WO2002047976A2

WO2002047976A2 - Aerodynamic wing with at least partially variable curvature and structural joints

Info

Publication number: WO2002047976A2
Application number: PCT/DE2001/004629
Authority: WO
Inventors: Juan Perez
Original assignee: Eads Deutschland Gmbh
Priority date: 2000-12-11
Filing date: 2001-12-11
Publication date: 2002-06-20
Also published as: AU2002227867A1

Abstract

The invention relates to an aerodynamic wing with at least partially variable curvature, comprising a variable wing surface (7) with at least two spars (21, 22, 23, 24), arranged between a first (131) and second (132) cladding for support thereof and with at least two drive units (25a, 25b, 25c) arranged between the above, for altering the relative position thereof. Each drive unit comprises a strut arrangement (100; 101, 102), which may be adjusted lengthwise, by means of an adjuster gear, the ends of which are supported by a bearing device (110). Each end of the strut arrangement (100; 101, 102) is provided with a first connector (115), connecting said end to the adjacent cladding (131, 132) and a second connector (116), connecting said end to the adjacent spar (21, 22, 23).

Description

Aerodynamic wing with at least partially variable curvature and structural joints

The invention relates to an aerodynamic wing with a curvature that is variable at least in some areas, in particular for aircraft, and structural joints for use in aerodynamic wings for connecting components that are movable to one another.

To improve the aerodynamic properties of wings, concepts for a wing with a variable profile that can be adjusted via control mechanisms are known from the general prior art. However, these concepts are relatively complex and therefore disadvantageous with regard to the control and monitoring of the actuating movements.

US 4,349,169 shows an aerofoil with a profile that can be changed by means of an actuator. Drive rods of the actuator are connected to the structure of the wing by means of joints, the axial direction of the joints running in the spanwise direction. This makes it possible to change the profile if several actuators with corresponding actuating rods are arranged one behind the other, as seen in the span direction. However, the profile shape change disclosed there takes place over the entire span direction in this object.

A torsion or twist of a wing box extending in the span direction, which consists of the rods, the support element and the corresponding Part of the wing cladding is formed, is not possible with the subject of US 4,349,169 or only with considerable technical problems. In the case of several actuators arranged one behind the other in the span direction, these actuators would have to have different actuation paths. However, the bearings with an axis of rotation in the span direction, as is provided with the respective bearings, result in tensioning of the piston or actuating rods, tensioning of the bearing points and the mechanics inside the respective actuators. This creates the risk of jamming.

The actuating mechanism of DE 680525 only discloses linear actuators. DE 680525 does not disclose any indications of an aerofoil profile that is variable in the span direction.

EP 860 355 discloses an aerodynamic component with a variable curvature, which is formed from ribs with an outer belt and a plurality of stiffening struts which act on it and are constant in length. The stiffening struts are actuated to deform the component by means of actuators in such a way that the stiffening struts move in the longitudinal direction of the ribs or the direction of flow. With this object, twisting of the wing is possible by different actuation of actuators arranged one behind the other in the span direction. However, the bearing points of the stiffening struts are braced.

The object of the invention is to create a wing of variable curvature with which, by deforming at least partial areas, a flexible adaptation of the wing profile to the aerodynamic loads that occur is possible, the adjustment mechanism being as simple as possible, allowing a simple drive concept and allowing relative displacements Elements considered. This object is achieved with the features of the independent claims. Further embodiments are specified in the subclaims.

The usual ribs can be essentially eliminated by using the pivotable buckling struts. This design, together with the use of weight-saving actuators, enables the design of a wing with variable curvature in relation to the weight.

The invention is described below with reference to the attached figures. Show it:

Figure 1 a is a plan view of an embodiment of the wing at least partially variable curvature intended for an aircraft, the front and rear end of which is provided with a front edge and a rear edge flap, with the spars and drive units of the adjustment mechanism according to the invention being shown schematically in the embodiment in the wing area are marked with kink struts,

1b shows a perspective view of the flexible wing box according to FIGS. 1a and 1b,

FIG. 2 shows a section in the flow direction through the wing according to FIGS. 1a and 1b,

3a shows a drive unit in the embodiment with kink struts seen from the side, 3b shows a perspective view of the drive unit according to FIG. 3a

3c shows a further perspective view of the drive unit of FIG. 3a,

FIG. 3d shows a perspective view of part of the drive unit of FIG. 3a,

4 shows a drive unit in the embodiment with a longitudinally displaceable strut arrangement seen from the side,

5a shows a drive unit in the embodiment according to FIG. 4 seen from the side in a first adjustment position,

FIG. 5b shows a drive unit according to FIG. 5a in a second adjustment position,

5c shows a drive unit according to FIG. 5a in a third adjustment position,

FIG. 6 shows a side view of part of an embodiment of a drive unit in which the connections between the links, between the links and the planking and between a spar and the planking are made by structural joints,

FIG. 7 shows a perspective illustration of the flexible wing box according to FIG. 2, in which various curvature states of the flexible wing box are shown with broken lines. 1 a and 1 b show the entire aerodynamic wing 1 of an aircraft or generally of an aircraft with a wing area 7 of variable curvature or variable wing area, the wing depth of which extends in the direction 4. The arrow provided with the reference symbol 5 shows the direction of flow of the surrounding air with respect to the wing 1, while the reference symbol 10 indicates the longitudinal or span direction.

The invention is not only intended for aircraft, but is also suitable for any vehicle and other applications in which aerodynamic and shape-changing surfaces or wings are required.

In addition to the wing area 7 of variable curvature, which is formed from several variable wing boxes 7a, 7b, 7c, the wing 1 comprises a root area 9 and a largely dimensionally stable wing box 6 in the transition between the root area 9 and the variable wing area 7. However, the invention can also can be used without the rigid wing box 6. The rigid wing box 6 is located on the fuselage (not shown) of the aircraft, and with the root region 9, the wing 1 is attached to the fuselage of the aircraft. The wing 1 can additionally have a front edge flap 11 and a rear edge flap 12. At the free end of the wing 1, a wing tip 13 is arranged, the shape of which depends on the area of application of the wing 1. The wing 1 can also have ribs 14 running approximately in the longitudinal direction. According to the invention, however, the wing 1 can also encompass the wing area 7 alone, i.e. without e.g. a leading edge flap 11 or a trailing edge flap 12.

Within the wing 1 and in particular the variable wing area 7, a plurality of spars or longitudinal beams extend in the longitudinal extension thereof, which support a first and a second planking opposite this. Each Adjacent spars or side members are movable against one another by means of at least two drive rows or adjustment mechanisms. The spars or their respective edge areas are connected to the planking via joints 130, which are preferably designed as structural joints.

In the embodiment of the wing region 7 shown by way of example in FIGS. 1 a and 1 b, a first 21, second 22, third 23 and fourth 24 spar is shown which converge towards the wing tip in accordance with the wing depth which decreases to the wing tip 13. The number of spars depends on the application and the design as well as the wing depth of wing 1. An adjustment mechanism 15a, 15b, 15c is arranged between each two adjacent spars, each of which comprises at least two drive units 25a, 26a, 27a or 25b, 26b, 27b or 25c, 26c, 27c spaced apart in the longitudinal direction 10 of the wing. At least one drive unit is seen in the wing depth direction 4 over the entire wing area 7, while in the span direction 10 at least two drive units are preferably arranged between two adjacent spars. When using a plurality of drive units, the interaction of a plurality of drive units of a drive row or of a plurality of drive units arranged between two spars in each case brings about a predetermined change in the profile shape of the wing 1.

Each drive unit comprises at least one strut arrangement 100 running between two adjacent spars. In particular, two strut arrangements 101, 102 arranged one behind the other in the span direction 10 can be provided. The at least one strut arrangement 100 can be formed from a rod which is variable in length or two interacting buckling struts or in some other way. The ends of the strut arrangement are in each case on a spar and on a planking by means of a joint 113 provided in a bearing device 110 stored, the ends of the same strut arrangement are mounted on the opposite spar and on the opposite planking. For this purpose, the bearing device 110 has, in addition to the bearing point or the joint 113 for mounting the respective end of the strut arrangement, two links 115, 116, a joint 117 for the articulated connection of the links 115 and 116 and a connecting link or receiving element 114 for receiving or connection of the joints 113, 117. In this case, a first link 115 is mounted on a first bearing device 121 on the corresponding spar and a second link 116 on a bearing device 122 connected to the corresponding planking. Due to the spacing of the bearing devices 121 and 122 from the joint 117 for connecting the handlebars, the occurrence of constraining forces is avoided or the relative displacement of the bearing 113 to the respective spar and the respective planking is compensated, which due to an adjustment of the strut arrangement 100 and a change in shape of the respective wing box occurs.

In the embodiment with the kink struts, the joints 113 and 117 can also be used as a joint, e.g. be carried out by using a suitable ball joint.

Because the ends of the strut arrangement 100 are connected to respectively opposite planking and opposite spars, the strut arrangement 100 runs approximately diagonally in a flexible wing box extending between two spars. Since the spars are also articulated or flexibly connected to the planking and the length of the strut arrangement 100 or the spacing of the ends thereof between adjacent spars can be lengthened or shortened by means of an adjustment mechanism or by means of actuators, adjacent spars can be pivoted or twisted. According to the invention, an aerodynamic wing with at least partially variable curvature is provided with at least two spars, which are located between a first and a second cladding for supporting them and between which at least two drive units are arranged to change their relative position, each drive unit being one in their length comprises a strut arrangement 100 which can be adjusted by means of an adjusting mechanism, the ends of which are supported by means of a bearing device 110, a first link being articulated at each end of the strut arrangement, the respective end being articulated with the respective cladding and a second link connects the end with the nearest spar.

The embodiment of the wing region 7 of variable curvature shown by way of example in FIG. 1 shows a first 25, a second 26 and a third 27 drive row which consist of the drive units 25a, 26a, 27a or 25b, 26b, 27b or 25c, 26c, 27c are formed. Each drive row 25, 26, 27 extends transversely to the spars 21, 22, 23, 24 or in the direction of the wing depth 4 and preferably extends over the entire variable wing area 7, ie between the respective outer spars of the wing area 7 which are movable relative to one another 1, a drive row runs between the first spar 21 and the fourth spar 24. Each drive row 25, 26, 27 is formed from at least one drive unit with at least one strut arrangement 100. Each drive unit is arranged between two adjacent bars to pivot them. The number of drive units of a drive row 25, 26, 27 thus depends on the number of adjustable spars located at this longitudinal wing position 10 and required for warping the variable wing region 7. Accordingly, three drive rows 25, 26, 27, each with three drive units 25a, 25b, 25c and 26a, 26b, 26c and 27a, 27b, 27c, are shown in the figures over the wing length. An adjustment mechanism 15a, 15b, 15c is provided for driving each drive unit, wherein an adjustment mechanism for actuating only one drive unit or a plurality of drive units can be provided between two bars. In one embodiment of an adjustment mechanism, this can be formed from a drive shaft 29, 29a, 29b, 29c, which connects and controls or mechanically drives the drive units located between two adjacent bars 21, 22, 23, 24. For example, in the embodiment according to FIG. 1a, a first drive shaft 29a connects the first drive units 25a, 26a, 27a located between the first 21 and second 22 spars, and a second drive shaft 29b connects the second drive units 25b located between the second 22 and third 23 spars , 26b, 27b, a third drive shaft 29c, the drive units 25c, 26c, 27c located between the third 23 and fourth 24 spar.

Alternatively or additionally, each drive unit can be provided with its own actuator as part of an adjustment mechanism that is controlled mechanically, hydraulically or electrically.

In the area of the wing tip, a row 28 of actuators 28a, 28b, 28c can each be arranged for linear extension of a linkage, an actuator being preferably arranged between each two adjacent spars 21 and 22 or 22 and 23 or also 23 and 24. Such a row 28 has the function of a drive row 25, 26, 27 and can also be provided instead of the first, second and / or third drive row. The advantage of a row 28 is that it can have a shape in which only a small space is required. An embodiment of a drive unit 25a is shown in detail in FIGS. 2, 3a, 3b, 3c and 3d. FIG. 2 shows the drive units 25a, 25b, 25c from the side and FIGS. 3a, 3b, 3c show the drive unit in a side view and in a perspective representation in FIG. 3d the bearing of this embodiment of the drive unit 25a is shown. Reference numeral 30 denotes the wing thickness direction.

The embodiment of the drive unit 25a shown there has a first 101 and a second 102 strut arrangement in the form of a pair of buckling struts, that is to say a first 31 and second 32 pair of buckling struts, approximately in the wing depth direction 4 or runs or run next to one another transversely to the longitudinal direction 10 of the wing. Alternatively, when designing the strut arrangement from kink struts, only one pair of kink struts per strut arrangement or more than two pairs of kink struts can also be used. Each pair of buckling struts 31, 32 each have a first 31 or 35 and a second 34, 36 buckling strut, which are articulated to one another at ends 19b via joints 37 and 38, respectively. For this purpose, the two buckling struts of a pair on each joint 37 or 38 can preferably be designed in a fork shape and connected to one another by means of bolts 43a, 43b. The drive units provided between the spars 21, 22, for example with the buckling struts, are provided for the movement of spars, for example the spars 21, 22, which are located next to them in the wing depth direction 4, or for their rotation about their longitudinal axis (span direction 10). For this purpose, the ends of a pair of buckling struts 35, 36 are each mounted on a spar and on a panel by means of the bearing device 110, each end opposite the other end of the same strut arrangement on the opposite spar and on the opposite Planking is mounted .. In the representation of Figures 3a, 3b, ^" 3c, 3d, the two pairs of buckling struts are on the one hand on a first planking 131 and a first spar 21 and the other on a second planking 131 and a second spar

22 stored. Preferably, the buckling struts extend between two bars 21, 22 from the first to the second cladding. The buckling struts can be mounted on the respective bars and cladding by means of a swivel joint or an elastic joint.

For example, the ends 19a of the struts 33, 35 and 34, 36 located on the spars 21 and 22 are supported on the spars 21 and 22 by means of rotary joints 41a, 41b and 42a, 42b. The swivel joints 37 and 38 and 41a, 41b and 42a, 42b are aligned such that the joints 37, 38 for connecting the respective articulated struts 33, 34 and 35 of a pair by means of an actuator from a neutral position in the span direction 10 can be moved.

Each pair of support struts is supported at each of its ends by means of bearing devices 110, which in the embodiment according to FIGS. 3a to 3d have a bearing point or a joint 113 for articulated reception of the respective support strut or strut arrangement 100, a Bearing point or a joint 117 for the articulated connection of two links 115, 116 and a connecting member or receiving element 114 for connecting the joints 113 and 117. The joints 113, 117 can also be designed as a single joint.

The first link 115 is mounted on the respective planking and the second link 116 is mounted on the respective spar. The handlebars are generally mounted on bearing means or joints 121 and 122, respectively. In the embodiment according to FIGS. 3a to 3d, the mounting means 121 and 122 of the handlebars are supported on support or stiffening elements 51 and 52, which in turn are preferably on the corresponding planking 131 or 132 or on the corresponding spar 21, 22 at least over a portion - are attached. The Stiffening elements 51, 52 serve both to improve the introduction of force and to stiffen the respective cladding 131, 132 or the respective spar 51, 52. The links can also be mounted on a plurality of supporting or stiffening elements 51 and 52, respectively this is shown in Figures 3a to 3d.

By mounting the buckling struts on a bearing device 110 with links 115, 116 mounted on the corresponding spar and the corresponding planking, the bearing means 121 and 122 are spaced apart from the joint 117. This compensates for relative displacements of elements of the drive unit, the planking and the spars when the wing profile changes, which occurs due to an adjustment of the strut arrangement 100.

The rotary joints 41a, 41b and 42a, 42b for mounting a kink strut on the corresponding spar, the planking or a support element 51, 52 are preferably provided on the bearing device in the form of a fitting 53. The swivel joints 41a, 41b and 42a, 42b for mounting a buckling strut allow the buckling strut to be rotated approximately around the wing thickness direction 30.

The pivoting movement of the buckling struts 33, 34 and 35, 36 causes them to be pivoted toward one another, ie the joints 33 and 38 are moved away from one another or towards one another. A profile change is achieved by shortening or lengthening the distance between the respectively opposite connection points 33, 38 to the two spars 21 and 22 in accordance with the angular position which the bent struts 33, 34 and 35, 36 assume each other. The respective position of the strut arrangement is changed by the adjusting mechanism 15a, 15b or 15c. This can be formed by actuators 43, each of which actuates a strut arrangement 100. The aerofoil according to the invention, at least in some areas with a variable curvature, thus has a variable wing area 7 comprising at least one flexible wing box with two spars 21, 22, 23, 24 forming the flexible wing box, which are located between a first and a second planking for supporting them and between which at least one drive unit 25a is arranged at least between the two adjacent bars to change the relative position of the bars. Each drive unit comprises at least one strut arrangement 100 running between the two spars, the first free end 19a of which via joints 41a, 41b; 42a, 42b are connected to a first edge region (18a of a spar 21, 22, 23, 24 located in the vicinity of the first planking, and their second free end 19a via joints 41a, 41b; 42a, 42b to a further first, in edge region 18a of the opposite spar 21, 22, 23, 24 located in the vicinity of the second planking. The longitudinal extent of the at least one strut can be lengthened or shortened between the spars by means of an actuator, and the spars by shortening or lengthening the distance between them opposite first edge regions 18a for changing the curvature of the variable wing region 7 in order to pivot or twist their longitudinal direction, since the opposite first edge regions 18a are connected to respectively opposite planking (FIG. 7).

The drive unit 25a, 25b, 25c can also be formed from a linearly extendable or shortenable strut arrangement 100 which, for length change, comprises, for example, an actuator 28a, 28b, 28c, as shown in FIGS. 4; 5a, 5b, 5c is shown, wherein features of the same function can be provided with the same reference numerals as in FIGS. 3a to 3d. In the embodiment shown in FIG. 4, the strut arrangement 100 comprises two, one behind the other in its longitudinal direction, Struts 133, 134 which are longitudinally displaceable with respect to one another. This embodiment can also be a strut which can be lengthened or shortened. An actuator 143, which is arranged between the two, causes the struts 133, 134 to be lengthened and shortened. The struts 33, 34 and 35, 36 are extended and the pivoting movement of the struts 33, 34 and 35, 36 by means of corresponding actuators 43, which are approximately diametrically opposite Ends of the spars 21, 22 or 22, 23 or 23, 24, which are connected to the moving buckling struts, are moved and pivoted relative to one another, whereby the cross section of the wing box 7a in question, which is visible in the longitudinal direction 10 of the wing, is twisted or distorted (FIGS. 6a, 6b , 6c).

The change in length of the struts variable in length, for example by means of the actuator 143, which telescopically pushes a strut apart or together. The struts 133, 134 are connected via a joint 117 to the links 115, 116, which are connected to one another via a joint 117. In the embodiment according to Figure 4, the joints 113, 117 coincide, i.e. the respective strut 133, 134 and the handlebars are supported with the same joint. However, various joints can also be provided for these functions. Each link 115, 116 is connected in an articulated manner to the planking and to the respective spar via a joint 121 or 122. In the embodiment according to FIG. 4, an optionally usable support element 51 is also provided on the spar 21, 22 to improve the introduction of force. Instead, the handlebar 116 is mounted on a region of the spar with a greater wall thickness. Adjacent links 116 of different drive units 25a, 25b, 25c are mounted in the same joint 122 in the embodiment shown, but are not rigidly connected to one another.

The embodiment of Figure 4, the joint 130 is designed to connect a spar with a planking as a structural joint, with layers of the respective The ends of a spar are unfolded accordingly, forming a flange in order to connect the spar to a panel. Instead of using a flange, the connection can also be made using a foot.

A further embodiment of the mounting of a strut arrangement 100 according to the invention is shown in FIG. This embodiment is shown using the example of the use of a buckling strut 33 in a strut arrangement 100. The bearing device 110 comprises a connecting member or receiving element 114 for receiving the bearing 41a or 41b and for transmitting the forces and moments acting thereon. The joint 113 for connecting the strut 133 to the links 115, 116 in the form of a swivel joint is also provided on the bearing device 110.

For the articulated connection of the links 115, 116, a structural or belt joint 217 is provided in the embodiment shown. For this purpose, at least two belts or belts 218, 219 or layers of a fiber composite component of one of the functional elements involved, that is to say a belt that is flexible in its longitudinal direction, are used to form a swivel joint. The first flexible band 218 is fastened to the mutually facing sides of each link 115, 116 and extends from there on the outside of a joint pin 113a of the joint 113 facing away from it. The links 115, 116 are thereby articulated on the articulation 113. A second flexible band 219 is fastened to the sides of the links 115, 116 facing away from one another and connects the links 115, 116 directly to one another, with a corresponding length of the free area of the first flexible band pressing against the articulated bolt 113a. As a result, the links 115, 116 are held in their longitudinal direction or fixed in the respective pivot position. The flexible bands 218, 219 are seen at least in regions offset from one another, viewed in the span direction 10, in particular at those points where these cross over. So at least two flexible bands are used, which are arranged offset to one another in the span direction 10 and cross each other in the free joint area. It is also possible to provide a plurality of flexible belts 218, 219 arranged next to one another in the span direction 10 with the above-described mode of operation.

This type of structural or belt joint can also be provided for any use in aerodynamic wings for the articulated connection of parts which are movable with respect to one another, the axis direction being the reference direction instead of the span-width direction.

The bearing device 110 shown in FIG. 6 can also be used with linearly displaceable struts 133, 134. If linear-displaceable struts 133, 134 of a strut arrangement were used, the joint 41 a or 41 b would be omitted in the illustration in FIG. 6.

Furthermore, FIG. 6 shows an alternative mounting or connection of the links 115, 116 to the respective cladding 131 to the swivel joints 121, 122. The joints or bearing means shown there, which are designated by the reference numerals 221 and 222, comprise a link 230 for supporting the respective link 115, 116. FIG. 6 shows a support point with the line that is neutral with respect to the position of the respective link 230a drawn. The upper side 231 of the link 230 facing the handlebar 115, 116 is curved in order to enable the handlebar to rotate. The respective handlebar is held on the link by means of at least two flexible straps 233, 234 while allowing rotary movements. The flexible bands 233, 234 can be formed from belts or belts or layers of a fiber composite component of one of the functional elements involved. The flexible straps 233, 234 each hold the respective handlebar opposite directions on the link 230. For this purpose, a first flexible band 233 is attached to a first side 230b of the link with respect to the support line 230a and to an area 230c of the handlebar opposite this with respect to the support line 230a of this side 230b. At least one second flexible band, viewed in the span direction 10, is arranged crosswise to the first band, ie the areas to which this is fastened lie opposite the previously mentioned fastening areas with respect to the support line 230a.

This type of structural or belt joint can also be provided for any use in aerodynamic wings for the articulated connection of parts which are movable with respect to one another, the axis direction being the reference direction instead of the span-width direction. It is then a structural joint for connecting movable components in an aerodynamic wing, a link being provided on a first component for supporting a second component, the upper side of the link facing the second component being curved to prevent a rotary movement of the to enable the second component, the second component being held by means of at least two flexible bands in each case in opposite directions on the link while allowing rotary movements

Furthermore, FIG. 6 shows an alternative mounting or connection of the spars 21, 22 on the respective cladding (the cladding 131 in the illustration in FIG. 6). The joint 130 shown there is designed as a swivel joint. For this purpose, viewed in the span direction 10 (as the axis direction), flexible bands 130a, 130b which run crosswise to one another in the joint region are fastened to the respective spar 21, 22 and to the respective planking 131. A first band 130a runs from a first side of the respective link as the movable component to a first region of the Cladding 131 as the fixed component, while a second band 130b runs from a second side of the respective handlebar opposite to the first side to a second area of the cladding 131 opposite the first area with respect to a neutral line 130c. Fastening means, for example in the form of a plate or a tensioning means 130e, can be provided for fastening one or more bands. A joint or support or meniscus disc 130f can also be used, on which the corresponding end of the respective spar rests. The disk 130f, on the other hand, rests on the planking 131 or a fastening means 130e or is held on the planking in some other way. The disc 130f can advantageously have a sliding layer on the side facing the movable element, that is to say the spar. Alternatively, the pane can also be fixed to the spar, so that the spar and pane are movable with respect to the planking. Depending on the embodiment, the sliding surface of the disc must have a corresponding curvature.

One of the flexible bands of the joint 221, 222 can also be configured uniformly with that of the joint 217 (in the illustration in FIG. 6, the bands 130b and 233).

In one embodiment, all the actuators 43, 143 used for the drive units according to the invention can be controlled, regulated and monitored electrically or electronically by at least one control unit, or alternatively or additionally mechanically for these purposes be coupled together. By actuating the actuators 28a, 28b, 28c arranged on the wing tip 13, which can be electrically, electronically or mechanically coupled to the actuators 43, the elongation of the curvature of the wing 1 can still be influenced.

A drive shaft 29a, 29b, 29c can be provided which drives or drives drive units arranged one behind the other in the longitudinal direction 10 of the wing.

The actuator 43 can be a worm drive which is controlled by a drive shaft 29a running in the longitudinal direction of the wing. Such a drive shaft 29a is preferably connected to all drive units 25a, 26a, 27a arranged within two spars, for example within spars 21 and 22 along the longitudinal extension of the wing. The actuators can also be connected electrically, optically or hydraulically for the purpose of controlling them. The actuator can have an autonomous supply or can be supplied electrically, hydraulically or pneumatically. At least one actuator 43 is preferably arranged on each drive unit 25a, 26a, 27a for pivoting corresponding buckling struts. In the case of electrical, optical or hydraulic control, the actuator can also be provided with a control device. For this purpose, corresponding sensors are to be provided on the drive unit 25a, which record the actual position and, if appropriate, further variables such as the adjustment speed or acceleration. These variables are used for a comparison with corresponding target variables and differences which arise are compensated for by means of the control device. Instead of control devices provided locally on the actuators 43, one or more central (not shown) or decentralized 40 control devices can also be provided. To monitor the actuators 43 or 28a, 28b, 28c or the positions of the spars 21, 22 or 22, 23 or 23, 24 relative to one another or the wing extension, sensors according to the prior art (not shown) can be provided at corresponding points connected to at least one electronic computer via lines. If errors occur in a drive unit 25a, 25b, 25c; 26a, 26b, 26c or 27a, 27b, 27c can be switched off or reconfigured. For this purpose, redundant units and in particular redundant actuators 43 or 28a, 28b, 28c can be provided.

As an alternative to the described embodiment, instead of a drive row 25, 26, 27 or a row 28 of actuators, a single drive unit or a single actuator can also be provided. Alternatively or additionally, a plurality of drive units 25a, 25b, 25c; 26a, 26b, 26c and 27a, 27b, 27c, each with at least one actuator 43, can be arranged in series or parallel to one another.

The planking can additionally be provided with piezo elements to reinforce the actuating forces exerted on the planking by the pivoting of the spars. These can work in such a way that they increase this pressure due to the pressure in the cladding, which arises due to the movement of the spars 21, 22 or 22, 23 or 23, 24, in order to increase the pressure from the actuators 43 and 28a, 28b, 28c to reduce the adjustment power to be applied.

In addition to a number of spars, further spars (not shown) can also be provided on a wing 1, between which drive units or actuators can be arranged in the manner described. Can too the arrangement described can also be provided for the entire wing, that is to say also for the front edge and rear edge flaps, or only for the latter.

The at least partially flexible hydrofoil according to the invention or the flexible hydrofoil area is not only intended for aircraft, but can also be used generally for vehicles, e.g. be used for spoiler wings, if other size ratios are also decisive there.

Claims

claims

1. Aerodynamic wing with at least partially variable curvature with at least two spars (21, 22, 23, 24), which are located between a first (131) and a second (132) planking for supporting them and between those for changing their relative position at least two drive units (25a, 25b, 25c) are arranged,

characterized in that

each drive unit comprises a strut arrangement (100; 101, 102) which is adjustable in length via an adjusting mechanism, the ends of which are supported by means of a bearing device (110), at each end of the strut arrangement (100; 101, 102) a first link (115) connects the respective end in an articulated manner to the respective cladding (131, 132) and a second link (116) connects the end to the respective upright (21, 22, 23).

2. Aerodynamic wing at least partially variable curvature according to claim 1, characterized in that the bearing device (110) has a joint (113) for mounting the strut arrangement (100), a device (114) for receiving this joint (113 ) and a joint (117) for receiving the handlebars (115, 116).

3. Aerodynamic wing at least partially variable curvature according to claim 1, characterized in that the bearing device (110) has a joint (113, 117) for mounting the strut arrangement (100) and for receiving the handlebars (115, 116) includes.

4. Aerodynamic wing at least partially variable curvature according to one of the preceding claims, characterized in that the planking with support elements (52) and / or the spars with support elements (51) are stiffened, wherein the handlebars are each supported on support elements are.

5. Aerodynamic wing at least partially variable curvature according to one of the preceding claims, characterized in that the strut arrangement (100; 101, 102) at least one pair of articulated struts (33, 34; 35, 36 ), the free ends (19a) of which are mounted in the bearing device (110) via joints (41a, 41b; 42a, 42b) in such a way that the swivel joints (37; 38) for connecting the articulated struts by means of the adjustment mechanism are movable in the span direction (10) in order to change the positions of the spars connected to them relative to one another.

6. Aerodynamic wing at least partially variable curvature according to claim 5, characterized in that a drive unit between each adjacent spar comprises a plurality of pairs of support struts, the pivot joints (37; 38) for connecting the articulated struts to each other in the opposite direction to the positions of the with these associated spars relative to each other.

7. Aerodynamic wing at least partially variable curvature according to one of claims 1 to 4, characterized in that the strut arrangement (100; 101, 102) can be lengthened and shortened in its longitudinal direction.

8. Aerodynamic wing at least partially variable curvature according to one of the preceding claims, characterized in that a structural joint (217) is provided for the articulated connection of the handlebars (115, 116), wherein flexible bands (218, 219) are used, the seen in the span direction (10) are arranged offset to each other and cross in the free joint area.

9. Aerodynamic wing at least partially variable curvature according to one of the preceding claims, characterized in that for the articulated connection of the handlebars (115, 116) with the respective planking (131, 132) or the respective spar (21, 22, 23, 24) A link (230) for supporting a link (115, 116) is provided on the planking, the upper side (231) of the link facing the link (115, 116) being curved so as to prevent the link (115, 116) from rotating. to make it possible, the handlebar (115, 116) being held on the link in opposite directions by means of at least two flexible bands (233, 234) while allowing rotary movements.

10. Aerodynamic wing at least partially variable curvature according to one of the preceding claims, characterized in that for the articulated connection of the respective spar (21, 22, 23, 24) with the respective Planking (131, 132) is provided with a structural joint with flexible bands (130a, 130b) running crosswise to one another in the joint region, as seen in the axis direction (10), a first band (130a) from a first side of the movable component to one The first area of the fixed component (131) extends, while a second band (130b) extends from a second side of the movable component opposite to the first side to a second area of the fixed area opposite the first area with respect to a neutral line (130c) Component (131) runs.

11. Aerodynamic wing at least partially variable curvature according to one of the preceding claims, characterized in that the variable wing area (7a) comprises a plurality of variable wing boxes (7a, 7b, 7c) which are arranged side by side in the wing depth direction (4) and two each Posts (21, 22, 23, 24) with at least two drive elements for pivoting them.

12. Aerodynamic wing at least partially variable curvature according to one of the preceding claims, characterized in that an actuator (43) is provided for actuating each drive element.

13. Aerodynamic wing at least partially variable curvature according to claim 12, characterized in that the actuator (43) is controlled electrically, mechanically or hydraulically.

14. Aerodynamic wing at least partially variable curvature according to one of claims 1 to 13, characterized in that a drive shaft (29a, 29b, 29c) is provided which drives or drives drive units arranged one behind the other in the longitudinal direction of the wing (10).

15. Aerodynamic wing at least partially variable curvature according to one of claims 12 to 14, characterized in that the actuator (43) is a worm drive.

16. Aerodynamic wing at least partially variable curvature according to one of the preceding claims, characterized in that the cladding is additionally provided with piezo elements in order to increase the pressure in the cladding, which arises due to the movement of the spars.

17. Structural joint for connecting movable components in an aerodynamic wing, characterized in that flexible bands (218, 219) are used for the articulated connection of the two mutually movable components, which are arranged offset in relation to one another in their axial direction and located in cross free joint area.

18. Structural joint for connecting movable components in an aerodynamic wing, characterized in that, viewed in the axis direction (10), flexible bands (130a, 130b) which run crosswise to one another are provided in the joint region, a first band (130a) of one first side of the first component to a first region of the second component (131) runs, while a second band (130b) runs from a second side of the first component opposite to the first side to a second region of the second component (131) opposite the first region with respect to a neutral line (130c).

19. Structural joint for connecting movable components in an aerodynamic wing according to claim 16, characterized in that an articulated disc (130f) is located between the first and the second component, the sliding surface of which is located on the side of the movable component has curvature adapted to the movement.

20. Structural joint for connecting movable components in an aerodynamic wing, characterized in that a link (230) for supporting a second component (115, 116) is provided on a first component, the second component (115, 116) facing top (231) of the link is curved to enable a rotational movement of the second component (115, 116), the second component (115, 116) using at least two flexible bands (233, 234) each in opposite directions on the The backdrop is held while allowing rotational movements.