Secondary unscrewing wing driven by metal air bag

Abstract

The invention discloses a two-stage unscrewing wing driven by a metal air bag, relates to the technical field of aviation, and solves the problems that a deformation wing driving and transmission device is heavy, the wing surface deformation unfolding and folding ratio is low, and the aerodynamic configuration continuity of a multi-stage deformation wing surface is poor. A first-stage unscrewing wing, a second-stage unscrewing wing and an air path control system are arranged on an aircraft base body; the front edge end of the first-stage unscrewing wing is hinged to the aircraft base body, a first-stage air bag is arranged at the hinged position, the first-stage unscrewing wing is driven to be unfolded through the first-stage air bag, a wing spar at the rear end of the first-stage unscrewing wing is movably connected with the second-stage unscrewing wing, and the front edge end of the second-stage unscrewing wing is hinged to the sliding block. The sliding block can slide on a sliding rail fixed to the aircraft base body, a second-stage air bag is arranged at the connecting position of the sliding block and the sliding rail, and the second-stage air bag drives the second-stage unscrewing wing to be unfolded. The device is simple in structure, extremely small in mass and space occupation of the aircraft, high in output power volume ratio, rapid in response and easy to control, and the deformation wings are driven to be unfolded through the metal air bags.

Description

Technical Field

[0001] The invention relates to the field of aviation technology, in particular to a two-stage swing-out wing driven by a metal airbag. Background Art

[0002] Morphing wing aircraft is an innovative aircraft design, and its background technology originates from the improvement and optimization of the performance of traditional fixed-wing aircraft. Although the traditional fixed-wing design has played a fundamental role in the development of aviation for many years, the airfoil and wingspan cannot adapt to various aerodynamic requirements during different flight phases (such as take-off, cruising and landing), resulting in reduced efficiency. Morphing wing technology allows aircraft to improve lift-to-drag ratio and optimize aerodynamic performance under different speeds and load conditions by changing the span, area and sweep angle of the wing. Therefore, morphing wing technology has shown great development potential and application prospects in both military and civilian fields.

[0003] One of the main design difficulties of morphing wings is that when the aircraft is cruising at high speed, the shape change of the wing surface is accompanied by external aerodynamic loads, which places extremely high demands on the output energy efficiency and response speed of the drive device during the deformation process. Traditional drive forms based on motors, hydraulics, etc. often involve complex mechanical transmission systems, which increase the weight and maintenance difficulty of the system, and the response speed is not enough to meet the needs of certain extreme tasks. Therefore, in the design of existing morphing wing systems, there is a common problem of heavy drive and transmission device structures. In some existing technologies, after the wing surface is deformed into place, a locking mechanism is required to complete the locking in place. While realizing the wing surface deformation function, it also greatly occupies volume and increases the weight of the aircraft.

[0004] On the other hand, although some existing morphing wing technologies provide the functions of variable span, variable sweep angle, and variable area of ​​the wing to a certain extent, the wing deformation forms are relatively few and the expansion and contraction of the wing before and after deformation is relatively low. At the same time, most of the existing morphing wing technologies find it difficult to adjust the aerodynamic shape of the aircraft in multiple stages to adapt to more complex cruising spaces. Patent CN201810368539.0 describes a multi-stage telescopic wing mechanism that drives a nested multi-layer skin structure through a motor-driven screw to achieve a multi-stage telescopic deformable wing. However, the surface of the nested telescopic wing becomes stepped after unfolding, and there is a gap between two adjacent layers of skin, which cannot guarantee the continuity of the aerodynamic shape.

[0005] In summary, the existing morphing wing technology cannot simultaneously solve the problems of heavy driving and transmission devices, low airfoil deformation ratio, and poor continuity of the aerodynamic shape of the multi-stage morphing airfoil. Summary of the invention

[0006] In view of the above background, the present invention proposes a two-stage swing-out wing driven by a metal airbag. To achieve the above purpose, the present invention adopts the following technical solutions:

[0007] The present invention proposes a two-stage swing-out wing driven by a metal airbag, which specifically comprises a first-stage swing-out wing, a second-stage swing-out wing, an aircraft base and an air path control system, wherein the aircraft base is provided with the second-stage swing-out wing and the air path control system; a first-stage swing-out wing has a section hinged to the aircraft base, and the other end is movably connected to the second-stage swing-out wing; the first-stage swing-out wing comprises a first-stage wing leading edge, a first wing spar, a plurality of wing ribs and a first-stage airbag; one end of the first-stage wing leading edge is hinged to the aircraft base, and the other end is hinged to the first wing spar; the first wing spar is movably connected to the second-stage swing-out wing through a plurality of wing ribs. connection; a first-stage airbag is arranged between the leading edge of the first-stage wing and the aircraft base near the hinge position; the second-stage swing-out wing includes the leading edge of the second-stage wing, a second wing spar, a plurality of wing ribs II and a second-stage airbag; one end of the leading edge of the second-stage wing is slidably connected to the aircraft base, and the other end is hinged to the second wing spar; the second wing spar is movably connected to the aircraft base through a plurality of wing ribs II; a second-stage airbag is arranged on the aircraft base, and the expansion direction of the second-stage airbag is parallel to the aircraft base, and the leading edge of the second-stage wing is pushed to slide on the aircraft base through the second-stage airbag; the first-stage airbag and the second-stage airbag are both connected to the air path control system.

[0008] Furthermore, the gas circuit control system includes a gas storage cylinder, which is connected to the first-stage airbag and the second-stage airbag through different gas pipelines; and a solenoid valve is arranged on the gas pipeline.

[0009] Furthermore, a telescopic rod structure is provided in the middle of the leading edge of the first-stage wing.

[0010] Furthermore, the second-stage swing-out wing also includes a driving slider and a slide rail, the slide rail is arranged on the aircraft base, the driving slider is slidably arranged on the slide rail, and the leading edge of the secondary wing is hinged to the driving slider.

[0011] Furthermore, the secondary airbag is arranged on the aircraft base through the second airbag support, and the second airbag support is arranged at the end of the slide rail, and the slider is driven by the secondary airbag.

[0012] Furthermore, the first-stage airbag is arranged on the aircraft base through an airbag support.

[0013] Furthermore, both ends of the primary airbag and the secondary airbag are in the shape of an inwardly concave arc.

[0014] Furthermore, the first-stage airbag and the second-stage airbag are both made by welding two pieces of metal foil.

[0015] Furthermore, the first-stage swing-out wing also includes a first-stage wing surface skin, which is connected to the first-stage wing leading edge and the first wing beam.

[0016] Furthermore, the second-stage swing-out wing also includes a secondary wing surface skin, which is connected to the secondary wing leading edge and the second wing beam.

[0017] The beneficial effects of the two-stage swing-open wing driven by a metal airbag described in the present invention are:

[0018] (1) The two-stage swivel wing driven by a metal airbag of the present invention has a simple structure of the driving device based on the metal airbag. The expansion of the metal airbag works on the connecting rod mechanism to drive the wing surface to deform. The mass and space occupied by the aircraft are extremely small, the output power-to-volume ratio is high, the response is fast, and the control is easy, which is conducive to solving the problem of heavy structure of the traditional morphing wing driving method.

[0019] (2) The two-stage swing-out wing driven by a metal airbag described in the present invention provides a deformable wing structure with two-stage arrangement and sequential deployment by combining a parallelogram mechanism with a wing leading edge connecting rod. After deployment, the wing surfaces of each stage are on the same horizontal plane. Combined with the flexible skin, the continuity of the aerodynamic shape is maintained. The aircraft has three aerodynamic shapes: fully folded wing, one-stage swing-out wing, and two-stage swing-out wing, which can adapt to complex and changeable cruising conditions.

[0020] (3) The two-stage swing-out wing driven by a metal airbag described in the present invention can simultaneously achieve deformation of the wing surface's span, wing area and leading edge sweep angle, has a simple structure, is stable and reliable, and has a high deformation-expansion ratio. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The drawings constituting a part of this application are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute improper limitations on the present invention.

[0022] In the attached picture:

[0023] Figure 1 It is a schematic diagram of the three-dimensional structure of a secondary swing-out wing driven by a metal airbag in a fully folded state according to the present invention;

[0024] Figure 2 It is a three-dimensional structural schematic diagram of a secondary swing-out wing driven by a metal airbag in a primary unfolded state according to the present invention;

[0025] Figure 3 The invention relates to a two-stage swing-opening wing driven by a metal airbag. Figure 2 Schematic diagram of the local structure at A in the middle;

[0026] Figure 4 It is a schematic structural diagram of a first-stage swing-out wing of a second-stage swing-out wing driven by a metal airbag in a fully folded state according to the present invention;

[0027] Figure 5 It is a structural schematic diagram of a first-stage swing-out wing of a second-stage swing-out wing driven by a metal airbag according to the present invention in an unfolded state;

[0028] Figure 6 It is a schematic diagram of the initial plane structure of an airbag with two-stage swing-out wings driven by a metal airbag according to the present invention;

[0029] Figure 7 It is a schematic diagram of the initial three-dimensional structure of an airbag with two-stage swivel wings driven by a metal airbag according to the present invention;

[0030] Figure 8 It is a schematic diagram of the three-dimensional structure of an airbag of a secondary swing-open wing driven by a metal airbag when inflated;

[0031] Fig. 9 It is a structural schematic diagram of an air path control system of a two-stage swing-open wing driven by a metal airbag according to the present invention;

[0032] Fig.10 It is a schematic diagram of the three-dimensional structure of a two-stage swing-out wing driven by a metal airbag in a fully expanded state according to the present invention;

[0033] Fig.11 The invention relates to a two-stage swing-opening wing driven by a metal airbag. Fig.10 Schematic diagram of the local structure at B in the middle;

[0034] Fig.12 It is a structural schematic diagram of a second-stage swing-out wing of a two-stage swing-out wing driven by a metal airbag according to the present invention in a folded state;

[0035] Fig.13 It is a structural schematic diagram of a two-stage swing-out wing driven by a metal airbag in a fully unfolded state according to the present invention;

[0036] Among them: 1-first stage swing-out wing; 101-first stage wing leading edge; 102-first wing spar; 103-wing rib one; 104-first stage airbag; 105-airbag support one; 106-first stage wing skin; 107-skin pressure plate one; 2-second stage swing-out wing; 201-second stage wing leading edge; 202-second wing spar; 203-wing rib two; 204-second stage airbag; 205-airbag support two; 206-driving slider; 207-slide rail; 208-second stage wing skin; 209-skin pressure plate two; 3-aircraft matrix; 4-gas control system; 401-gas storage bottle; 402-gas pipeline one; 403-three-way valve; 404-gas pipeline two; 405-solenoid valve one; 406-gas pipeline three; 407-solenoid valve two. DETAILED DESCRIPTION

[0037] The technical solution of the present invention will be described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0038] In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention. In addition, the terms "first", "second", and "third" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance.

[0039] In the description of the invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the invention can be understood according to specific circumstances.

[0040] In addition, the technical features involved in different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0041] Specific implementation method 1: See Figure 1-Figure 13 The embodiment is described in detail. The two-stage swing-out wing driven by the metal airbag described in the embodiment specifically comprises a first-stage swing-out wing 1, a second-stage swing-out wing 2, an aircraft base 3 and an air path control system 4, wherein the aircraft base 3 is provided with the second-stage swing-out wing 2 and the air path control system 4; a first-stage swing-out wing 1 is hinged to the aircraft base 3 at one end, and the other end is movably connected to the second-stage swing-out wing 2;

[0042] The first-stage swing-out wing 1 comprises a first-stage wing leading edge 101, a first wing spar 102, a plurality of wing ribs 103 and a first-stage airbag 104; one end of the first-stage wing leading edge 101 is hinged to the aircraft base 3, and the other end is hinged to the first wing spar 102; the plurality of wing ribs 103 are parallel and of equal length. In the present embodiment, the number of wing ribs 103 is four, and in actual situations, there should be no less than four; the two ends and the four-dividing points of the first wing spar 102 are respectively hinged to one end of a wing rib 103, and the other end of the wing rib 103 is hinged to the second-stage swing-out wing 2, thereby forming a plurality of closed parallelogram support frames; a first-stage airbag 106 is provided between the first-stage wing leading edge 101 and the aircraft base 3 near the hinged position, and the first-stage swing-out wing is driven to unfold by the expansion work of the first-stage airbag 106;

[0043] The second-stage swing-out wing 2 comprises a secondary wing leading edge 201, a second wing spar 202, a plurality of wing ribs 203 and a secondary airbag 204; one end of the secondary wing leading edge 201 is slidably connected to the aircraft base 3, and the other end is hinged to the second wing spar 202; the two ends and the four-division points on one side of the second wing spar 202 are respectively hinged to one end of a wing rib 203, and the other end of the wing rib 203 is hinged to the aircraft base 3, thereby forming a plurality of closed parallelogram support frames; the other side of the second wing spar 202 is hinged to a plurality of wing ribs 103, and is movably connected to the first wing spar 102 through the wing rib 103; a secondary airbag 204 is arranged on the aircraft base 3, and the expansion direction of the secondary airbag 204 is parallel to the aircraft base 3, and the end of the secondary wing leading edge 201 is pushed to slide on the aircraft base 3 by the secondary airbag 204, thereby driving the second-stage swing-out wing to unfold;

[0044] Both the primary airbag 104 and the secondary airbag 204 are connected to the air path control system 4 .

[0045] The gas circuit control system 4 includes a gas cylinder 401, a gas pipeline 1 402, a three-way valve 403, a gas pipeline 2 404, a solenoid valve 1 405, a gas pipeline 3 406 and a solenoid valve 2 407. The gas cylinder 401 is connected to the three-way valve 403 through the gas pipeline 1 402; one side of the three-way valve 403 is connected to the first-stage airbag 106 through the gas pipeline 2 404, and the gas pipeline 2 404 is provided with a solenoid valve 1 405; the three-way valve 403 The other side is connected to the tandem airbag 206 through gas pipeline three 406, and a solenoid valve two 407 is provided on the gas pipeline three 406; the on-off of gas pipeline two 404 and gas pipeline three 406 are controlled by solenoid valve one 405 and solenoid valve two 407 respectively, so as to realize the control of the first-stage airbag 106 and the tandem airbag 206; the gas cylinder 401 is a high-pressure gas cylinder, which provides a high-pressure gas loading source for the first-stage airbag 106 and the tandem airbag 206.

[0046] A telescopic rod structure is provided in the middle of the first-stage wing leading edge 101. When the first-stage wing 1 is in a folded state, the telescopic rod structure is in an extended state; when the first-stage wing 1 is unfolded, the telescopic rod structure is converted into a retracted state, and the overall length of the first-stage wing leading edge 101 becomes shorter.

[0047] The second-stage swing-open wing 2 also includes a driving slider 206 and a slide rail 207. The slide rail 207 is arranged on the aircraft base 3. The left and right ends of the slide rail 207 are provided with a limited position structure. The driving slider 206 is slidably arranged on the slide rail 207. The leading edge 201 of the second-stage wing is hinged to the driving slider 206. The second-stage airbag 204 is arranged on the aircraft base 3 through the second airbag support 205. The second airbag support 205 is arranged at the right end of the slide rail 207, with a through groove in the horizontal direction and perpendicular to the aircraft base 3, for installing and restraining the second-stage metal airbag 204. The expansion direction of the second-stage airbag 204 is parallel to the aircraft base 3. The expansion of the second-stage airbag 204 pushes the driving slider 206 to move to the left, thereby realizing the swing-opening of the second-stage wing surface 2.

[0048] The first-stage airbag 106 and the second-stage airbag 204 are both made by welding two metal foils together, with a weld 5 left at the welding position. A hole is opened at the geometric center of one side of the air intake and a threaded air intake nozzle 6 is welded, thereby forming a double-layer thin-wall pillow-shaped metal bag structure with single-sided air intake. When filled with high-pressure gas, the airbag expands rapidly and transmits the pressure to the first-stage wing leading edge 101 and the second-stage wing leading edge 201, driving the wing surface to rotate. In order to improve the mechanical properties and driving characteristics of the airbag after inflation, the opposite sides of the airbag can be designed to be concave arcs or other special curves. The air intake nozzle 6 of the second-stage airbag 204 is inserted into the through groove of the airbag support 205 and fixed to the airbag support 205. There is a rigid constraint between the two, and they are always fixed on the aircraft base 3.

[0049] The first-stage airbag 106 is arranged on the aircraft base 3 through an airbag support 107. The airbag support 107 is fixedly installed on the aircraft base 3, corresponding to the position where the first-stage wing leading edge 101 is hinged with the aircraft base 3, and its function is to install and constrain the first-stage airbag 106. The upper surface of the airbag support 107 is parallel to the first-stage wing leading edge 101 before deployment, and the airbag support 107 and the aircraft base 3 are provided with through grooves at corresponding positions; the air inlet nozzle 6 of the first-stage airbag 106 is inserted into the through groove of the airbag support 107 and fixed to the airbag support 107, and there is a rigid constraint between the two, and they are always fixed on the aircraft base 3.

[0050] The first-stage swing-out wing 1 also includes a first-stage wing surface skin 106 and a plurality of skin pressure plates 107, by which the first-stage wing surface skin 106 is fixed to the first-stage wing leading edge 101 and the first wing spar 102; the first-stage wing surface skin 106 is a flexible skin with high temperature resistance and a certain elasticity, which can adapt to the telescopic deformation of the first-stage wing leading edge 101; the skin pressure plate 107 is a thin-walled part, and a countersunk hole is provided on its surface, thereby cooperating with bolt connection and other methods to press the first-stage wing surface skin 106 to the first-stage wing leading edge 101 and the front and rear sides of the first wing spar 102 to form a closed wing surface, thereby maintaining the continuity of the aerodynamic surface of the deformable wing aircraft.

[0051] The second-stage swing-out wing 2 also includes a secondary wing surface skin 208 and a plurality of skin pressure plates 209, through which the secondary wing surface skin 208 is fixed to the secondary wing leading edge 201 and the second wing beam 202; the secondary wing surface skin 208 is a flexible skin with high temperature resistance; the skin pressure plate 209 is a thin-walled part with a countersunk hole on its surface, thereby pressing the secondary wing surface skin 208 to the secondary wing leading edge 201 and the front and rear sides of the second wing beam 202 in combination with bolt connection to form a closed wing surface, thereby maintaining the continuity of the aerodynamic surface of the deformable wing aircraft.

[0052] The specific deformation mechanism of the secondary swing-open wing driven by the metal airbag described in the present invention is as follows:

[0053] The deformation mechanism of the first-stage swing-out wing 1 is as follows: the first-stage wing leading edge 101 is the driving rod of the first-stage swing-out wing 1. Before the first-stage swing-out wing 1 is swing-out, the second-stage swing-out wing 2 maintains a fixed folding state. Therefore, the second wing beam 202 of the second-stage swing-out wing 2 is equivalent to the frame of the first-stage swing-out wing 1. When the aircraft issues an instruction to swing out the wing surface of the first-stage swing-out wing 1, an electrical signal is transmitted to the solenoid valve 1 405 to control the connection of the gas pipeline 2 404. The high-pressure gas in the gas storage bottle 401 enters the first-stage airbag 104 through the gas pipeline 2 404 and rapidly expands the first-stage airbag 104. The upper side wall of the first-stage airbag 104 is always in contact with the first-stage wing leading edge 101 and transmits impulse. Driven by the first-stage airbag 104, the first-stage wing leading edge 101 rotates clockwise around the hinge seat, driving the first wing beam 102 to translate obliquely upward, and in conjunction with it, a plurality of wing ribs 103 rotate clockwise. When the first-stage airbag 104 is inflated and expanded to the right position, the first-stage wing leading edge 101 is deployed to Figure 5 At this point, the first stage of the wing 1 is unfolded into place.

[0054] The deformation mechanism of the second-stage swing-open wing 2 is as follows: the secondary airbag 204 is the driver of the second-stage swing-open wing 2, and the driving slider 206 is the driving element of the second-stage swing-open wing 2. When the aircraft is in a fully folded and first-stage unfolded state, the driving slider 206 is located at the rightmost end of the slide rail 207, and the secondary airbag 204 is embedded between the driving slider 206 and the airbag support 205, and the left side wall of the secondary airbag 204 is close to the right side surface of the driving slider 206. When the aircraft issues a command to rotate the second-stage wing 2, the electrical signal is transmitted to the electromagnetic valve 2 407 to control the gas pipeline 3 406 to be connected, and the high-pressure gas in the gas cylinder 401 enters the secondary airbag 204 through the gas pipeline 3 406 to rapidly expand the airbag. The left wall surface of the secondary airbag 204 contacts the driving slider 206 and transmits the impulse. The driving slider 206 slides to the left along the slide rail 207, driving the secondary wing leading edge 201 to rotate clockwise relative to the hinge seat, and a number of wing ribs 2 203 rotate counterclockwise relative to the hinge seat. The second wing beam 202 translates obliquely upward, and the wing rib 1 103 further rotates clockwise around the hinge seat in linkage. When the driving slider 206 slides to the left along the slide rail 207 to the left to the leftmost limit position, the secondary wing leading edge 201 is unfolded to the maximum angle. At this time, each rib of the wing rib 1 103 and the wing rib 2 203 is collinear at the corresponding position, forming a complete parallelogram wing surface structure. At this point, the second-stage swing-open wing 2 is also unfolded into place, and the deformable wing completes the second-stage unfolding.

[0055] During the rotational deformation of the first and second stage wing surfaces, the leading edge of the wing rotates clockwise driven by the airbag, driving the two parallelogram mechanisms to rotate in the clockwise and counterclockwise directions respectively. In this process, the three important aerodynamic parameters of the wing surface, namely the span, area and leading edge sweep angle, change in a coupled manner. Finally, the hypotenuses of the two groups of parallelogram mechanisms of each stage of the wing surface correspond to each other in a collinear manner, and the wing beams of each stage are parallel to each other.

[0056] The specific embodiments described above further illustrate the purpose, technical solutions and beneficial effects of the present invention. It should be understood that the above description is only a specific embodiment of the present invention and is not intended to limit the invention. It can also be a reasonable combination of the features recorded in the above implementation methods. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A two-stage swing-out wing driven by a metal airbag, characterized in that: The invention comprises a first-stage swing-out wing (1), a second-stage swing-out wing (2), an aircraft base (3) and an air path control system (4); the aircraft base (3) is provided with the second-stage swing-out wing (2) and the air path control system (4); one end of the first-stage swing-out wing (1) is hinged to the aircraft base (3), and the other end is movably connected to the second-stage swing-out wing (2); The first-stage swing-away wing (1) comprises a first-stage wing leading edge (101), a first wing spar (102), a plurality of wing ribs (103) and a first-stage airbag (104); one end of the first-stage wing leading edge (101) is hinged to the aircraft base (3), and the other end is hinged to the first wing spar (102); the first wing spar (102) is movably connected to the second-stage swing-away wing (2) through the plurality of wing ribs (103); a first-stage airbag (106) is provided between the first-stage wing leading edge (101) and the aircraft base (3) near the hinged position; The second-stage swing-out wing (2) comprises a secondary wing leading edge (201), a second wing spar (202), a plurality of wing ribs (203) and a secondary airbag (204); one end of the secondary wing leading edge (201) is slidably connected to the aircraft base (3), and the other end is hinged to the second wing spar (202); the second wing spar (202) is movably connected to the aircraft base (3) through the plurality of wing ribs (203); a secondary airbag (204) is arranged on the aircraft base (3), the expansion direction of the secondary airbag (204) is parallel to the aircraft base (3), and the secondary airbag (204) pushes the secondary wing leading edge (201) to slide on the aircraft base (3); The first-stage airbag (104) and the second-stage airbag (204) are both connected to the air path control system (4).

2. The two-stage swing-out wing driven by a metal airbag according to claim 1, characterized in that: The gas circuit control system (4) comprises a gas storage cylinder (401), and the gas storage cylinder (401) is connected to the first-stage airbag (104) and the second-stage airbag (204) through different gas pipelines; and a solenoid valve is arranged on the gas pipeline.

3. The two-stage swing-out wing driven by a metal airbag according to claim 1, characterized in that: A telescopic rod structure is provided in the middle of the primary wing leading edge (101).

4. The two-stage swing-out wing driven by a metal airbag according to claim 1, characterized in that: The second-stage swing-out wing (2) further comprises a driving slider (206) and a slide rail (207), wherein the slide rail (207) is arranged on the aircraft base (3), the driving slider (206) is slidably arranged on the slide rail (207), and the secondary wing leading edge (201) and the driving slider (206) are hinged.

5. The two-stage swing-out wing driven by a metal airbag according to claim 4, characterized in that: The secondary airbag (204) is arranged on the aircraft base (3) via the second airbag support (205); the second airbag support (205) is arranged at the end of the slide rail (207); and the driving slider (206) is pushed by the secondary airbag (204).

6. The two-stage swing-out wing driven by a metal airbag according to claim 1, characterized in that: The first-stage airbag (106) is arranged on the aircraft base (3) via an airbag support (107).

7. The two-stage swing-out wing driven by a metal airbag according to claim 1, characterized in that: Both ends of the primary airbag (106) and the secondary airbag (204) are in the shape of an inwardly concave arc.

8. The two-stage swing-out wing driven by a metal airbag according to claim 7, characterized in that: The first-stage airbag (106) and the second-stage airbag (204) are both made by welding two pieces of metal foil.

9. The two-stage swing-out wing driven by a metal airbag according to claim 1, characterized in that: The first-stage swing-out wing (1) further comprises a first-stage wing surface skin (106), wherein the first-stage wing surface skin (106) is connected to the first-stage wing leading edge (101) and the first wing beam (102).

10. The two-stage swing-out wing driven by a metal airbag according to claim 1, characterized in that: The second-stage swing-out wing (2) further comprises a secondary wing surface skin (208), wherein the secondary wing surface skin (208) is connected to the secondary wing leading edge (201) and the second wing beam (202).

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