I think for the most part it's about spin and snap entries. Aerodynamically a wing like that gets treated as if it were two separate wings. What happens at the 'blend' is an unending aerodynamic conversation - a good way to clear out a room at a party, for sure.

BJ Craft wrote a little about his in his blog for at least one of his airplanes. Basically you get the benefits of each different type of wing design (inner and outer).

Often there is a change in sweep - sometimes just in the angle of the wing ribs. The angle that the air passes over the wing impacts the Reynolds number as the chord length of the wing section changes with that angle. That explanation might be lacking a little, but if you take a rectangular wing with perpendicular flow, the air sees the least amount of wing chord possible. If you flow air over the rectangular wing from an angle (simulating a swept wing), the air sees essentially a wing with more chord. That is why high speed jets have swept wings - it is a trick in that you get to used a smaller wing for less drag, but maintain a low enough relative velocity over the top of the wing. If the air speed over the wing exceeds the speed of sound you get a shock wave which is bad and everything changes.

So you can tune the wing based on expected air velocity, which in this case is driven by aircraft attitude and air speed. Note that as an airplane turns, the inboard root of the wing and the wing tip are likely seeing different air velocities. If you were designing for something as simple as an airplane turning, a simple tapered chord would work just fine. If you are designing for a supersonic fighter jet, or an F3A airplane during a spin or snap, the design could get much more complex.

So there's a long answer for "An attempt at improving maneuvers like spins and snaps while having minimal impact on the rest of the flight envelope."