Multi-segment oblique-wing aircraft

Abstract

A multi-segment, tilt-wing aircraft has three distinct segments, including two outer wing segments and a center wing segment. The center segment may be thicker vertically to support the pilot and passengers. The outer wing segments are significantly thinner and tapered as they move outward from the center of the wing. A multi-segment, tilt-wing aircraft may be adapted to deploy into a high-speed flight configuration or adapted to take off and cruise at a constant angle. For certain maneuvers, the center wing segment may rotate into a 90-degree local sweep.

Description

[Technical Field]

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

[0002] Cross-reference of related applications

[0003] This application claims priority to U.S. Provisional Patent Application No. 63 / 078,903 filed on 16 September 2020 by Bebble Mikick et al., which is incorporated herein by reference in its entirety.

[0004] [Background technology]

[0005] In 1958, R.T. Jones suggested that aircraft with asymmetrically swept (angled) wings would offer many advantages at high transonic and low supersonic speeds. fly row wings This configuration presented technical challenges in that it lacked the robust stability and ease of control provided by conventional tail fins.

[0006] [Overview of the Initiative]

[0007] Problems that the invention aims to solve

[0008] What is needed is an aircraft with angled wings that can support large cargo and passenger loads while maintaining stability during high-speed flight.

[0009] Means for solving the problem

[0010] The present invention provides a multi-segment oblique flying wing aircraft having three distinct segments, including two outer wing segments and a central wing segment. wingsThe segments may be thicker vertically, allowing them to hold the pilot and passenger. The outer wing segments become considerably thinner and tapered as they move outward from the center of the wing. Multi-segment oblique Flight wing Aircraft may be adapted to rotate in a high-speed flight configuration, or adapted for takeoff and cruising at a constant angle. For certain flights, the center wing segment may perform a 90-degree local sweep. corner It can rotate.

[0011] [Brief explanation of the drawing]

[0012] [Figure 1] This is a diagram of a conventional aircraft having rotatable wings. [Figure 2] This is a diagram of an aircraft with oblique wings that have a rotating wing. [Figure 3] This is a diagram of a multi-segment oblique-wing aircraft according to several embodiments of the present invention. [Figure 4] This is a diagram of a multi-segment oblique-wing aircraft according to several embodiments of the present invention. [Figure 5] This figure shows the coordinate system of an oblique flight wing according to several embodiments of the present invention. [Figure 6] This figure shows wing designs for oblique flight wings according to several embodiments of the present invention. [Figure 7] This is a diagram of an oblique flight wing in a takeoff configuration according to some embodiments of the present invention. [Figure 8] This is a diagram of a high-speed configuration oblique flight wing according to several embodiments of the present invention. [Figure 9] This is a diagram of a fully rotated oblique flight wing according to some embodiments of the present invention. [Figure 10] This is a diagram of an oblique flight wing having a central wing segment perpendicular to the direction of airflow, according to some embodiments of the present invention. [Figure 11A] This is a perspective view of a multi-segment oblique-wing aircraft with fixed orientation and external auxiliary control surfaces, according to some embodiments of the present invention. [Figure 11B] Top view of a fixed - orientation multi - segment oblique - flying wing aircraft with out - of - aircraft auxiliary control surfaces, according to some embodiments of the present invention. [Figure 11C] Side view of a fixed - orientation multi - segment oblique - flying wing aircraft with out - of - aircraft auxiliary control surfaces, according to some embodiments of the present invention. [Figure 11D] Rear view of a fixed - orientation multi - segment oblique - flying wing aircraft with out - of - aircraft auxiliary control surfaces, according to some embodiments of the present invention. [Figure 12A] Perspective view of a fixed - orientation multi - segment oblique - flying wing aircraft with in - aircraft auxiliary control surfaces, according to some embodiments of the present invention. [Figure 12B] Top view of a fixed - orientation multi - segment oblique - flying wing aircraft with in - aircraft auxiliary control surfaces, according to some embodiments of the present invention. [Figure 12C] Top view of a fixed - orientation multi - segment oblique - flying wing aircraft with in - aircraft auxiliary control surfaces, according to some embodiments of the present invention. [Figure 12D] Rear view of a fixed - orientation multi - segment oblique - flying wing aircraft with in - aircraft auxiliary control surfaces, according to some embodiments of the present invention. [Figure 13A] Perspective view of a fixed - orientation multi - segment oblique - flying wing aircraft with winglet auxiliary control surfaces, according to some embodiments of the present invention. [Figure 13B] Top view of a fixed - orientation multi - segment oblique - flying wing aircraft with winglet auxiliary control surfaces, according to some embodiments of the present invention. [Figure 13C] Side view of a fixed - orientation multi - segment oblique - flying wing aircraft with winglet auxiliary control surfaces, according to some embodiments of the present invention. [Figure 13D] Rear view of a fixed - orientation multi - segment oblique - flying wing aircraft with winglet auxiliary control surfaces, according to some embodiments of the present invention.

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[0034] [Modes for carrying out the invention]

[0035] In designing high-speed aircraft, it is necessary to balance design objectives, particularly those centered on high-speed flight in the transonic and supersonic regions, with design requirements for takeoff, landing, and low-speed flight. Conventional designs include conventional swept-wing, aircraft, and angled-wing designs. The arrangement of angled-wings is the same as the wingspan and sweep. corner It distributes lift exceeding approximately twice the wing length of conventional swept wings. This reduces the wave component of lift-dependent drag in the supersonic range to one-quarter. Due to the high aspect ratio angled flight wing, supersonic volume wave drag is also good. The angled flight wing can also be proven to be a very efficient configuration in the high transonic range.

[0036] Figure 1 shows an aircraft with a conventional fuselage and wings and a horizontal stabilizer that are rotatably mounted to the fuselage at a central position. This type of aircraft was considered superior to conventional swing-wing designs. Swinging wings do not displace the center of lift relative to the aircraft's center of gravity. Figure 2 shows an oblique flight wing with an elongated wing and a pivot propulsion unit. This design allows the wing to be perpendicular to the airflow direction for takeoff and to rotate at high speed.

[0037] In contrast to the example described above, in the multi-segment oblique-wing aircraft according to the embodiment of the present invention, the center wings A long, thick central section that allows for the placement of pilots and passengers in the segment. wings Segments are used and can be used in multi-segment oblique-wing aircraft as high-speed commercial aircraft. In a sense, the center wings The segment performs the airlift function of a conventional fuselage without the drawbacks of a conventional fuselage. Furthermore, Large sweep angle The separation of the outer wing segments from the long central wing segment during high-speed flight provides superior control, such as the arrangement of multiple trailing-edge control surfaces that allow their actions to influence both the pitch and roll axes when properly combined. The outer wing segments are, center wings It is significantly thinner than the segment.

[0038] In some embodiments of the present invention, as seen in Figures 3 and 4, the multi-segment oblique-wing aircraft 100 includes a center wing segment 110, a left wing segment 111, and a right wing segment 112. Segment 110 is considerably thicker in the Zb direction (which is defined below), and the passenger area 119 The thickness is sufficient to allow passengers inside. Multiple thrust units 114, 116, and 118 may use pivot pylons 113, 115, and 117 to enable thrust in different forward flight configurations. The rotation of the thrust units, due to both the change in thrust direction and the rudder effect of the pylons, sweeps the oblique flight wing aircraft. corner Change it. Sweep corner Further trimming and control surfaces and devices may exist to assist with these modifications.

[0039] In some embodiments of the present invention, as shown in Figures 5 to 10, the multi-segment oblique-wing aircraft 200 includes a central wing segment 210, a left wing segment 212, and a right wing segment 211. The central wing segment 210 has a leading edge 210a and a trailing edge 210b. There can be variations along their longitudinal direction, but the central wings The leading edge 210a and trailing edge 210b of segment 210 are substantially parallel. wings Segment 210 can be substantially thicker than the other segments and can be adapted to accommodate the aircraft's pilot and passengers. Although not shown in illustration of the propulsion unit, it is understood that the multi-segment oblique-wing aircraft 200 can be powered in the same way as the aircraft 100 described above. In some embodiments, as will be further described below, the thrust unit is a non-rotating thrust unit and the aircraft is adapted to take off and cruise in a constant wing position.

[0040] The left wing segment 212 has a leading edge 212a and a trailing edge 212b. The left wing segment 212 is characterized in that the chord length decreases along the wingspan of the wing segment. wings The wing tapers from segment 210 outwards. The left wing segment 212 is central. wings The right wing segment 211 may be substantially thinner in the vertical Zb direction than segment 210. The right wing segment 211 has a leading edge 211a and a trailing edge 211b. The right wing segment 211 is central in that the chord length decreases along the wingspan of the wing segment. wings The wing tapers outwards from segment 210. The right wing segment 211 is central. wings The segment may be substantially thinner in the vertical Zb direction than segment 210.

[0041] Figure 5 derives the coordinate systems that represent the configuration of the system. The prevailing wind coordinate system 230 includes the dominant airflow across the wing as a composite of Xw and Yw, where Xw is the direction of the airflow directly corresponding to the wind in forward flight. The body coordinate system 231 is set to remain constant relative to the body of the wing, with the Yb axis set approximately parallel to the combined mean direction of the wing's leading edges 212a, 211a. The Zb axis of the body coordinate system points towards the foreground in the perpendicular direction of the drawing. 1 / 4 chord Coordinate system 232 is, Yl at that time 1 / 4 chord Set parallel to the tangent line, Xl at that time Tangent to the quarter-wound chord Set perpendicular to it. The main coordinate system 231 remains fixed with respect to the aircraft. The prevailing wind coordinate system 230 is a product of the environment and is independent of the wings. 1 / 4 chord Coordinate system 232 is a function of wing design, but the specific points on the wing being referenced are variable.

[0042] This multi-segment wing can be observed as having a transition from the left wing segment 212 to the center wing segment 210 at reference line 220, and as having 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 center wings The leading edge 210a and trailing edge 210b of segment 210 are substantially parallel.

[0043] Multi-segment Flight wingOne aspect of the aircraft 200 is that each of segments 210, 211, and 212 may have its own critical Mach number. The critical Mach number is the ratio of local wind speed to sound speed at which drag increases due to the compression effect, and is determined by the wing thickness, the lift of the section, and the local sweep of the section. corner , is a function of this application. In the attributes of this application, sweep corner teeth 1 / 4 chord tangent Sweep corner This refers to the fact that all segments have similar critical Mach numbers, slightly greater than the vehicle's design Mach number. The central wing segment 210 is considerably thicker than the outer wing segments 211 and 212, and for the same critical Mach number, Large sweep angle This requires that the outer wing segments 211 and 212 are thinner and, for the same critical Mach number, Small sweep angle This is required. Figure 7 shows a takeoff configuration in which the leading edge of the wing segment is substantially perpendicular to the prevailing airflow. This can also be the (lower) speed flight configuration. This configuration maximizes the wingspan of the wing segment that is nearly perpendicular to the airflow in this takeoff configuration. In contrast, center wing The segment is at an angle from the direction of airflow. Sweep angle .

[0044] As seen in Figure 8 in the high-speed flight configuration, multi-segment Flight wing Aircraft 200 is rotating relative to the airflow direction. In this high-speed flight configuration, all segments are more Large sweep angle It has. center wing The segments are, External wings More relative to the airflow direction than the segment It has a large sweep angle. . center wings This asymmetrical sweep between the segment and the wing segment corner This allows for a thicker central section necessary to accommodate pilots, passengers, and other cargo. wings Larger sweep of segments corner is, central wings Reduce or eliminate wave drag losses associated with increased segment thickness.

[0045] Figure 9 shows the most extreme case of rotation, center wings segment 1 / 4 chord The lines are parallel to the airflow. Figure 10 shows the center wings This shows a configuration in which the leading edge of the segment is substantially perpendicular to the airflow direction.

[0046] In some embodiments, the central wings By using the segments as a hangar for the pilot, passengers, and other bulky items, the central section can function as the aircraft's fuselage without the disadvantages of a standard airframe, while retaining the advantages of an angled wing. wings A thicker segment is defined as having a relative thickness, which is the ratio of the chord length to the segment thickness, compared to the central segment. wings This can also be seen in the fact that the segment is larger. The wing segment is central wings It may become thicker where it joins segments, but sweep through the transition region. corner To modify the wing, the wing becomes much thinner in the transition region. Figure 6 shows an oblique flight wing according to several embodiments of the present invention. As described above, the multi-segment wing is from the left wing segment 212 to the center at the reference line 220. wings Having a transition to segment 210, and from right-wing segment 211 to center at baseline 221. wings It appears to have a transition to segment 210. Within the baselines 220 and 221, the center wings The leading edge 210a and trailing edge 210b of segment 210 are substantially parallel. wings Segment 210 has an extended portion between its first end on reference line 220 and its second end on reference line 221, and in this portion, wings The leading and trailing edges of the segment are substantially parallel. wings The ratio of the chord length of a segment to its wingspan can be 1:4 in some embodiments. In some embodiments, the central wings The ratio of the chord length to the wingspan of a segment can range from 1:3 to 1:5. In some embodiments, the central wings The ratio of the chord length to the wingspan of a segment can range from 1:2.5 to 1:4.5. In some embodiments, the central wings The chord length of the segment is, wings The segment does not change by more than 10% along the wingspan. In some embodiments, the center wings The chord length of the segment is, wings The segment does not change by more than 15% along the wingspan. In some embodiments, the center wings The chord length of the segment is, wings The segment does not vary by more than 5% along the wingspan. Minimizing variations in the chord length of the central section allows for a nearly uniform cross-section for cargo or cabin aircraft, similar to the uniform cross-section of conventional passenger aircraft fuselages. The relatively constant airfoil cross-section of the central section also simplifies propulsion design by reducing variations in the wingspan direction under inflow conditions. The relatively long and slender configuration of this aircraft provides a joint body between the wing segments and the central section with a considerably large aspect ratio of length to chord, reducing the volume drag of the aircraft's wave motion in the supersonic range. wings Combined with an increase in the segment thickness and chord-to-wing ratio, this range of chord-to-wing ratios provides a good balance between aerodynamic performance and payload capacity. As seen in Figure 8 of the high-speed flight configuration, the center wings The segment is swept more than the wing segment. corner Large, high-speed configuration with a somewhat small sweep corner The critical Mach number is higher compared to wing segments with the central wings Sweep between segment and wing segment corner The difference is equal to the effective critical Mach number of the segment.

[0047] Outside the central wing segment 210, there may be a transition region where the leading edge line of the central wing segment 210 transitions to the leading edges of the outer wing segments 211 and 212. At the first end of the central wing segment 210, at the reference line 220, the wing may transition to the 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 bend around its leading edge to an outer straight position. The left wing segment 212 also changes its chord length to its Transition area area It tapers towards the inside, Transition area It can continue to taper towards the outer edge and wingtip. Center at reference line 221 wings At the second end of segment 210, the wing may transition to a reference line 240 where the trailing edge of the right wing segment 211 is substantially straight. Within the transition region, the right wing segment may bend outwards to a straight position around its trailing edge. The right wing segment 211 also changes its chord length to its Transition area It tapers towards the inside, Transition area It can continue to taper outwards and towards the wingtips. Both the left wing segment 212 and the right wing segment 211 are central wings It is substantially thinner than segment 210. There may be variation along their length, but the center wings The leading edge 210a and trailing edge 210b of segment 210 are substantially parallel. wings The leading edge 210a and trailing edge 210b of segment 210 are also considerably larger than the leading edges 211a and 212a of the outer wing segments 211 and 212 of the transition region. It has a large sweep angle. ru .

[0048] Long and thick center wings The use of segments centers the pilot and passengers. wings This allows for the placement of segments, enabling the use of multi-segment oblique-wing aircraft as high-speed commercial aircraft. In a sense, the central wings The segment performs the airlift function of a traditional fuselage without the drawbacks of a traditional fuselage. Furthermore, It has a large sweep angle. Long central during high-speed flight wingsThe separation of the wing segments provides superior control, such as the arrangement of multiple trailing edge control surfaces to allow influence on both the pitch and roll axes when the actions are properly combined. In some embodiments, the center of each wing relative to its wingspan wings The wingspan ratio of the segments ranges from 1:1 to 3:1. The optimal thickness ratio along the wingspan depends on the aircraft requirements and material details, but should be designed to balance aerodynamic drag (especially wave drag), structural weight, payload or fuel requirements, and the optimal thickness ratio may fall within the range described. In some embodiments, the center of the wing relative to the average thickness wings The average thickness of the segments ranges from 1.5:1 to 20:1. In some embodiments, the central part of the wing relative to its thickness. wings The ratio of the relative thickness of the segments is in the range of 1.5 to 10.

[0049] In an exemplary embodiment, the total wingspan of the aircraft ( It does not have a sweep angle. center wings The lateral dimension of an aircraft with segments is 60m and 240m 2 Planar area, Planar aspect ratio (wingspan) 2 It has (area). In this exemplary embodiment, the length of the wing segments is 18m, and each is 65m 2 It has an area of ​​central wings The segment length is 26m. wings The segment chord length is 6m, the wing segment root chord length is 6m, the wing segment tip chord length is 1.2m, and the wing segment mean chord length is 3.6m. The ratio of the wing mean chord length to the fuselage mean chord length is 0.6, and the wing segment taper ratio is 0.2. The aspect ratio of the wing segment is ((2 * segment length)). 2 (Area of ​​2 segments) is 10. (Total wingspan) 2 / (2×segment The wing segment area is 28. In this exemplary embodiment, in the takeoff configuration, the forward wing segment Sweep angle of the 1 / 4 chord tangent It is -5 degrees, and the center wings segment 1 / 4 wing chord tangent Line sweep angle The angle is 25 degrees, and the rear wing segment Sweep angle of the 1 / 4 chord tangent is 5 degrees.

[0050] In some embodiments, the overall wingspan ranges from 5 m to 200 m. In some embodiments, the plan area of the aircraft is from 1 m 2 to 3000 m 2 In some embodiments, the plan aspect ratio of the aircraft ranges from 5 to 30. In some embodiments, the wing segment length ranges from 2 m to 50 m. In some embodiments, the central wings segment length ranges from 2 m to 80 m. In some embodiments, the central wings segment chord ranges from 0.5 m to 30 m. In some embodiments, the wing root chord of the wing segment ranges from 0.5 m to 30 m. In some embodiments, the wing tip chord of the wing segment ranges from 0.1 m to 20 m. In some embodiments, the mean chord of the wing segment ranges from 0.3 m to 25 m. In some embodiments, the ratio of the mean wing chord to the mean chord of the central wings segment ranges from 0.1 to 1. In some embodiments, the taper ratio of the wing segment ranges from 0 to 1. In some embodiments, the wing segment area ranges from 0.2 m 2 to 1000 m 2 In some embodiments, the effective parasite drag ratio ranges from 10 to 50. In some embodiments, in the takeoff configuration, the forward wing segment Sweep angle of the 1 / 4 chord tangent is in the range of -20 degree to 20 degrees, and the central wings segment Sweep angle of the 1 / 4 chord tangent is in the range of 10 degree to 70 degrees, and backward the wing segment Sweep angle of the 1 / 4 chord tangent is in the range of -20 degree to 20 degrees.

[0051] In some embodiments, embodiments of the present invention can obtain benefits from more pitch force addition than just Flight wing . In some embodiments, the multi-segment oblique flying wing aircraft has the same sweep cornerIt is configured / oriented to take off, land, and cruise.

[0052] In another embodiment of the present invention, as can be seen in Figures 11A to D, the same sweep corner Multi-segment oblique aircraft adapted for takeoff, landing, and cruising in configuration / orientation. Flying wings The aircraft 250 each 1 / 4 chord The aircraft has a wing 258 comprising lines 257a, 257b, and 257c, along with a left outer wing segment 258a, a central wing segment 258b, and a right outer wing segment 258c. The features and parameter range of the oblique flight wing may be as discussed with respect to the above-mentioned embodiment 200. In an aircraft 250 in which the forewing does not rotate after takeoff, the sweep of the wing segments corner This remains constant in various flight modes. The forward tilt of the front outer wing segment may be 25 degrees. In some embodiments, the forward sweep of the front outer wing segment corner This can be in the range of 15 to 35 degrees. In some embodiments, the forward sweep of the front outer wing segment corner This can range from 0 to 60 degrees. Rearward sweep of the rear outer wing segment. corner This can be 35 degrees. In some embodiments, the rearward sweep of the rear outer wing segment corner This can be in the range of 25 to 45 degrees. In some embodiments, the rearward sweep of the rear outer wing segment corner This can range from 0 to 60 degrees. Sweep of the central wing segment corner It can be 50 degrees. In some embodiments, the sweep of the central wing segment corner This can be in the range of 35 to 65 degrees. In some embodiments, the sweep of the central wing segment cornerThe angle can range from 25 to 75 degrees. The aircraft 250 may have multiple thrust elements and may have four thrust element nacelles 254a, 254b, 254c, and 254d coupled to pylons 253a, 253b, 253c, and 253d. The right outer wing segment 258c may have a winglet 252 and an auxiliary pitch control surface 251 extending from the winglet 252 to either an outer thrust nacelle 254d or an outer thrust pylon 253d (as shown). Such a configuration can reduce the structural weight of the stabilizing surface 253d by forming multiple structural load paths, reduce the aerodynamic coupling between pitch control input and roll, and delay stall at the right wingtip. The auxiliary control surface 251 may include a controllable control surface along its trailing edge. In some embodiments, the entire auxiliary control surface 251 may be rotatable as a controllable control surface.

[0053] In some embodiments, the propulsion pylons 253a, 253b, 253c, and 253d are located on the auxiliary pitch control surface 251. 1 / 4 chord 257d tangent sweep angle The shape may differ in order to increase or decrease. In an exemplary embodiment, the rightmost pylon 253d is of the pitch control surface 251 tangent sweep angle They can be extended to increase the thrust. In some embodiments, the thrust element nacelles 254a, 254b, 254c, and 254d may have different shapes to address the non-uniform flow conditions introduced by the auxiliary pitch control surface 251.

[0054] In another embodiment of the present invention, as can be seen in Figures 12A to D, the same sweep corner The 260 multi-segment oblique-wing aircraft, adapted for takeoff, landing, and cruising in configuration / direction, 1 / 4 wing chord line The wing 268 has, along with 267a, 267b, and 267c, a left outer wing segment 268a, a center wing segment 268b, and a right outer wing segment 268c. The features and parameter range of the oblique flight wing may be as discussed with respect to the above-mentioned embodiment 200. In an aircraft 260 in which the forewing does not rotate after takeoff, the sweep of the wing segments cornerThis remains constant across various flight modes. The forward sweep of the forward outer wing segment. corner This can be 25 degrees. In some embodiments, the forward sweep of the front outer wing segment corner This can range from 15 to 35 degrees. In some embodiments, the forward sweep of the front outer wing segment corner This can range from 0 to 60 degrees. Rearward sweep of the rear outer wing segment. corner This can be 35 degrees. In some embodiments, the rearward sweep of the rear outer wing segment corner This can be in the range of 25 to 45 degrees. In some embodiments, the rearward sweep of the rear outer wing segment corner This can range from 0 to 60 degrees. Sweep of the central wing segment corner It can be 50 degrees. In some embodiments, the sweep of the central wing segment corner This can be in the range of 35 to 65 degrees. In some embodiments, the sweep of the central wing segment corner The angle can range from 25 to 75 degrees. The aircraft 260 may have multiple thrust elements, and may have four thrust element nacelles 264a, 264b, 264c, and 264d coupled to pylons 263a, 263b, 263c, and 263d. The right outer wing segment 268c may have a winglet 262.

[0055] The aircraft 260 has an auxiliary pitch control surface 261 supported by two or more propulsion pylons 263c, 263d or propulsion nacelles 264c, 264d (as shown). Such a configuration reduces the structural weight of the support structure for the auxiliary pitch control surface 261 by using the existing propulsion pylon structure. The propulsion pylons 263a, 263b, 263c, 263d and / or nacelles 264a, 264b, 264c, 264d are, for example, the auxiliary pitch control surface 261, to position the auxiliary pitch control surface as desired. Sweep angle of the tangent to the 1 / 4 chord 267They may have different shapes to increase or decrease or to eliminate uneven propulsion inflow conditions. The auxiliary control surface 261 may include a controllable control surface along its trailing edge. In some embodiments, the entire auxiliary control surface 261 may be rotatable as a controllable control surface.

[0056] In some embodiments, multi-segment oblique-wing aircraft may include rudder-like yaw control surfaces 269a, 269b, 269c, and 269d on the propulsion pylon surfaces. Whether or not the propulsion pylons include control surfaces, the pylons can generally serve to enhance lateral stability, similar to vertical fins in conventional aircraft designs.

[0057] In another embodiment of the present invention, as can be seen in Figures 13E to F, the same sweep corner The 270 multi-segment oblique-wing aircraft, adapted for takeoff, landing, and cruising in configuration / direction, 1 / 4 chord The wing 278 has lines 277a, 277b, and 277c, along with an outer wing segment 278a, a central wing segment 278b, and a right outer wing segment 278c. The features and parameter range of the oblique flight wing may be as discussed above with respect to the embodiment 200 described above. In an aircraft 270 that does not rotate after takeoff, the sweep of the wing segments corner This remains constant in different flight modes. The forward sweep of the forward outer wing segment. corner This can be 25 degrees. In some embodiments, the forward sweep of the front outer wing segment corner This can range from 15 to 35 degrees. In some embodiments, the forward sweep of the front outer wing segment corner This can range from 0 to 60 degrees. Rearward sweep of the rear outer wing segment. corner This can be 35 degrees. In some embodiments, the rearward sweep of the rear outer wing segment corner This can be in the range of 25 to 45 degrees. In some embodiments, the rearward sweep of the rear outer wing segment corner This can range from 0 to 60 degrees. Sweep of the central wing segment cornerIt can be 50 degrees. In some embodiments, the sweep of the central wing segment corner This can be in the range of 35 to 65 degrees. In some embodiments, the sweep of the central wing segment corner The angle can be in the range of 25 to 75 degrees. The aircraft 270 may have multiple thrust elements and may have four thrust element nacelles 274a, 274b, 274c, and 274d coupled to pylons 273a, 273b, 273c, and 273d.

[0058] A multi-segment oblique-wing aircraft 270 has a C-shaped winglet device 271. The winglet device 271 consists of a substantially vertical aerodynamic surface 273 connected to a substantially horizontal aerodynamic surface 272 with a suitable aerodynamic mixture between the two surfaces and the wing structure. Such a winglet device can reduce induced drag and provide additional longitudinal and lateral stability to the aircraft as a whole. Certain embodiments of the present invention may include a horizontal surface 272 equipped with an actuator for providing an auxiliary pitch control force, and the vertical surface 273 may be equipped with a movable trailing edge structure 273a to provide an additional yaw control force.

[0059] As will be apparent from the above description, a wide variety of embodiments can be constructed from the description herein, and those skilled in the art will readily recall additional advantages and modifications. Therefore, in its broader embodiments, the present invention is not limited to the specific details and examples illustrated and described. Accordingly, deviations from such details can be made without departing from the spirit or scope of the applicant's general invention.

Claims

1. An aircraft equipped with angled wings, The aforementioned oblique flight wing comprises a central wing segment, a forward wing segment, and a rear wing segment. 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 respective lengths. 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 span direction of the quarter chord tangents of the forward wing segment has a sweep angle that is 10 degrees or more different from the average span direction of the quarter chord tangents 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. 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. 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.

4. The aircraft according to claim 2, further, An aircraft characterized in that, in a 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.

5. 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 to the relative thickness of the rear wing segment is in the range of 1.5 to 10. An aircraft characterized by the following features.

6. The aircraft according to claim 3, further, The ratio of the relative thickness of the center wing segment to the relative thickness of the forward wing segment and to the relative thickness of the rear wing segment is in the range of 1.5 to 10. An aircraft characterized by the following features.

7. The aircraft according to claim 2, wherein the aircraft further, Multiple propulsion pylons connected to the aforementioned oblique flight wing, Multiple thrust elements coupled to the aforementioned propulsion pylon, An aircraft characterized by being equipped with the following features.

8. The aircraft according to claim 6, wherein the aircraft further, Multiple propulsion pylons connected to the aforementioned oblique flight wing, Multiple thrust elements coupled to the aforementioned propulsion pylon, An aircraft characterized by being equipped with the following features.

9. The aircraft according to claim 8, further, The thrust element is rotatably coupled to the oblique flight wing so that it can rotate from the takeoff position to the cruising position. An aircraft characterized by the following features.

10. The aircraft according to claim 7, further, The rear wing segment is curved rearward and has a wingtip that is coupled to the rearward propulsion pylon or propulsion nacelle to form an auxiliary pitch control surface. An aircraft characterized by the following features.

11. The aircraft according to claim 8, further, The rear wing segment is curved rearward and has a wingtip that connects to the rearward propulsion pylon or propulsion nacelle to form an auxiliary stabilizing surface. An aircraft characterized by the following features.

12. The aircraft according to claim 7, further, The aircraft further comprises an auxiliary pitch control surface or a stabilizing surface, wherein the auxiliary pitch control surface connects two or more propulsion pylons or propulsion nacelles to an aerodynamic surface. An aircraft characterized by the following features.

13. The aircraft according to claim 8, further, The aircraft further comprises an auxiliary pitch control surface or a stabilizing surface, wherein the auxiliary pitch control surface connects two or more propulsion pylons or propulsion nacelles to an aerodynamic surface. An aircraft characterized by the following features.

14. The aircraft according to claim 7, further, The trailing edges of one or more of the propulsion pylons form aerodynamic control surfaces that can be deflected to provide lateral control authority. An aircraft characterized by the following features.

15. The aircraft according to claim 8, further, The trailing edges of one or more of the propulsion pylons form aerodynamic control surfaces that can be deflected to provide lateral control authority. An aircraft characterized by the following features.

16. The aircraft according to claim 1, further, The rear wing segment has a wingtip that forms a C-shaped portion. An aircraft characterized by the following features.

17. The aircraft according to claim 16, further, The wingtip of the aforementioned C-shaped portion includes an aerodynamic control surface. An aircraft characterized by the following features.

18. The aircraft according to claim 2, further, The rear wing segment has a wingtip that forms a C-shaped portion. An aircraft characterized by the following features.

19. The aircraft according to claim 18, further, The wingtip of the aforementioned C-shaped portion includes an aerodynamic control surface. An aircraft characterized by the following features.

20. The aircraft according to claim 3, further, The rear wing segment has a wingtip that forms a C-shaped portion. An aircraft characterized by the following features.

21. The aircraft according to claim 20, further, The wingtip of the aforementioned C-shaped portion includes an aerodynamic control surface. An aircraft characterized by the following features.

22. An aircraft equipped with angled wings, The aforementioned oblique flight wing comprises a central wing segment, a forward wing segment, and a rear wing segment. The central wing segment comprises a leading edge and a trailing edge, and the chord length of the central wing segment does not change by more than 15 percent along the wingspan of the central wing segment. 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. While in cruising configuration, the center wing segment is substantially thicker than the forward wing segment and the rear wing segment, 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.

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