Aerial vehicle with forked wing ends carrying thrust producing units

Abstract

The present disclosure provides an aerial vehicle with a pair of wings having forked wing ends carrying thrust producing units. In one embodiment, the aerial vehicle includes a central body, a pair of wings, and thrust producing units. Each wing includes forked wing end having at least two wing ends. Each wing end consists of a wingtip having a mounting structure. The mounting structure is equipped with the one or more thrust producing units. The mounting structure is configured to provide movement to the thrust producing units. The aerial vehicle is capable of vertical take-off and landing and achieving longer distances at higher speed in a forward flight mode.

Description

AERIAL VEHICLE WITH FORKED WING ENDS CARRYING THRUSTPRODUCING UNITSPRIORITY CLAIM

[0001] This patent application claims priority from Indian Patent Application no. 202441012560 titled “AERIAL VEHICLE WITH FORKED WING ENDS CARRYING THRUST PRODUCING UNITS” filed on 22ndFebruary 2024 which is incorporated in entirety by reference.FIELD OF TECHNOLOGY

[0002] The present disclosure generally relates to the field of aerial vehicles, and more particularly relates to an aerial vehicle with forked wing ends carrying thrust producing units.BACKGROUND

[0003] Aerial Vehicles are of two types fixed wing aerial vehicles like a passenger aeroplane, and vertical take-off and landing (VTOL) aerial vehicles like a Helicopter. The VTOL type aerial vehicles are used where there is no runway or in confined spaces. The VTOL type aerial vehicles have higher aerodynamic drag than fixed wing aerial vehicles. For that reason, VTOL type aerial vehicles cannot fly long ranges and also have limited speed. On the other hand, fixed wing aerial vehicles need a runway for taking off and landing but can achieve long distances with higher speeds.

[0004] In light of the above, there exists a need for an aerial vehicle which can take-off and land vertically at the same time transition into a horizontal flight mode like fixed wing aerial vehicle to achieve longer distances and higher speeds in a forward flight mode.SUMMARY

[0005] The scope of the present disclosure is defined solely by the appended claims and is not affected to any degree by the statements within this summary. The present embodiments may obviate one or more of the drawbacks or limitations in the related art.

[0006] An aerial vehicle with forked wing ends carrying thrust producing units is disclosed. The aerial vehicle includes a central body, at least one pair of wings connectable to the central body, and one or more thrust producing units. Each wing of the aerial vehicle may include a wing root, a wing body, and a forked wing end. The wing root is mountable on the central body, the wing body is attachable to the wing root, and the forked wing end is mountable on the wing body. The forked wing end includes at least two wing ends. Each of the wing ends includes a wingtip. The wing ends of the forked wing end may be separated by an angle ranging from 60 to 180 degrees. The length of the wing body to the length of the wing ends may be in a minimum ratio of 1 : 1 and maximum ratio of M: 1 , where M is a value greater than 1 . Alternatively, the length of the wing body to the length of the wing ends may be in in a minimum ratio of 1 :1 and maximum ratio of 1 :N, where N is a value greater than 1 .

[0007] The at least one wingtip of the forked wing end is provided with a mounting structure. The one or more thrust producing units are mounted on the mounting structure provided at the wingtips of the forked wing end. The mounting structure at the wingtip may may provide movement of the thrust producing units to enable a vertical take-off and a vertical landing of the aerial vehicle.

[0008] The wing body is attached to the wing root in a manner that the wing body may be rotatable around the axis perpendicular to a chord line of the wing. The forked wing end is mounted on the wing body of the said each wing in a manner that the forked wing end may be rotatable around an axis perpendicular to a chord line of the wing.

[0009] The central body may be maintained in a near vertical position with respect to the earth’s surface during takeoff and landing of the aerial vehicle and the thrust producing units may be positioned to face upwards and downwards during takeoff and landing respectively. Alternatively, the central body may be maintained in a near horizontal position with reference to the earth’s surface during take-off and landing of the aerial vehicle and the thrust producing units may be positioned to face upwards and downwards during takeoff and landing respectively.

[0010] In another aspect, a wing structure for an aerial vehicle includes a wing root mountable on a central body, a wing body attachable to the wing root, and a forked wing end mountable on the wing body. The forked wing end includes at least two wing ends. Each wing end of the forked wing end includes a wingtip. The at least one wing tip of the forked wing end is provided with a mounting structure. The wing structure may include at least one thrust producing unit mountable on the mounting structure provided at the at least one wingtip.

[0011] The mounting structure at the wingtip may be configured to provide movement to the thrust producing unit during take-off and landing of the aerial vehicle. The wing body may be mounted on the wing root in such a manner that the wing body is rotatable around an axis perpendicular to a chord line of the wing structure. The forked wing end may be mounted on the wing body of said each wing in such a manner that the forked wing end is rotatable around an axis perpendicular to a chord line of the wing structure.BRIEF DESCRIPTION OF THE DRAWINGS

[0012] The above-mentioned and other features will now be addressed with reference to the accompanying drawings of the present disclosure. The illustrated embodiments are intended to illustrate, but not limit the disclosure.

[0013] The drawings described herein are for illustrative purposes and are not intended to limit the scope of the present subject matter in any way:

[0014] FIG. 1 A is a schematic diagram of an aerial vehicle with wings having forked wing ends equipped with thrust producing units, according to one embodiment;

[0015] FIG. 1B is a schematic diagram of the aerial vehicle with wings having forked wing ends equipped with thrust producing units in a tail sitted position, according to an embodiment;

[0016] FIG. 2 is a schematic diagram of an aerial vehicle with wings having forked wing ends equipped with thrust producing units, according to another embodiment;

[0017] FIGs. 3A-B are partial views of tiltable thrust producing units mounted on forked wing ends of wings, according to one embodiment;

[0018] FIG. 4 is a schematic diagram of an aerial vehicle with two pairs of wings having forked wing ends with thrust producing units, according to yet another embodiment;

[0019] FIG. 5 is a schematic diagram of a wing body of an aerial vehicle with wings having forked wing ends equipped with thrust producing units, according to another embodiment; and

[0020] FIGs. 6A-C are schematic diagrams of the aerial vehicle in different modes of operation.DETAILED DESCRIPTION

[0021] An aerial vehicle with forked wing ends carrying thrust producing units is disclosed. Various embodiments are described with reference to the drawings, wherein like reference numerals are used to refer the drawings, wherein like reference numerals are used to refer to like elements throughout. In the following description, for the purpose of explanation, numerous specific details are set forth in order to provide thorough understanding of one or more embodiments. It may be evident that such embodiments may be practiced without these specific details.

[0022] The terms ‘forked wing end’ and ‘bifurcated wing end’ are used interchangeably throughout the document. The terms ‘wing’ and ‘wing structure’ are used interchangeably throughout the document.

[0023] FIG. 1 A is a schematic diagram of an aerial vehicle 100 with wings 104A-B having forked wing ends 106A-B and 108A-B carrying thrust producing units 112, according to one embodiment. The aerial vehicle 100 may be driverless, passenger drone, combat drone, cargo drone and the like. The aerial vehicle 100 as shown in FIG. 1A may include a central body 102, a pair of tails 110A-B, a pair of wings 104A-B with forked wing ends 106A-B and 108A-B, and a plurality of thrust producing units 112.

[0024] The central body 102 may be a traditional central body or a non- traditional central body but not limited to blended wing central body, egg shaped or conventional form. The wings 104A-B may be traditional or non-traditional but not limited to straight wings, tapered wings, sweptback wings, forward swept wings, delta wings or variable geometry wings. The wings 104A-B may be positioned on the central body as high wings i.e., the wings are mounted on top of the central body 102, mid wing i.e., wings are mounted exactly at the middle line of the central body 102 or low wing i.e., wings are mounted underneath the central body 102 or by any other wing configuration suitable for specific type of aerial vehicle e.g., biplane wing, anhedral wing, dihedral wing, gull wing, inverted gull wing or truss-braced wings. In some embodiments, the wings 104A-B maybe removably coupled to the central body 102. It can be noted that the aerial vehicle 100 may include more than one pair of wings mounted on the central body 102.

[0025] The forked wing ends 106A-B and 108A-B may be removably attached to the wings 104A-B. The angle between the forked wing ends 106A-B and 108A-B can vary between 60 to 180 degrees. Each of the forked wing ends 106A-B and 108A-B may include a wingtip provided with a mounting structure 114. The mounting structure 114 provided on the forked wing ends 106A-B and 108A-B enables to mount the thrust producing units 112 at the wing tip of the forked wing ends 106A-B and 108A-B.

[0026] The thrust producing units 112 may have two or more blades to produce thrust during landing and take-off. In one embodiment, the thrust producing units 112 may be propeller driven by electric motors. In another embodiment, the thrust producing units 112 may be a jet engine. In yet another embodiment, the thrust producing units 112 may be combustion engine. The thrust producing units 112 may be powered by electricity, fuel, or any other means such as combination of electricity and fuel. The thrust producing units 112 may assist to takeoff, land, and propel the aerial vehicle 100 forward through the air. The thrust producing units 112 mounted on the wingtip of each forked / bifurcated wing ends 106A-B and 108A-B are co-axial and contra-rotating. The ability of the thrust producing units 112 to be co- axial and contra-rotating ensures a safe flight operation of the aerial vehicle 100 by varying the thrust produced in individual engines and by dynamically changing the angle of rotation of the thrust producing units based on factors such as wind conditions and weight of the aerial vehicle.

[0027] The mounting structure 114 is designed in such a way that it allows movement (to change its position) of the thrust producing units 112 during takeoff and landing. Thus, the movement of the thrust producing units 112 allows takeoff and landing of the aerial vehicle 100 almost vertically on shorter runways. In some embodiments, the forked wing ends 106A-B and 108A-B with wing tip mounted thrust producing units 112 takes advantage of merger of wing-tip vortices (induced drag) and vortex created by thethrust producing units 112. In these embodiments, the placement of the thrust producing units 112 at the wingtips of the forked wing ends 106A-B and 108A-B may help reduce vibration and noise both inside and outside the central body 102 of the aerial vehicle 100. Also, the forked wing ends 106A-B and 108A-B equipped with thrust producing units 112 may improve aerodynamic efficiency (i.e., reduced drag) and save fuel / power consumption enabling the aerial vehicle 100 to fly for longer distances.

[0028] Although FIG. 1A shows the aerial vehicle 100 consisting of thrust producing units 112 at forked wings 106A-B and 108A-B, it may be noted that the aerial vehicle 100 may include additional or major thrust producing units positioned at any other positions as in traditional aircrafts as per the requirement for safe flight operation.

[0029] FIG. 1 B is a schematic diagram of the aerial vehicle 100 in a landed position, according to one embodiment. As shown in FIG. 1B, the aerial vehicle 100 is landed on the tails 110A-B. The aerial vehicle 100 in FIG. 1 B is same as that in FIG. 1 A except that the aerial vehicle 100 in FIG.1 B is in a tail sitter mode. In the tail sitter mode, the central body 102, leading edge of the wings 104A-B (including the forked wings), the thrust producing units 112 are pointing upwards i.e. perpendicular to the earth’s surface. The thrust on each engine may vary depending on factors such as the weight distribution and wind conditions of the aerial vehicle 100.

[0030] The aerial vehicle 100 is designed in such a way that it is capable of vertical take-off and vertical landing as well as cover longer distances at higher speed horizontal flight. This may allow use of such aerial vehicles in absence of runway for landing and take-off esp. in complex terrains like hilly regions. During forward flight, the aerial vehicle 100 may transition to a horizontal flight mode like a fixed wing aerial vehicle after vertical takeoff. The transition to horizontal flight path allows the aerial vehicle 100 to benefit from aerodynamic lift, thereby increasing speed and endurance of the aerial vehicle 100. The aerial vehicle uses different configurations of its forked wing end mounted thrust producing units 112 to reduce drag and improve aerodynamic lift in all flight modes. Theforked wing ends mounted with pair of thrust producing units 112 provide better aerodynamic efficiency compared to conventional aerial vehicles.

[0031] FIG. 2 is a schematic diagram of an aerial vehicle 200 with wings 204A-B having forked wings 210A-B and 212A-B equipped with thrust producing units 206, according to another embodiment. The aerial vehicle 200 may be a commercial, cargo, or private aircraft. The aerial vehicle 200 may be passenger or freight aircraft. The aerial vehicle 200 may be manned or unmanned aircraft. The aerial vehicle 200 may be a powered aerial vehicle. The manned aerial vehicle may be controlled by a pilot using flight control system. The unmanned aerial vehicle may be controlled remotely.

[0032] The aerial vehicle 200 may include a central body 202, a pair of wings 204A- B, thrust producing units 206, a flight control system (not shown), and an empennage 214. The central body 202 may be blended wing central body, egg shaped or conventional form. The wings 204A-B are mounted on the central body 202. The wings 204A-B may be positioned as high wings (mounted on top of the central body 202), mid wings (mounted exactly at the middle line of the central body 202) or low wings (mounted underneath the central body 202) or by any other wing configuration e.g., biplane wing, anhedral wing, dihedral wing, gull wing, inverted gull wing or truss-braced wings. Each of the wings 204A-B is mounted on the central body 202 of the aerial vehicle 200. In one example, the wings 204A-B may be removably coupled to the central body 202.

[0033] The pair of wings 204A-B is mounted on the central body 202 of the aerial vehicle 200. Each wing 204 consists of forked wing end having two wing ends 210A-B and 212A-B. The wing ends 210A-B and 212A-B may be symmetrical or asymmetrical (e.g., in length). The angle of bifurcation of wing ends 210A-B and 212A-B may be same or different. Each of the forked wing ends 210A-B and 212A-B includes a mounting structure provided at its wingtip (not shown in FIG. 2), The mounting structure mounts one or more thrust producing units 206 on the wingtip of the wing ends 210A-B and 212A- B.

[0034] The thrust producing units 206 mounted on the wingtip of each forked / bifurcated wing ends 210A-B and 212A-B are co-axial and contra-rotating. The movement of the thrust producing units 206 permits the aerial vehicle 200 to have a safe vertical takeoff and landing. The thrust producing units 206 may have two or more blades to produce thrust during vertical landing and vertical take-off. In one embodiment, the thrust producing units 206 may be propeller driven by electric motors. In another embodiment, the thrust producing units 206 may be a jet engine. In yet another embodiment, the thrust producing units 206 may be combustion engine. The thrust producing units 206 may be powered by electricity, fuel, or any other means such as hybrid combination of electricity and fuel. The ability of the thrust producing units to be co-axial and contra-rotating ensures a safe flight operation of the aerial vehicle 200 by varying the thrust produced in individual thrust producing units and dynamically changing angle of rotation of the thrust producing units 206 based on factors such as wind conditions and weight of the aerial vehicle 200.

[0035] In one embodiment, the forked wing ends 210A-B and 212A-B are attached to the wing body in such a manner that section carrying the forked wing ends 210A-B and 212A-B can be rotated around an axis perpendicular to a chord line of the wing at a point 208 of coupling between the forked wing ends 210A-B and 212A-B and the wing 204A-B. For example, the forked wing ends 210A-B and / or 212A-B is rotated along the pitch axis during take-off or landing of the aerial vehicle 200. During the normal flight mode, the forked wing ends 210A-B and 212A-B may remain in normal position behaving like a fixed wing aerial vehicle.

[0036] In another embodiment, the wings 204A-B are coupled to the central body 202 in such a manner that the wings 204A-B with the forked wing ends 210A-B and 212A- B can be rotated around an axis perpendicular to a chord line of the wing at a point 216 between coupling of the wing 204A-B to the central body 202 and point of bifurcation 208A-B. For example, the wings 204A-B can be rotated along the pitch axis during vertical take-off or landing of the aerial vehicle 200. During normal flight mode, the wings 204A- B may remain in normal position behaving like a fixed wing aerial vehicle.

[0037] FIGs. 3A-B are partial views of inlets of tiltable thrust producing units 206 mounted on forked wing ends, according to one embodiment. Portion of each thrust producing unit 206 mounted to the forked wing ends may be tilted during take-off and landing.

[0038] The thrust producing units 206 mounted on the wingtip of each forked / bifurcated wing ends are co-axial and contra-rotating. In one embodiment, inlet of the thrust producing unit 206 may tilt upwards as shown in FIG. 3A. For example, while landing or taking-off, the central body (e.g., central body 202 of FIG. 2) may be near parallel to the earth’s surface having the inlet of the thrust producing units 206 pointing upwards.

[0039] The thrust producing units 206 may have two or more blades to produce required thrust during vertical landing and vertical take-off. Advantageously, the placement of the thrust producing units 206 at the wingtips of the forked wing may help reduce vibration reaching inside the central body of the aerial vehicle. Also, the forked wings are equipped with the thrust producing units 206 may improve aerodynamic efficiency.

[0040] In another embodiment, FIG. 3B depicts that inlet of the thrust producing unit 206 is tilted downwards. The ability of the thrust producing units 206 to be co-axial and contra-rotating also ensures a safe flight operation of the aerial vehicle by varying thrust produced in individual engines and dynamically changing angle of rotation of the thrust producing units based on factors such as wind conditions and weight of the aerial vehicle.

[0041] FIG. 4 is a schematic diagram of an aerial vehicle 400 with first pair of wings 404A-B and second pair of wings 406A-B having forked wing ends 408A-B, 410A-B, 412A-B, and 414A-B equipped with thrust producing units 416, according to yet another embodiment. The aerial vehicle 400 is similar to the aerial vehicle 100 of FIG. 1 exceptthat the aerial vehicle 400 includes first pair of wings 404A-B having forked wing ends 408A-B and 410A-B, and second pair of wings 406A-B having forked wing ends 412A-B and 414A-B. The thrust producing units 416 are mounted on each of the forked wing ends 408A-B, 410A-B, 412A-B and 414A-B.

[0042] The first pair of wings 404A-B may act as a canard (i.e. , winglike projection attached to the aerial vehicle forward to the main wing to provide extra stability and control) while the second pair of wings 406A-B may be may act as a main wing. In presence of the first pair of wings 404A-B, an empennage may be present or absent based on the design requirement.

[0043] Although FIG. 4 illustrates the aerial vehicle 400 with the first pair of wings 404A-B and the second pair of wings 406A-B, one can envision that the aerial vehicle 400 may include more than two pair of wings with at least one forked wing ends carrying one or more thrust producing units.

[0044] FIG. 5 is a schematic diagram of a wing structure 500 for an aerial vehicle 200, according to one embodiment. The wing structure 500 includes a wing root 502, a wing body 504 and a forked wing end 210A-B. The wing root 502 is mountable on a central body (e.g., central body 202 as shown in FIG. 2). The wing body 504 is attachable to the wing root 502. The forked wing end 210A-B is mountable on the wing body 504. Each forked wing end includes wing ends 210A-Bas shown in FIG. 2. In some embodiments, the wing ends 210A-B are separated by an angle ranging from 60 to 180 degrees. At least one wingtip of the forked wing ends 210A-B includes a mounting structure (e.g., mounting structure 114 of FIG. 1) provided on its wingtip. The mounting structure mounts one or more thrust producing units 206. The mounting structure at the wingtip is configured to provide movement of the thrust producing units 206 (e.g., during take-off and landing of the aerial vehicle 200). The thrust producing units 206 mounted on the wingtip of each forked / bifurcated wing ends 210A-B are co-axial and contrarotating.

[0045] The forked wing ends 210A-B and the wing 204A-B are permitted to have a flexible length ratio. In one embodiment, the length of the forked wings 210A-B and the length of the wing body 504 is in a ratio of M:1 , where M is a value greater than 1. In another embodiment, the ratio of the length of the forked wings 210A-B and the length of the wing body 504 is N:1 , wherein the value of N may be a value greater than 1. In yet another embodiment, the minimum ratio of the forked wings 210A-B and the wings 204A- B may be 1 :1.

[0046] In one embodiment, the forked wing ends 210A-B are coupled to the wing ends 506 in such a manner that the section carrying the forked wing ends 210A-B can be rotated around an axis perpendicular to a chord line of the wing 500 at a point of coupling between the forked wing ends 210A-B and the wing body 504. For example, the forked wing ends 210A-B and / or 212A-B can be rotated along the pitch axis during take-off or landing of the aerial vehicle 200. During normal flight mode, the forked wing ends 210A- B may remain in normal position as shown in FIG. 2.

[0047] In another embodiment, the wing structure 500 are coupled to the central body 202 in such a manner that the wing body 504 and the forked wing ends 210A-B can be rotated around an axis perpendicular to a chord line of the wing at a point between coupling of the wing root 502 to the central body (e.g., the central body 202 as shown in FIG. 2) and point of bifurcation of the wing ends. For example, the wings can be rotated along the pitch axis during take-off or landing of the aerial vehicle 200. During normal flight mode, the wings may remain in normal position as shown in FIG. 2.

[0048] FIG. 6A is a schematic diagram 610 of the aerial vehicle 100 in a vertical takeoff position i.e. the tails 110A-B are perpendicular to the earth’s surface. The aerial vehicle 100 in FIG. 6A depicts take-off operation. The aerial vehicle 100 sits in a position with the central body 102, leading edge of the wings 104A-B, forked wing ends 106A-B and 108A-B, thrust producing units 112 pointing upwards towards the sky. As shown in FIG. 6A the pair of tails 110A-B and the central body 102 of the aerial vehicle 100 are in a vertical position with respect to the earth’s surface. During this operation, the thrustproducing units 112 facing towards the sky generate peak thrust to lift the aerial vehicle 100 upwards to a required height. The thrust generated by each thrust producing unit 610 may vary depending on factors like the wind condition, weight distribution of the aerial vehicle etc.

[0049] FIG. 6B is a schematic diagram 620 of an aerial vehicle 100 having forked wing ends 106A-B and 108A-B carrying thrust producing units 112 in a flight operation. As shown in FIG. 6B, the pair of tails 110A-B and the central body 102 of the aerial vehicle 100 are in a horizontal position with respect to the earth’s surface. As the aerial vehicle 100 attains the desired height, the aerial vehicle 100 gradually tilts the central body 102 from a vertical to horizontal orientation. This is achieved either by varying the thrust between the thrust producing units 112 above and below the center plane of the wings, and / or tilting of the thrust producing units 112 from a vertical to a horizontal direction. The aerial vehicle 100 transits fully to forward flight operation behaving like a fixed wing aerial vehicle 100.

[0050] FIG. 6C is a schematic diagram 630 of an aerial vehicle 100 having forked wing ends 106A-B and 108A-B carrying thrust producing units 112 in a landing operation. As shown in FIG. 6C, the pair of tails 110A-B and the central body 102 of the aerial vehicle 100 are in a vertical position with respect to the earth’s surface. During the landing operation, the aerial vehicle 100 lowers itself vertically to be in a tail-sitted position i.e., the tails 110A-B are perpendicular to the earth’s surface. In this operation, the aerial vehicle 100 lands on the earth’s surface (e.g., landing pad) on the tails 110A-B. The aerial vehicle 100 sits in a position with the central body 102, leading edge of the wings 104A- B, forked wing ends 106A-B and 108A-B, the thrust producing units 112 pointing upwards towards the sky.

[0051] While the present disclosure has been described in detail with reference to certain embodiments, it should be appreciated that the present disclosure is not limited to those embodiments. In view of the present disclosure, many modifications and variations would be present themselves, to those skilled in the art without departing fromthe scope of the various embodiments of the present disclosure, as described herein. The scope of the present disclosure is, therefore, indicated by the following claims rather than by the foregoing description. All changes, modifications, and variations coming within the meaning and range of equivalency of the claims are to be considered within their scope. All advantageous embodiments claimed in method claims may also be apply to system / apparatus claims.

Claims

CLAIMSWhat is claimed is:

1. An aerial vehicle comprising: a central body; at least one pair of wings connectable to the central body, wherein each wing of the pair of wings comprises a forked wing end with at least two wing ends, wherein each of the wing ends comprises a wingtip, wherein at least one wing tip of the forked wing end is provided with a mounting structure; and one or more thrust producing units, wherein the one or more thrust producing units are mounted on the mounting structure provided at the wingtips.

2. The aerial vehicle as claimed in claim 1 , wherein the mounting structure at the wingtip is configured to provide movement of the thrust producing units.

3. The aerial vehicle as claimed in claim 1 , wherein each pair of the wings comprises a wing root mountable on the central body, a wing body attachable to the wing root; and the forked wing end mountable on the wing body.

4. The aerial vehicle as claimed in claim 3, wherein the wing body is attached to the wing root in such a manner that the wing body is rotatable around an axis perpendicular to a chord line of the wing.

5. The aerial vehicle as claimed in claim 3, wherein the forked wing end is mounted on the wing body in such a manner that the forked wing end are rotatable around an axis perpendicular to a chord line of the wing.

6. The aerial vehicle as claimed in claim 3, wherein ratio of the length of the wing body to the length of the wing ends consists of a minimum ratio of 1 :1 and maximum ratio of M: 1 , where M is a value greater than 1 .

7. The aerial vehicle as claimed in claim 3, wherein ratio of the length of the wing body to the length of the wing ends consists of minimum ratio of 1 :1 and maximum ratio of 1 :N, where N is a value greater than 1 .

8. The aerial vehicle as claimed in claim 1 , wherein the wing ends of the forked wing end are separated by an angle ranging from 60 to 180 degrees.

9. The aerial vehicle as claimed in claim 1 , wherein the central body is maintained in near vertical position with respect to the earth’s surface during takeoff and landing, and wherein the thrust producing units are positioned to face upwards and downwards during takeoff and landing of the aerial vehicle respectively.

10. The aerial vehicle as claimed in claim 1 , wherein the central body is maintained in near horizontal position with reference to the earth’s surface during take-off and landing of the aerial vehicle during flight mode, and wherein the thrust producing units are positioned to face upwards and downwards during takeoff and landing of the aerial vehicle respectively.11 . A wing structure for an aerial vehicle comprising: a wing root mountable on a central body; a wing body attachable to the wing root; and a forked wing end mountable on the wing body, wherein the forked wing end comprises at least two wing ends, wherein each of the wing ends comprises a wingtip, wherein at least one wing tip of the forked wing end is provided with a mounting structure.

12. The wing structure as claimed in claim 11 , further comprising at least one thrust producing unit, wherein the thrust producing unit is mounted on the mounting structure provided at the at least one wingtip, and wherein the mounting structure at the wingtip is configured to provide movement of the thrust producing unit.

13. The wing structure as claimed in claim 11 , wherein the wing body is mounted on the wing root in such a manner that the wing body is rotatable around an axis perpendicular to a chord line of the wing structure.

14. The wing structure as claimed in claim 11 , wherein the forked wing ends are mountable on the wing body of said each wing in such a manner that the wing ends are rotatable around an axis perpendicular to a chord line of the wing structure.

15. The wing structure as claimed in claim 11 , wherein the wing ends of the forked wing end are separated by an angle ranging from 60 to 180 degrees.

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