Slanted-wing aircraft with internal ducts and internal propulsion

Abstract

An oblique-wing aircraft with internal ducts and internal airflow. The aircraft may have a propulsion unit within the wing body. The propulsion unit may be off-axis within the wing to utilize a larger internal space. In some embodiments, a multi-segment oblique-wing aircraft may have three distinct segments, including two outer wing segments and a central wing segment. The central wing segment may be thicker vertically and adapted to accommodate a pilot and passengers. The outer wing segments may be substantially thinner and taper outward from the center of the wing. A multi-segment oblique-wing aircraft may be adapted to rotate toward a high-speed flight configuration or adapted to take off and cruise at a constant angle.

Description

Technical Field

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[0001] The present invention relates to an aircraft, and more particularly to an aircraft having a design of an oblique wing.

[0002] Cross - reference to related applications

[0003] This application claims priority to U.S. Provisional Patent Application No. 63 / 449,580, filed on March 2, 2023, by Mickey et al., which is hereby incorporated by reference in its entirety.

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Background Art

[0005] In 1958, R.T. Jones suggested that an aircraft with an (oblique) wing having an asymmetric sweep angle would offer many advantages at high subsonic and low supersonic speeds. The configuration of the oblique wing has technical problems in that it lacks the stubborn stability and ease of control like a conventional tail.

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Summary of the Invention

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Problems to be Solved by the Invention

[0008] What is required is an oblique - wing aircraft that can support a large cargo and passenger capacity while maintaining stability during high - speed flight.

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Means for Solving the Problems

[0010] This aircraft is an angled wing aircraft with internal ducts and internal airflow. The aircraft may have a propulsion unit within the wing body. The propulsion unit may be off-axis within the wing to utilize a larger internal space. In some embodiments, a multi-segment angled wing aircraft may have three distinct segments, including two outer wing segments and a central wing segment. The central wing segment may be vertically thicker and adapted to accommodate a pilot and passengers. The outer wing segments may be substantially thin and taper outwards from the wing center. A multi-segment angled wing aircraft may be adapted to rotate toward a high-speed flight configuration or to take off and cruise at a constant angle.

[0011] In this invention and its embodiments, the two external wing segments described above are also referred to as the forward wing segment and the rear wing segment, based on the difference in their fore-aft positions, in order to distinguish between the two. They are also referred to as the right wing segment and the left wing segment, based on the difference in their left-right positions. [Brief explanation of the drawing]

[0012] [Figure 1A] Shaded and line representations of offset plan views of subsonic aircraft according to several embodiments of the present invention. [Figure 1B] This is a line representation of an offset plan view of a subsonic aircraft according to several embodiments of the present invention. [Figure 2] This is a front view of a subsonic aircraft according to several embodiments of the present invention. [Figure 3A] This is a shaded representation of a side view of a subsonic aircraft according to several embodiments of the present invention. [Figure 3B] This is a line representation of a side view of a subsonic aircraft according to several embodiments of the present invention. [Figure 4] This is a side perspective view of a subsonic aircraft according to several embodiments of the present invention. [Figure 5A] This is a shaded rearward perspective view of a subsonic aircraft according to several embodiments of the present invention. [Figure 5B] A line representation of a rear perspective view of a subsonic aircraft according to some embodiments of the present invention. [Figure 6] Shows the internal ducts and power plant of a subsonic aircraft according to some embodiments of the present invention. [Figure 7] Shows the internal ducts and power plant of a subsonic aircraft according to some embodiments of the present invention. [Figure 8] Shows the internal ducts and power plant of a subsonic aircraft according to some embodiments of the present invention. [Figure 9] A rear perspective view of the raised side of a subsonic aircraft according to some embodiments of the present invention. [Figure 10] An explanatory diagram of the coordinate system and terms of a multi-segment oblique wing according to some embodiments of the present invention. [Figure 11] An explanatory diagram of the terms of a multi-segment oblique wing according to some embodiments of the present invention. [Figure 12A] A shaded view of a right side perspective view of a supersonic aircraft according to some embodiments of the present invention. [Figure 12B] A line representation of a right side perspective view of a supersonic aircraft according to some embodiments of the present invention. [Figure 13A] A shaded view of a right side perspective view of a supersonic aircraft according to some embodiments of the present invention. [Figure 13B] A line representation of a right side perspective view of a supersonic aircraft according to some embodiments of the present invention. [Figure 14A] A shaded view of a rear perspective view of a supersonic aircraft according to some embodiments of the present invention. [Figure 14B] A line representation of a rear perspective view of a supersonic aircraft according to some embodiments of the present invention. [Figure 15A] A shaded view of a raised front side perspective view of a supersonic aircraft according to some embodiments of the present invention. [Figure 15B] A line representation of a raised front side perspective view of a supersonic aircraft according to some embodiments of the present invention. [Figure 16A]A shaded view of a left rear perspective of a supersonic aircraft according to some embodiments of the present invention. [Figure 16B] A line view of a left rear perspective of a supersonic aircraft according to some embodiments of the present invention. [Figure 17] An exemplary plan view of an internal flow path and a propulsion unit of a supersonic aircraft according to some embodiments of the present invention. [Figure 18] Flow velocity measurements of the flow into and within a supersonic aircraft according to some embodiments of the present invention.

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MODE FOR CARRYING OUT THE INVENTION

[0031] In designing high-speed aircraft, it is necessary to balance the design requirements for takeoff, landing, and low-speed flight with the design goals centered on high-speed flight, particularly in the transonic and supersonic regions. Previous designs have included conventional airfoils, swept airfoils, aircraft-type airfoils, and oblique flight airfoils. An oblique flight airfoil configuration distributes lift over approximately twice the wing length of a conventional swept airfoil with the same wingspan and sweep angle, reducing the wave component of lift-dependent drag in the supersonic region by a quarter. High aspect ratio oblique flight airfoils also benefit from supersonic volume wave drag. Oblique flight airfoils can also be proven to be a highly efficient configuration in the high transonic region.

[0032] An oblique-wing aircraft according to an embodiment of the present invention uses a long, thick central wing segment that allows for the placement of a pilot and passengers. This allows the multi-segment oblique-wing aircraft to be used as a high-speed commercial aircraft. In another embodiment, the long, thick central wing segment also allows for the placement of a propulsion unit within the wing body. Because the wing body of an oblique-wing aircraft may be angled during high-speed flight, the thick portion of the wing behind the leading edge of the central wing segment may also be angled. In some embodiments of the present invention, the propulsion unit may be mounted within the thick central portion of the wing, with the main axis of the propulsion unit mounted parallel to the angle of the central portion of the wing, which is likely not perpendicular to the main airflow direction around the wing during flight. Such a configuration eliminates the need for the central portion of the wing to alter the outer surface of the wing to accommodate the propulsion unit. For example, if a propulsion unit such as a jet engine or electric fan is mounted parallel to the direction of flight, the rear portion of the propulsion unit may be thicker than the central portion of the wing in areas away from the propulsion unit, particularly in the rear portion of the propulsion unit. The propulsion system may include internal ducts and pathways, and is adapted to generate thrust for an aircraft, drawing in air through one or more forward-positioned inlet ducts that supply air to one or more propulsion units, and having one or more exhaust ports that exhaust the airflow. In some embodiments, guide vanes may be present in the exhaust ports to adjust the direction of the exhaust flow and the associated thrust. In some embodiments, the propulsion units may be jet engines. In some embodiments, the propulsion system may be one or more electric fans. In some embodiments, the propulsion units may be electric and powered by a hydrogen-based fuel cell.

[0033] In embodiments using a multi-segment oblique flight wing, the air intake may be offset to be located on or adjacent to an outer wing segment, and it may be offset at a lower angle than the central wing segment. The air intake enjoys the advantage of airflow compression at the leading edge of the wing. This advantage is further enhanced by placing the air intake on a wing segment at a lower angle.

[0034] This invention incorporates improvements to conventional flight systems. In this system, the propulsion unit can be incorporated within the volume of the flight wing. While this specification describes a multi-segment oblique flight wing, it should be understood that aspects of the invention can be incorporated into the design of other types of oblique flight wings. Another improvement is to form an air intake as part of the leading edge of the central wing segment, enclosing the adjacent portion of the leading edge of the wing, as seen particularly in supersonic configurations. Yet another improvement is the offset intake and exhaust. Offset intakes, in particular, when located outboard from the center and on or adjacent to a wing segment with a small sweep angle, allow the system to utilize the compression of air resulting from the collision of airflow with the leading edge of the wing. While this specification describes the design of an oblique flight wing, aspects of the invention can also be incorporated into the configuration of a symmetrical aircraft.

[0035] In some embodiments of the present invention, as shown in Figures 1A to 9, the multi-segment oblique-wing aircraft 100 comprises a center wing segment 110, a left wing segment 111, and a right wing segment 112. The center wing segment 110 is substantially thick in the Zb direction (as defined below) and has sufficient thickness to accommodate a propulsion unit in the thicker region of the wing 118. The aircraft may be adapted to fly at subsonic speeds. In this example, the aircraft 100 may fly at subsonic speeds in the range of Mach 0.8, with a wingspan of 11.5 m and a length of 9 m. Although the right wing segment 112 is shown as the leading portion of the oblique wing, it should be understood that in different embodiments, the left and right may be reversed within the scope of the disclosure of the present invention.

[0036] The air intake 115 is located just outboard at the junction of the center wing segment 110 and the right wing segment 112 (which in this embodiment is the forward wing segment during flight). In some embodiments, the air intake 115 is located entirely outboard from the aircraft's centerline in a forward flight configuration. In some embodiments, the air intake 115 is located outboard from the center wing segment 110. In some embodiments, the air intake 115 is located above the leading edge of the wing. An air outlet 114 is visible on the upper surface of the center wing segment 110. In some embodiments, the air outlet 114 is not located on the aircraft's centerline during forward flight. In some embodiments, the air outlet 114 is offset from the aircraft's centerline on the opposite side from the position of the air intake 115. The directional reference line 121 indicates the flight path of the aircraft during forward flight and is located approximately at the aircraft's center of mass. As seen in the figure, the air intake 115 is located substantially to the right of the aircraft's centerline.

[0037] Figures 1 and 3AB further illustrate the relatively thin characteristics of the right and left wing segments 112 and 111, relative to the thicker characteristic 118 of the center wing segment 110. In some embodiments, the relative ratio of the thickness of the center wing segment to the outer wing segments is in the range of 1.5 to 10. In some embodiments, the ratio of the thickness of the center segment to the relative thickness of the outer wing segments is in the range of 3 to 10. In some embodiments, the relative ratio of the thickness of the center wing segment to the outer wing segments is in the range of 5 to 10. In some embodiments, the sweep angle of the wing segments remains constant throughout the various flight modes. The sweep angle of the forward sweep of the front outer wing segment (forward wing segment) may be 25 degrees. In some embodiments, the sweep angle of the forward sweep of the front outer wing segment (forward wing segment) may be in the range of 15 to 35 degrees. In some embodiments, the sweep angle of the forward sweep of the front outer wing segment (forward wing segment) may be in the range of 0 to 60 degrees. The sweep angle of the rearward sweep of the rear outer wing segment (rear wing segment) may be 35 degrees. In some embodiments, the sweep angle of the rearward sweep of the rear outer wing segment (rear wing segment) may be in the range of 25 to 45 degrees. In some embodiments, the sweep angle of the rearward sweep of the rear outer wing segment (rear wing segment) may be in the range of 0 to 60 degrees. The sweep angle of the center wing may be 50 degrees. In some embodiments, the sweep angle of the center wing segment may be in the range of 35 to 65 degrees. In some embodiments, the sweep angle of the center wing segment may be in the range of 25 to 75 degrees. The auxiliary control surface may include a controllable control surface along its trailing edge.

[0038] In some embodiments of the present invention, as shown in Figure 1B, the aircraft may have control surfaces on the rear side of the flight wing surface. The right wing segment 112 may have control surfaces such as flaps or ailerons 126 on the rear side of the wing segment. The left wing segment 111 may have control surfaces such as flaps or ailerons 128 on the rear side of the wing segment. The center wing segment 110 may have control surfaces such as flaps or ailerons 127 on the rear side of the wing segment.

[0039] Figures 6, 7, and 8 show the internal location of the internal ducts and propulsion unit 119 within the central wing segment 110. Figure 6 is a rear perspective view of the aircraft 100 showing the rearward-facing air outlet 115. Figures 6 and 7 illustrate the internals of the air intake, air outlet, and propulsion unit, but it should be understood that these components cannot actually be seen in this way and are shown here for clarity. The air intake 114 is fluidly coupled to an inlet duct 116 that sends air to the propulsion unit 119. The propulsion unit 119 is then physically coupled to an outlet duct 117 that sends air to the air outlet 115. As seen in the figures, the main shaft 125 of the propulsion unit, which may be the axis of rotation of the thrust generating component, does not coincide with the final thrust direction, but instead coincides with the wingspan direction of the central wing segment 110 of the oblique-wing aircraft 100. In some embodiments, the main shaft 125 of the propulsion unit 119 may be parallel to the leading edge of the central segment. In some embodiments, the main axis of the propulsion unit 125 may be parallel to the composite leading edge of the central portion at an angle of no more than 5 degrees. In some embodiments, the main axis of the propulsion unit 125 may be parallel to the composite leading edge of the central portion at an angle of no more than 10 degrees. Thus, the propulsion unit 119 may be designed with a large diameter due to design constraints or design choices, and the propulsion unit 119 may be located within the thick region 118 of the central wing segment 110 without disturbing the outer surface of the wing. In some embodiments, the outer surface of the central wing segment may be uniform throughout the central wing segment in a certain manner, and no changes or deformations in shape may occur to accommodate the internal mounting of the propulsion unit or group of units within the central wing segment. In some embodiments, vanes 120 may be present within the outlet duct 117 of the air outlet 115, used for the lateral thrust vector. In this specification, the main axis of the propulsion unit is shown to coincide with the angle of the central wing segment, but in some embodiments, the main axis may coincide with the main thrust direction of the aircraft. In some embodiments, the central wing segment may have two or more propulsion units. In some embodiments, the central wing segment may have multiple propulsion units. In some embodiments, the multiple propulsion units of the central wing segment may have parallel principal axes.

[0040] In some embodiments of the present invention, as shown in Figure 10, the multi-segment oblique-wing aircraft 200 comprises a center wing segment 210, a left wing segment 212, and a right wing segment 211. The center wing segment 210 has a leading edge 210a and a trailing edge 210b. Although there may be variations along its length, the leading edge 210a and trailing edge 210b of the center wing segment 210 are substantially parallel. The center wing segment 210 is substantially thicker than the other segments and can be adapted to accommodate the aircraft's pilot and passengers. Although the propulsion unit is not shown in the illustration, it is understood that the multi-segment oblique-wing aircraft 200 can be powered in the same way as the aircraft 100 described above. As will be discussed later, in some embodiments, the thrust unit is a non-rotating thrust unit, and the aircraft is adapted to take off and cruise with a constant wing position. In some embodiments, the propulsion system may have guide vanes in the air exhaust system, as described above, and the aircraft may take off in a direction with a small sweep angle, and then transition to a direction with a larger sweep angle, with the guide vanes adjusting the thrust direction as needed. In this exemplary embodiment, the aircraft is inverted left and right compared to the subsonic embodiment described with respect to Figures 1 to 9. It should be understood that, depending on the application, the design may be symmetrical, as either the forward right wing segment or the forward left wing segment can be used in an oblique-wing aircraft.

[0041] The left wing segment 212 has a leading edge 212a and a trailing edge 212b. The left wing segment 212 tapers outwards from the center wing segment 210, and its chord length decreases along the wingspan of the wing segment. The left wing segment 212 may be substantially thinner in the vertical direction Zb than the center wing segment 210. The right wing segment 211 has a leading edge 211a and a trailing edge 211b. The right wing segment 211 tapers outwards from the center wing segment 210, and its chord length decreases along the wingspan of the wing segment. The right wing segment 211 may be substantially thinner in the vertical direction Zb than the center wing segment 210.

[0042] Figure 10 shows the coordinate systems representing the configuration of the system. The prevailing wind coordinate system 230 includes the prevailing airflow across the wing as a composite of Xw and Yw, where Xw is the airflow direction seen in forward flight directly into the wind. The body coordinate system 231 is set to be constant relative to the body of the wing, where the Yb axis is set approximately parallel to the combined mean direction of the wing's leading edges 212a and 211a. The Zb axis of the body coordinate system points towards the foreground in the perpendicular direction of the drawing. The quarter-chord coordinate system 232 sets Yl parallel to the tangent to the quarter-chord at that point and Xl perpendicular to the quarter-chord at that point. The body coordinate system 231 remains fixed relative to the aircraft. The prevailing wind coordinate system 230 is a product of the environment and independent of the wing, while the quarter-chord coordinate system 232 is a function of the wing design and varies depending on which point on the wing is used as the reference point.

[0043] The multi-segment flight wing can be considered to have a transition from the left wing segment 212 to the center wing segment 210 at reference line 220, and a transition from the right wing segment 211 to the center wing segment 210 at reference line 221. Within reference lines 220 and 221, the leading edge 210a and trailing edge 210b of the center wing segment 210 are substantially parallel.

[0044] One embodiment of the multi-segment flying wing aircraft 200 is such that each of the segments 210, 211, and 212 may have its own critical Mach number. The critical Mach number is the ratio of local wind speed to speed of sound at which drag increases due to the compression effect, and is a function of wing thickness, lift of the segment, and local sweep angle of the segment. In the attributes of this application, the sweep angle refers to the sweep angle of the quarter chord tangent. The goal is for all segments to have similar critical Mach numbers, slightly greater than the aircraft's design Mach number. The central wing segment 210 is considerably thicker than the outer wing segments 211 and 212 and requires a larger sweep angle to achieve the same critical Mach number. The outer wing segments 211 and 212 are thinner and require smaller sweep angles to achieve the same critical Mach number.

[0045] In some embodiments, the central wing segment can be used as a hangar for the pilot, passengers, and other voluminous items, allowing the central portion to function as the aircraft's fuselage without the disadvantages of a standard airframe, while retaining the advantages of an angled wing. The central wing segment is thicker than the wing segments because its relative thickness, defined by the ratio of chord length to segment thickness, is greater than that of the wing segments. The wing segments may be thicker where they join to the central wing segment, but the wing becomes much thinner in the transition region, changing the sweep through the transition region. Figure 11 shows embodiments of angled wing models according to some embodiments of the present invention. As described above, the multi-segment wing can be considered to have a transition from the left wing segment 212 to the central wing segment 210 at reference line 220, and a transition from the right wing segment 211 to the central wing segment 210 at reference line 221. Within reference lines 220, 221, the leading edge 210a and trailing edge 210b of the central wing segment 210 are substantially parallel. The center wing segment 210 has an extension between the first end of the reference line 220 and the second end of the reference line 221, in which the leading and trailing edges of the center wing segment are substantially parallel. The ratio of chord length to wingspan of the center wing segment may be 1:4 in some embodiments. In some embodiments, the ratio of chord length to wingspan of the center wing segment may range from 1:3 to 1:5. In some embodiments, the ratio of chord length to wingspan of the center wing segment may range from 1:2.5 to 1:4.5. In some embodiments, the chord length of the center wing segment does not vary by more than 10% along the wingspan of the center wing segment. In some embodiments, the chord length of the center wing segment does not vary by more than 15 percent along the wingspan of the center wing segment. In some embodiments, the chord length of the center wing segment does not vary by more than 5 percent along the wingspan of the center wing segment. By minimizing the variation in chord length of the central portion, the cross-section of the cargo or passenger cabin can be made substantially uniform, similar to the uniform cross-section of a conventional passenger aircraft fuselage. The relatively constant airfoil cross-section in the central section also simplifies the design of the propulsion unit by reducing variations in the wingspan direction under inflow conditions.The relatively long and slender configuration of this aircraft provides a joint body with a considerably large aspect ratio between the wing segments and the central section, reducing the volume drag of the aircraft's wave motion in the supersonic range. Combined with an increased thickness-to-chord ratio of the central wing segment, this range of chord-to-wings ratio provides a good balance between aerodynamic performance and payload capacity.

[0046] On the outboard side of the center wing segment 210, there may be a transition region where the leading edge line of the center wing segment 210 transitions to the leading edges of the outer wing segments 211 and 212. At the first end of the center wing segment 210, at reference line 220, the wing may transition to reference line 241 where the leading edge of the left wing segment 212 becomes substantially straight. Within the transition region, the left wing segment may be curved around its leading edge to a straight position on the outboard side. The left wing segment 212 may also taper its chord length within its transition region and continue to taper towards the outboard side and wingtip within that transition region. At the second end of the center wing segment 210 at reference line 221, the wing may transition to reference line 240 where the trailing edge of the right wing segment 211 becomes substantially straight. Within the transition region, the right wing segment may be curved around its trailing edge to a straight position on the outboard side. The right wing segment 211 may also taper its chord length within its transition region and continue to taper toward the outboard and wingtip of that transition region. Both the left wing segment 212 and the right wing segment 211 are substantially thinner than the center wing segment 210. Although there may be variations along its length, the leading edge 210a and trailing edge 210b of the center wing segment 210 are substantially parallel. The leading edge 210a and trailing edge 210b of the center wing segment 210 also have a considerably larger sweep angle than the leading edges 211a and 212a of the outboard wing segments 211 and 212 of the transition region.

[0047] In some embodiments of the present invention, various leading and trailing edge alignments can be used to lower the aircraft's visibility profile. Using Figure 10 as an example, the leading edge 212a of an outer wing segment may be parallel to the trailing edge 211b of the opposite outer wing segment. Similarly, the trailing edge 212b of an outer wing segment may be parallel to the leading edge 211a of the opposite outer wing segment. In some embodiments, the leading edge of an outer wing segment is parallel to the trailing edge of the opposing outer wing segment at an angle of no more than 2 degrees. In some embodiments, the leading edge of an outer wing segment is parallel to the trailing edge of the opposing outer wing segment at an angle of no more than 5 degrees. In some embodiments, the leading edge of an outer wing segment is parallel to the trailing edge of the opposing outer wing segment at an angle of no more than 8 degrees. Similarly, the leading edge of a center wing segment may be parallel to the trailing edge of the center wing segment at an angle of no more than 2 degrees. In some embodiments, the leading edge of a center wing segment may be parallel to the trailing edge of the center wing segment at an angle of no more than 5 degrees. In some embodiments, the leading edge of a center wing segment may be parallel to the trailing edge of the center wing segment at an angle of no more than 8 degrees. While this specification describes embodiments as shown in Figure 10, it should be understood that leading / trailing edge parallelism may exist in any of the disclosed embodiments.

[0048] In some embodiments of the present invention, as shown in Figures 12A to 17, the multi-segment oblique flight wing aircraft 130 comprises a center wing segment 140, a left wing segment 141, and a right wing segment 142. The center wing segment 140 is substantially thick in the Zb direction and is thick enough to accommodate a propulsion unit in this thick region of the wing. The aircraft may be adapted to fly at supersonic speeds. In this example, the aircraft 130 may be adapted to fly at supersonic speeds in the range of Mach 1.2. Although the right wing segment 142 is shown as the leading portion of the oblique flight wing, it should be understood that in different embodiments the left and right sides may be reversed and this is within the scope of the disclosure of the present invention.

[0049] The air intake 145 is located at or near the connection between the center wing segment 140 and the right wing segment 142 (in this embodiment, the forward wing segment in flight). In some embodiments, the air intake 145 is located in the space formed behind the inboard portion where the leading edge of the center wing segment 140 ends on the inboard side of the air intake 145 and the next outboard portion following the leading edge ends. The air intake 145 encloses the next outboard portion following the leading edge, forming an air intake in the gap further behind the leading edge of the inboard portion. In this way, the next outboard portion following the leading edge works in conjunction with the air intake 145 to decelerate and pre-compress the airflow. An air outlet 144 is visible on the upper surface of the center wing segment 140. The directional reference line 154 indicates the flight path of the aircraft during forward flight and is located approximately at the center of mass of the aircraft. As shown in the figure, the air intake 145 is substantially outboard (to the right in this configuration) from the centerline of the aircraft. In this exemplary embodiment, the air outlet 144 is located at the center of the aircraft's nominal centerline in a forward-flight configuration. In some embodiments, the outboard leading edge of the air intake 145 is located in front of the air intake, thereby deflecting air towards the air intake as well.

[0050] In some embodiments, the relative thickness ratio of the central wing segment to the outer wing segment is in the range of 1.5 to 10.

[0051] Figure 17 shows the internal ducts and the internal positions of the propulsion units 150a and 150b within the central wing segment 140. The air intake 145 is fluidically coupled to an inlet duct 151 that supplies air to the propulsion units 150a and 150b. Although two propulsion units are illustrated here, in some embodiments there may be one or more propulsion units. The propulsion units 150a and 150b are then fluidly coupled to an outlet duct 152 that supplies air to an air exhaust 144. In some embodiments, there may be vanes 153 behind the air exhaust or a propulsion unit in its vicinity that allow for a lateral thrust vector. As shown in the figure, the main axis of the propulsion unit may be the axis of rotation of the thrust generating component, but coincides with the final thrust direction. In some embodiments, the main axis of the propulsion unit may coincide with the wingspan direction of the central wing segment 140 of the angled-wing aircraft 130. The propulsion unit may be designed with a large diameter due to design constraints or design choices, and the propulsion unit 119 may reside within the thick region of the central wing segment 140 without disturbing the outer surface of the wing. In some embodiments, the outer surface of the central segment is uniform throughout the central segment in a certain manner, and no changes or deformations in shape occur to accommodate the internal mounting of the propulsion unit or group of units within the central segment. In some embodiments, thrust can be differentiated between the propulsion units 150a and 150b to change the direction of the aircraft, which would be even more practical in the case of electric propulsion units.

[0052] Figure 18 shows the velocity analysis of the flow passing through the interior of an aircraft in a supersonic flight configuration.

[0053] By using a long, thick central wing segment, the pilot and passengers can be positioned in the central wing segment, allowing multi-segment oblique-wing aircraft to be used as high-speed commercial aircraft. In a sense, the central wing segment takes on the ferry function of a conventional fuselage without the drawbacks of a conventional fuselage. Furthermore, during high-speed flight with a large sweep angle, the separation of the wing by the long central wing segment allows for the placement of multiple trailing edge control surfaces. When these are properly combined, they can influence both the pitch and roll axes, resulting in superior control authority. In some embodiments, the ratio of the wingspan of the central wing segment to the wingspan of each wing ranges from 1:1 to 1:3. The optimal thickness ratio along the wingspan will vary depending on the aircraft requirements and material details, but should be designed to balance air resistance (especially wave drag), structural weight, and payload or fuel requirements. The optimal thickness ratio is likely to fall within the range described. In some embodiments, the average thickness of the central wing segment to the average thickness of the wing ranges from 1.5:1 to 20:1. In some embodiments, the ratio of the relative thickness of the central wing segment to the relative thickness of the wing is in the range of 1.5 to 10.

[0054] In some embodiments, embodiments of the present invention may enjoy the advantage of enhanced pitch control capability compared to a flight wing alone, depending on the layout of the control surfaces and the details of the wing planform design. In some embodiments, a multi-segment oblique flight wing aircraft is adapted to take off, land, and cruise with the same sweep angle configuration / direction.

[0055] In some embodiments, the sweep angle of the wing segments remains constant throughout various flight modes. The sweep angle of the forward sweep of the front outer wing segment (forward wing segment) may be 25 degrees. In some embodiments, the sweep angle of the forward sweep of the front outer wing segment is in the range of 15 to 35 degrees. In some embodiments, the sweep angle of the forward sweep of the front outer wing segment is in the range of 0 to 60 degrees. The sweep angle of the rearward sweep of the rear outer wing segment (rear wing segment) may be 35 degrees. In some embodiments, the sweep angle of the rearward sweep of the rear outer wing segment is in the range of 25 to 45 degrees. In some embodiments, the sweep angle of the rearward sweep of the rear outer wing segment (rear wing segment) may be in the range of 0 to 60 degrees. The sweep angle of the center wing is 50 degrees. In some embodiments, the sweep angle of the center wing segment may be in the range of 35 to 65 degrees. In some embodiments, the sweep angle of the central wing segment is in the range of 25 to 75 degrees. The auxiliary control surface may include a controllable control surface along its trailing edge.

[0056] As will be apparent from the above description, a wide variety of embodiments can be formed from the description herein, and those skilled in the art will readily come up with further advantages and modifications. Accordingly, the present invention is not limited in its broader embodiments to the specific details and exemplary embodiments shown and described. Accordingly, it may deviate from such details without departing from the spirit or scope of the applicant's invention as a whole.

Claims

1. An aircraft equipped with an oblique flight wing, wherein the oblique flight wing comprises a central wing segment, a forward wing segment, a rear wing segment, an inlet duct, a propulsion unit, and an outlet duct, The central wing segment comprises a leading edge and a trailing edge, the leading edge and the trailing edge being parallel to each other at an angle of no more than 10 degrees along their longitudinal direction. The forward wing segment is connected to the first end of the center wing segment and has a leading edge and a trailing edge, and the average spanwise tangent of the quarter chord of the forward wing segment has a sweep angle that is 10 degrees or more different from the average spanwise tangent of the quarter chord of the center wing segment. The rear wing segment is connected to the second end of the center wing segment and has a leading edge and a trailing edge, and the average spanwise tangent of the quarter chord of the rear wing segment has a sweep angle that differs by 10 degrees or more from the average spanwise tangent of the quarter chord of the center wing segment, in the opposite direction to that of the front wing segment. The inlet duct is provided at the junction of the forward wing segment and the central wing segment, The propulsion unit is located within the central wing segment and includes a main shaft, and the inlet duct is fluidly coupled to the propulsion unit. The outlet duct is located on the rear upper surface of the central wing segment and is fluidly coupled to the propulsion unit. An aircraft characterized by the following features.

2. The aircraft according to claim 1, further, The central wing segment is substantially thicker than the forward wing segment and the rear wing segment. An aircraft characterized by the following features.

3. An aircraft according to either claim 1 or claim 2, The main shaft of the propulsion unit is parallel to the average of the tangents of the quarter chord of the central wing segment in the wingspan direction at an angle of no more than 10 degrees. An aircraft characterized by the following features.

4. The aircraft according to claim 2, further, In the cruising configuration, the forward wing segment has a sweep angle of forward sweep in the range of 15 to 35 degrees, the center wing segment has a sweep angle of 35 to 65 degrees, and the rear wing segment has a sweep angle of rear sweep in the range of 25 to 45 degrees. An aircraft characterized by the following features.

5. The aircraft according to claim 2, further, In the cruising configuration, the forward wing segment has a sweep angle of forward sweep in the range of 0 to 60 degrees, the center wing segment has a sweep angle of 25 to 75 degrees, and the rear wing segment has a sweep angle of rear sweep in the range of 0 to 60 degrees. An aircraft characterized by the following features.

6. The aircraft according to claim 4, The main shaft of the propulsion unit is parallel to the average of the tangents of the quarter chord of the central wing segment in the wingspan direction at an angle of no more than 10 degrees. An aircraft characterized by the following features.

7. The aircraft according to claim 4, The main shaft of the propulsion unit is parallel to the average of the tangents of the quarter chord of the central wing segment in the wingspan direction at an angle of no more than 20 degrees. An aircraft characterized by the following features.

8. The aircraft according to claim 5, The main shaft of the propulsion unit is parallel to the average of the tangents of the quarter chord of the central wing segment in the wingspan direction at an angle of no more than 10 degrees. An aircraft characterized by the following features.

9. The aircraft according to claim 5, The main shaft of the propulsion unit is parallel to the average of the tangents of the quarter chord of the central wing segment in the wingspan direction at an angle of no more than 20 degrees. An aircraft characterized by the following features.

10. The aircraft according to claim 2, further, The ratio of the relative thickness of the center wing segment to the relative thickness of the forward wing segment and the relative thickness of the rear wing segment is in the range of 1.5 to 10, respectively. An aircraft characterized by the following features.

11. The aircraft according to claim 2, further, The ratio of the relative thickness of the center wing segment to the relative thickness of the forward wing segment and the relative thickness of the rear wing segment is in the range of 5 to 10, An aircraft characterized by the following features.

12. The aircraft according to claim 11, The main shaft of the propulsion unit is parallel to the average of the tangents of the quarter chord of the central wing segment in the wingspan direction at an angle of no more than 20 degrees. An aircraft characterized by the following features.

13. An aircraft adapted for supersonic flight, the aircraft having oblique flight wings, the oblique flight wings comprising a central wing segment, a forward wing segment, a rear wing segment, an air intake, an inlet duct, a propulsion unit, and an outlet duct, The central wing segment comprises a leading edge and a trailing edge, the leading edge and the trailing edge being parallel to each other at an angle of no more than 10 degrees along their longitudinal direction. The forward wing segment is connected to the first end of the center wing segment and has a leading edge and a trailing edge, and the average spanwise tangent of the quarter chord of the forward wing segment has a sweep angle that is 10 degrees or more different from the average spanwise tangent of the quarter chord of the center wing segment. The rear wing segment is connected to the second end of the center wing segment and has a leading edge and a trailing edge, and the average spanwise tangent of the quarter chord of the rear wing segment has a sweep angle that differs by 10 degrees or more from the average spanwise tangent of the quarter chord of the center wing segment, in the opposite direction to that of the front wing segment. The aforementioned air intake is provided at the junction of the forward wing segment and the central wing segment, and is partially formed by a break in the leading edge of the central wing segment and the continuation of the leading edge behind the broken leading edge, thereby creating a gap behind the broken leading edge. The inlet duct is fluidly connected to the air intake, The propulsion unit is located within the central wing segment and includes a main shaft, and the inlet duct is fluidly coupled to the propulsion unit. The outlet duct is located on the rear upper surface of the central wing segment and is fluidly coupled to the propulsion unit. An aircraft characterized by the following features.

14. The aircraft according to claim 13, further, The central wing segment is substantially thicker than the forward wing segment and the rear wing segment. An aircraft characterized by the following features.

15. The aircraft according to claim 13, The main shaft of the propulsion unit is parallel to the average of the tangents of the quarter chord of the central wing segment in the wingspan direction at an angle of no more than 10 degrees. An aircraft characterized by the following features.

16. The aircraft according to claim 14, The main shaft of the propulsion unit is parallel to the average of the tangents of the quarter chord of the central wing segment in the wingspan direction at an angle of no more than 10 degrees. An aircraft characterized by the following features.

17. The aircraft according to claim 13, further, The ratio of the relative thickness of the center wing segment to the relative thickness of the forward wing segment and the relative thickness of the rear wing segment is in the range of 1.5 to 10, respectively. An aircraft characterized by the following features.

18. The aircraft according to claim 6, further, The ratio of the relative thickness of the center wing segment to the relative thickness of the forward wing segment and the relative thickness of the rear wing segment is in the range of 1.5 to 10, respectively. An aircraft characterized by the following features.

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