusting body 5, in particular the end of the adjusting body element 32, and the lever is moved along a circular path. Since the levers 6a, 6b are connected to the adjusting body 5, the levers 6a, 6b also move in the direction X.The levers 6a, 6b transmit the movement of the adjusting body 5 to the flaps 6a, 6b, each connected to the respective levers 6a, 6b. Due to the rotationally fixed connection of the flaps 4a, 4b to the respective levers 6a, 6b, this results in the flaps 4a, 4b being rotated. The first flap 6a is rotated to the first angle, and the second flap 6b to a second angle. The first and second angles differ from each other.

[0070] Fig. 1 c shows the closing system 1 with flaps 4a, 4b arranged in an open position. For this purpose, the adjusting body 5 is moved further in direction X, starting from the position shown in Figure 1 b. The flaps 6a, 6b coupled to the adjusting body 5 by means of the levers 6a, 6b continue to rotate. The flaps 4a, 4b can be rotated into an open position shown in Figure 1 c. In the open position of the flaps 4a, 4b, a first angle phi1 is established between the first flap 4a and the holding body 7 and a second angle phi2 is established between the second flap 4b and the holding body 7. The second angle phi2 differs from the first angle phi1. The first angle phi1 corresponds to the angular difference between the first angle of the first flap 4a in the closed position and the first flap 4a in the open position.Likewise, the second angle phi2 corresponds to the angle difference between the second angle phi2 of the second flap 4b in the closed position and the second flap 4b in the open position. The first and second angles phi1, phi2 each have the value 0° in the closed position.

[0071] Furthermore, in the open position of the flaps 4a, 4b, the two angles are larger than the opening angles set in Fig. 1b. Starting from the closed position, the flaps 4a, 4b can be rotated by an adjustment angle in the range of 0-90° to reach the open position.

[0072] The chord length s is shown in Figures 1a to 1c. The illustrated chord length s corresponds to the distance between a first position of a coupling point 15 of the lever 6a, 6b with the adjusting body 5, in which the flaps 4a, 4b are in a closed position, and a second position of the coupling point 15, in which the flaps 4a, 4b are in an open position. The angle of the flap 4a, 4b, the lever length LH of the lever 6a, 6b coupled to the respective flap 4a, 4b, and the chord length S are related to one another, as can be seen from Figure 2.

[0073] Fig. 2 shows a simplified representation of the mechanical coupling of the closure system elements. As can be seen from Figure 2, the position of the lever 6a, 6b depends on the angle phi, in particular phi / 2. This relationship arises from the trigonometric relationships between the components of the closure system 1. Furthermore, Figure 2 shows the circular arc along which the coupling point 15 moves between the lever 6a, 6b and the adjusting body element 32 (not shown in Figure 2). The angle phi / 2 is established between the lever position and a normal to the chord distance s of the coupling point 15. The chord distance s connects the position of the coupling point 15 when the flaps 4a, 4b are in the open position with the position of the coupling point 15 when the flaps 4a, 4b are in the closed position. In Figure 2, both positions of the coupling point 15 are shown for the sake of clarity.

[0074] Fig. 3 shows a perspective view of an aircraft 3 with several closure systems 1 according to the invention, and Fig. 4 shows a top view of the aircraft 3 shown in Fig. 3. The aircraft 3 has two wings 13. Each wing 13 has a wing hole 2. Closure systems 1 are present that can close an opening of the respective wing hole 2. From Fig. 4, it can be seen that a propeller drive 17 is arranged within each wing hole 2.

[0075] Figure 5 shows a representation of the closure system 1, in which the flaps 4a, 4b are in an intermediate position and have a propeller drive 17. The propeller drive 17 has a drive motor 27 and a propeller 28. The flaps 4a, 4b of the closure system 1 are in an intermediate position.

[0076] A switched-on propeller drive 17 leads to an air flow, as symbolized by the dashed arrows. Since the flaps 4a, 4b are in the intermediate position, they deflect the air flow. However, this also results in a force in the horizontal Fh and vertical Fv directions acting on the flaps 4a, 4b and thus on the aircraft 3. This means that the propeller drive 17 can be used to move the aircraft not only in the Z direction, but also in the X direction. Fig. 6 shows a plan view of a wing 13 with a first closing system 1a according to the invention, in which the flaps 4a, 4b are in an open position. The flaps 4a, 4b are in the open position. The first closing system 1a is identical to the closing system 1 described above. In Figure 6, only a part of the flaps 4a, 4b of the first closing system 1a is shown.Thus, only half of the wing hole 2 can be covered by the illustrated flaps 4a, 4b. In particular, only part of a first, upper opening 29 of the wing hole 2 can be covered by flaps 4a, 4b. However, the closure system 1 has additional flaps (not shown) by means of which the remainder of the first, upper opening 29 of the wing hole 2 can also be covered.

[0077] Figure 7 shows a side view of the wing shown in Figure 6. Figure 7 reveals that a second closure system 1b is additionally provided, by means of which a second, lower opening 30 of the wing hole 3 can be covered. The second closure system 1b is designed analogously to the first closure system 1a.

[0078] Fig. 8 shows an enlarged view of the wing shown in Fig. 6 with wing hole 2. The holding body 14 is connected to the wing 2 at each of its ends and extends through the wing hole 2. Only a portion of the flaps 4a, 4b is shown in Figure 8. The flaps 4a, 4b are pivotally hinged in the holding body 7. In particular, the flaps 4a, 4b are hinged to one side 14 of the holding body. For this purpose, the holding body 7 has a plurality of recesses 23 that are offset from one another along the longitudinal direction of the holding body 7. Each of the recesses 23 serves to accommodate a ball joint of a flap 4a, 4b.

[0079] The adjustment body 5 runs parallel to the holding body 7. One end of the adjustment body 5 is connected to an actuator 8 for driving purposes. The actuator 8 serves to adjust the adjustment body 5 and thus the flaps 4a, 4b coupled to the adjustment body 5. The actuator 8 is arranged outside the wing opening 2. A support body 18 extends perpendicular to the holding body 7 within the wing opening 2 and is arranged below the holding body 7. The support body 18 serves to support the propeller drive 17 and is rod-shaped.

[0080] The first closure system 1a comprises a retaining insert 10 and a further retaining insert 24. The retaining insert 10 is inserted into the wing hole 2 and arranged in a fixed position. The retaining insert 10 has a plurality of steps 11, which are arranged offset from one another along the circumferential direction of the wing hole 2. The steps 11 protrude into the wing hole 2 to different depths. The end of the flap 4a, 4b remote from the retaining body 7 is coupled to a step side 12. In particular, the step in the step side 12 has a recess (not shown), into which a ball joint attached to the flap 4a, 4b is inserted. The step side 12 is flat.

[0081] The additional holding insert 24 is designed analogously to the holding insert 10. The additional holding insert 24 serves to hold additional flaps not shown in the figures. The additional flaps can be coupled to the holding body 7, in particular to a further holding body side 16, at the end facing away from the additional holding insert 24. The additional flaps are coupled analogously to the coupling of the flaps 4a, 4b described above.

[0082] Fig. 9 shows a sectional view along line AA of the wing shown in Fig. 6, and Fig. 10 shows an enlarged view of a section circled in Fig. 9. As can be seen from Fig. 9, the propeller drive 17 is arranged in the wing hole 2. The flaps of both closure systems 1a, 1b are in the open position. Thus, when the propeller drive 17 is engaged, lift of the aircraft 3 can be achieved.

[0083] Fig. 11 shows a plan view of a wing 13 with a first closure system 1a according to the invention, in which the flaps 4a, 4b are in an intermediate position, and Fig. 12 shows an enlarged view of the wing shown in Fig. 11 with a wing hole. Both figures show that air can still flow between the flaps 4a, 4b. Fig. 13 shows a side sectional view through the wing shown in Fig. 11, and Fig. 14 shows an enlarged view of a part shown in Fig. 13, including a section of the first closure system 1a.

[0084] Figure 13 shows that only the flaps 4a, 4b of the first closure system 1a are arranged in an intermediate position. In contrast, the flaps 4a, 4b of the second closure system 1b remain in the open position. Compared to the position shown in Figure 10, the adjusting body 5 is moved along direction X. The movement of the adjusting body is transmitted to the flaps 4a, 4b via the levers, resulting in a rotation of the flaps.

[0085] Fig. 15 shows a plan view of a wing 13 with a closing system 1a according to the invention, in which the flaps 4a, 4b are in a closed position, and Fig. 16 shows an enlarged view of the wing 13 shown in Fig. 15 with a wing hole. In the closed position, the flaps 4a, 4b cover the opening of the wing hole 2 such that no air can flow between the flaps 4a, 4b. This is also shown in Figs. 17 and 18. Fig. 17 shows a side sectional view through the wing shown in Fig. 15, and Fig. 18 shows an enlarged view of a part shown in Fig. 17.

[0086] Figure 17 shows that only the flaps 4a, 4b of the first closure system 1a are arranged in a closed position. In contrast, the flaps 4a, 4b of the second closure system 1b are still arranged in the open position. Compared to the position shown in Figure 10, the adjusting body 5 is moved along direction X. The movement of the adjusting body 5 is transmitted to the flaps 4a, 4b via the levers, resulting in a rotation of the flaps 4a, 4b. The flaps 4a, 4b are rotated until the angle phi is 0°, or the flaps 4a, 4b are arranged in the closed position.

[0087] Reference symbol

[0088] 1 locking system

[0089] 1 a first locking system

[0090] 1 b second locking system

[0091] 2 wing hole

[0092] 3 aircraft

[0093] 4a first take

[0094] 4b second flap

[0095] 5 adjustment bodies

[0096] 6a first lever

[0097] 6b second lever

[0098] 7 holding bodies

[0099] 8 Actuator

[0100] 9 Coupling point between lever and flap

[0101] 10 holding insert

[0102] 11th level

[0103] 12 Step side

[0104] 13 wings

[0105] 14 Holding body side

[0106] 15 Coupling point between lever and adjustment body

[0107] 16 additional holding body side

[0108] 17 Propeller drive

[0109] 18 support bodies

[0110] 19 first opening angle

[0111] 20 second opening angle

[0112] 23 Recess

[0113] 24 additional holding insert

[0114] 25 leading edge

[0115] 26 trailing edge

[0116] 27 Drive motor

[0117] 28 propellers

[0118] 29 first opening of the wing hole

[0119] 30 second opening of the wing hole

[0120] 31 flap axis

[0121] 32 adjusting body elements

[0122] S tendon length

[0123] T Tangent to holding body

[0124] Z spatial direction

[0125] X Spatial direction phi1 Angle between first flap and holding body phi2 Angle between second flap and holding body

[0126] LH lever length

[0127] LV Length of the adjusting body element

Claims

Patent claims 1. A closing system (1, 1a, 1b) for closing a wing opening (2) of an aircraft (3), comprising at least two flaps (4a, 4b), an adjusting body (5) for adjusting the flaps (4a, 4b), a plurality of levers (6a, 6b), each flap (4a, 4b) being coupled to the adjusting body (5) by means of a respective lever (6a, 6b), and a holding body (7) to which the flaps (4a, 4b) are each rotatably articulated, characterized in that the adjusting body (5) and the levers (6a, 6b) are designed such that, upon adjustment of the adjusting body (5), at least two flaps (4a, 4b) rotate through different adjustment angles, characterized in that the adjusting body (5) has a plurality of adjusting body elements (32) coupled to one another, and the flaps (4a, 4b) into an open position with an angle (phi 1 , phi2) between the respective flap (4a, 4b) and the holding body (7), wherein a length of the flap (4a,4b) coupled lever (6a, 6b) depends on the angle (phi1, phi2) and / or a length of an adjusting body element (32) depends on the angle (phi 1, phi2)., 2. Closing system (1, 1a, 1b) according to claim 1, characterized in that the holding body (7) is curved.

3. Closing system (1, 1a, 1b) according to claim 1 or 2, characterized in that the adjusting body (5) is arranged in a plane which runs parallel to another plane which has the holding body (7).

4. Closing system (1, 1a, 1b) according to one of claims 1 to 3, characterized in that the adjusting body (5) has a plurality of adjusting body elements (32) coupled to one another, wherein the adjusting body elements (32) each have the same length.

5. Closing system (1, 1a, 1b) according to one of claims 1 to 4, characterized in that one end of the adjusting body (5) is coupled to an actuator (8) of the closing system (1, 1a, 1b).

6. Closing system (1, 1a, 1b) according to one of claims 1 to 5, characterized in that the lever (6a, 6b) is coupled at a first lever end to the flap (4a, 4b) and at a second lever end to the adjusting body (5).

7. Locking system (1, 1a, 1b) according to one of claims 1 to 6, characterized in that at least two levers have different lengths.

8. Closing system (1, 1a, 1b) according to one of claims 1 to 7, characterized in that the levers (6a, 6b) are each movable relative to the adjusting body (5).

9. Closing system (1, 1a, 1b) according to one of claims 1 to 8, characterized in that the flaps (4a, 4b) are of different lengths.

10. Closing system (1, 1a, 1b) according to one of claims 1 to 9, characterized in that a. at least two flaps (4a, 4b) have the same profile cross-section and / or that b. the flaps (4a, 4b) are symmetrical in profile cross-section.

11. Closing system (1, 1a, 1b) according to one of claims 1 to 10, characterized in that the flaps (4a, 4b) each have a ball joint by means of which the respective flap (4a, 4b) is articulated to the holding body (7).

12. Closing system (1, 1a, 1b) according to one of claims 1 to 11, characterized in that the flaps (4a, 4b) each have a coupling point (9) with the lever (6a, 6b), wherein the coupling point (9) of the flap (4a, 4b) is arranged in a range between 20% to 40%, preferably in a range between 30-35%, in particular at 33%, of the depth of the flap (4a, 4b).

13. Closing system (1, 1a, 1b) according to one of claims 1 to 12, characterized in that the closing system (1, 1a, 1b) has a holding insert (10) for holding the flaps (4a, 4b), wherein the holding insert (10) can be introduced into the wing hole (2).

14. Closing system (1, 1a, 1b) according to claim 13, characterized in that the holding insert (10) has several steps (11).

15. Closing system (1, 1 a, 1 b) according to claim 13 or 14, characterized in that the flap (4a, 4b) is hinged to a flat step side (12) of the holding insert (10).

16. Locking system (1, 1a, 1b) according to one of claims 1 to 15, characterized in that the holding body (7) can be fastened to the wing (13).

17. Closing system (1, 1a, 1b) according to one of claims 1 to 16, characterized in that the at least two flaps (4a, 4b) are articulated on a holding body side (14).

18. Closing system (1, 1a, 1b) according to one of claims 1 to 17, characterized in that the flaps (4a, 4b) are each rotatable into an open position in which a first angle (phi1) between the first flap (4a) and the holding body (7) differs from a second angle (phi2) between the second flap (4b) and the holding body (7).

19. Closing system (1, 1a, 1b) according to one of claims 1 to 18, characterized in that the at least two flaps (4a, 4b) are selectively adjustable between an open position, at least one intermediate position and a closed position.

20. Closing system (1, 1a, 1b) according to one of claims 1 to 19, characterized in that the angle (phi1, phi2) of the respective flap (4a, 4b) depends on a distance of a coupling point (15) of the adjusting body (5) with the lever (6a, 6b) between an open position of the respective flap and a closed position of the respective flap.

21. Closing system (1, 1a, 1b) according to one of claims 1 to 20, characterized in that the closing system (1, 1a, 1b) has at least two further flaps which are articulated on a further holding body side (16).

22. Closing system (1, 1a, 1b) according to claim 21, characterized in that the position of the at least two flaps (4a, 4b) and the at least two further flaps can be controlled independently of one another.

23. Aircraft (3), in particular VTOL aircraft, with at least one locking system (1, 1a, 1 b) according to one of claims 1 to 22.

24. Aircraft (3) according to claim 23, characterized in that a. a first locking system (1 a) is arranged at a first opening (29) of the wing hole (2) and a second locking system (1 b) is arranged at a second opening (30) of the wing hole (2) and / or that b. at least one locking system (1, 1 a, 1 b) is arranged on each of the two wings (13) of the aircraft (3).

25. Aircraft (3) according to claim 23 or 24, characterized in that at least one propeller drive (17) is arranged in the wing hole (2).

26. An aircraft (3) according to any one of claims 23 to 25, characterized in that a. the holding body (7) is fastened to the wing (13) at each end, and / or that b. a support body (18) for the propeller drive (17) is provided, which extends transversely or perpendicularly to the holding body (7) and / or is arranged below the holding body (7). I. Use of a locking system (1, 1a, 1b) according to any one of claims 1 to 22 in an aircraft (3), in particular in an aircraft (3) according to any one of claims 23 to 26.

Images