A two-stage swing-away wing driven by a metal airbag

Abstract

The application discloses a two-stage rotating-open wing driven by a metal air bag and relates to the field of aviation technology, which solves the problems of heavy driving and transmission device of a deformation wing, low deformation and retraction ratio of a wing surface and poor continuity of a multi-stage deformation wing surface aerodynamic shape. The aircraft base body is provided with a first-stage rotating-open wing, a second-stage rotating-open wing and an air path control system. The leading edge end of the first-stage rotating-open wing is hinged to the aircraft base body, a first-stage air bag is arranged at the hinged position, the first-stage air bag drives the first-stage rotating-open wing to unfold, the rear spar of the first-stage rotating-open wing is movably connected to the second-stage rotating-open wing, the leading edge end of the second-stage rotating-open wing is hinged to a 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 two, and the second-stage air bag drives the second-stage rotating-open wing to unfold. The application has simple structure, small mass and space occupation of the aircraft, high output power volume ratio, fast response and easy control.

Description

Technical Field

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

[0002] Morphing wing aircraft are an innovative aircraft design, the technology behind which stems from improvements and optimizations to the performance of traditional fixed-wing aircraft. While traditional fixed-wing designs have played a fundamental role in aviation development for many years, their airfoil and span cannot adapt to the various aerodynamic requirements during different flight phases (such as takeoff, cruising, and landing), resulting in reduced efficiency. Morphing wing technology, by varying the wing's span, area, and sweep angle, allows aircraft to improve lift-to-drag ratio and optimize aerodynamic performance under varying speeds and loads. Therefore, morphing wing technology demonstrates significant development potential and application prospects in both military and civilian applications.

[0003] One of the main design difficulties of morphing wings is that when an aircraft cruises at high speed, the wing's shape changes, accompanied by external aerodynamic loads. This places extremely high demands on the output energy efficiency and response speed of the drive device during the deformation process. Traditional drive systems based on motors and hydraulics often involve complex mechanical transmission systems, which increase the system's weight and maintenance difficulty, and the response speed is insufficient to meet the needs of certain extreme missions. Therefore, the existing morphing wing system design generally suffers from the problem of heavy drive and transmission structure. In some existing technologies, after the wing surface is deformed into place, it must be locked in place using a locking mechanism. While achieving the wing surface deformation function, it also significantly 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 surface to a certain extent, the wing surface deformation forms are relatively few and the expansion and contraction of the wing surface before and after deformation is relatively low. At the same time, most existing morphing wing technologies find it difficult to control 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 the 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 drive and transmission devices, low airfoil deformation aspect 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 rotating 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 provided 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 slidingly 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 provided 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 wing is pushed to slide on the aircraft base through the second-stage airbag; both the first-stage airbag and the second-stage airbag are connected to the air path control system.

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

[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 spar.

[0017] The secondary rotating-open wing driven by the metal air bag has the following advantages:

[0018] (1) The secondary rotating-open wing driven by the metal air bag has simple driving device structure based on the metal air bag, and the metal air bag expands to work on the connecting rod mechanism to drive the wing surface to deform, which has little influence on the mass and space occupation of the aircraft, has high output power volume ratio, fast response and easy control, and is beneficial to solve the problem of heavy structure of the traditional deforming wing driving mode.

[0019] (2) The secondary rotating-open wing driven by the metal air bag provides the deforming wing structure with secondary arrangement and capable of being sequentially unfolded by using the parallel quadrilateral mechanism combined with the wing leading edge connecting rod, and the unfolded wing surfaces are in the same horizontal plane, and the continuity of the aerodynamic shape is maintained in combination with the flexible skin, the aircraft has three aerodynamic shapes of the completely folded wing, the primary rotating-open wing and the secondary rotating-open wing, and is suitable for complex and changeable cruise working conditions.

[0020] (3) The secondary rotating-open wing driven by the metal air bag synchronously realizes the lengthening of the wing surface, the deformation of the wing area and the leading edge sweepback angle, has simple structure, is stable and reliable, and has high deformation unfolding ratio. BRIEF DESCRIPTION OF DRAWINGS

[0021] The accompanying drawings, which form a part of this application, are included to provide a further understanding of the application, and are incorporated in and constitute a part of this application. The embodiments of the application illustrated in the drawings, and their description, are presented to add generic structure and an understanding of the application.

[0022] In the drawings:

[0023] Figure 1 is a three-dimensional structure schematic view of the secondary rotating-open wing driven by the metal air bag in a completely folded state according to the application;

[0024] Figure 2 is a three-dimensional structure schematic view of the secondary rotating-open wing driven by the metal air bag in a primary unfolded state according to the application;

[0025] Figure 3 is a local structure schematic view of the secondary rotating-open wing driven by the metal air bag in the application at position A in FIG. 4; Figure 2

[0026] Figure 4 is a structure schematic view of the first primary rotating-open wing of the secondary rotating-open wing driven by the metal air bag in a completely folded state according to the application;

[0027] Figure 5 is a structure schematic view of the first primary rotating-open wing of the secondary rotating-open wing driven by the metal air bag in an unfolded state according to the application;​

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

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

[0030] Figure 8 This is a schematic diagram of the three-dimensional structure of an airbag with two-stage swing-out wings driven by a metal airbag during expansion according to the present invention;

[0031] Figure 9 This is a structural diagram of an air path control system for a two-stage swing-out wing driven by a metal airbag according to the present invention;

[0032] Figure 10 This is a schematic diagram of the three-dimensional structure of the secondary swing-out wing driven by the metal airbag in the fully expanded state according to the present invention;

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

[0034] Figure 12 This 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] Figure 13 This is a schematic structural diagram of a two-stage swing-out wing driven by a metal airbag according to the present invention in a fully expanded state;

[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 base; 4-gas control system; 401-gas cylinder; 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 following will clearly and completely describe the technical solutions of the present invention in conjunction with the accompanying drawings. Obviously, the embodiments described are only some 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 making any creative efforts shall fall 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," and the like, indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely to facilitate the description of the present invention and simplify the description. They do not indicate or imply that the devices or components referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0039] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "installed," "connected," and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the 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 Figures 1-13 This embodiment is described in detail. The metal airbag-driven two-stage swing wing described in this embodiment specifically includes a first-stage swing wing 1, a second-stage swing wing 2, an aircraft base 3, and an air control system 4. The second-stage swing wing 2 and the air control system 4 are disposed on the aircraft base 3. One end of the first-stage swing wing 1 is hinged to the aircraft base 3, and the other end is movably connected to the second-stage swing wing 2.

[0042] The first-stage swing-out wing 1 includes 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 this embodiment, the number of wing ribs 103 is four, and in actual practice, there should be no less than four; the two ends and the four-division point 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 104 is provided between the first-stage wing leading edge 101 and the aircraft base 3 near the hinge position, and the first-stage swing-out wing is driven to unfold by the expansion work of the first-stage airbag 104;

[0043] The second-stage swing-out wing 2 includes 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 equal 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 provided on the aircraft base 3, and the expansion direction of the secondary airbag 204 is parallel to the aircraft base 3, and the secondary airbag 204 pushes the end of the secondary wing leading edge 201 to slide on the aircraft base 3, thereby driving the second-stage swing-out wing 2 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 104 through the gas pipeline 2 404, and the solenoid valve 1 405 is provided on the gas pipeline 2 404; the three-way valve 405 is connected to the first-stage airbag 104 through the gas pipeline 2 404; the three-way valve 406 ... The other side is connected to the secondary airbag 204 via gas line 3 406, which is provided with a solenoid valve 2 407. Solenoid valve 1 405 and solenoid valve 2 407 respectively control the on / off of gas line 2 404 and gas line 3 406, thereby controlling the primary airbag 104 and the secondary airbag 204. The gas cylinder 401 is a high-pressure gas cylinder that provides a high-pressure gas loading source for the primary airbag 104 and the secondary airbag 204.

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

[0047] The second-stage swing-out wing 2 also includes a driving slider 206 and a slide rail 207. The slide rail 207 is disposed on the aircraft base 3, with limit structures provided on both ends of the slide rail 207. The driving slider 206 slides on the slide rail 207, and the leading edge 201 of the secondary wing is hinged to the driving slider 206. The secondary airbag 204 is mounted on the aircraft base 3 via a second airbag support 205. The second airbag support 205 is disposed at the right end of the slide rail 207, has a horizontal through slot, and is perpendicular to the aircraft base 3, for mounting and restraining the secondary metal airbag 204. The expansion direction of the secondary airbag 204 is parallel to the aircraft base 3, and the expansion of the secondary airbag 204 pushes the driving slider 206 to the left, thereby achieving the swing-out of the second-stage swing-out wing 2.

[0048] The first-stage airbag 104 and the second-stage airbag 204 are both made by welding two metal foils together, leaving a weld seam 5 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 to form a double-layer thin-walled 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 performance 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 is fixed to the airbag support 205. There is a rigid constraint between the two, and they are always fixed to the aircraft base 3.

[0049] The first-stage airbag 104 is mounted on the aircraft base 3 via an airbag support 105. The airbag support 105 is fixedly mounted on the aircraft base 3, corresponding to the hinged connection between the first-stage wing leading edge 101 and the aircraft base 3. Its function is to mount and restrain the first-stage airbag 104. The upper surface of the airbag support 105 is parallel to the first-stage wing leading edge 101 before deployment. Through slots are defined in corresponding locations on the airbag support 105 and the aircraft base 3. The air inlet nozzle 6 of the first-stage airbag 104 engages the through slot of the airbag support 105, securing it to the aircraft base 3 with a rigid constraint.

[0050] The first-stage swing-out wing 1 also includes a first-stage wing surface skin 106 and several skin pressure plates 107, which are used to fix the first-stage wing surface skin 106 to the first-stage wing leading edge 101 and the first wing spar 102 through the skin pressure plates 107; the first-stage wing surface skin 106 is a flexible skin with high-temperature resistance and a certain elasticity, which can adapt to the expansion and contraction deformation of the first-stage wing leading edge 101; the skin pressure plates 107 are thin-walled parts with countersunk holes on their surfaces, thereby pressing 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 in combination with bolt connections, forming a closed wing surface to maintain 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 several skin pressure plates 209, which are used to fix the secondary wing surface skin 208 to the secondary wing leading edge 201 and the second wing spar 202 through the skin pressure plates 209; the secondary wing surface skin 208 is a flexible skin with high-temperature resistance; the skin pressure plates 209 are thin-walled parts with countersunk holes on their surfaces, 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 spar 202 in combination with bolt connections, forming a closed wing surface to maintain the continuity of the aerodynamic surface of the deformable wing aircraft.

[0052] The specific deformation mechanism of the two-stage swing-opening 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 remains in a fixed folded state. Therefore, the second spar 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 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 cylinder 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 spar 102 to translate obliquely upward, and in conjunction with it, several 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 unfolded 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-out wing 2 is as follows: the secondary airbag 204 is the driver of the second-stage swing-out wing 2, and the driving slider 206 is the driving element of the second-stage swing-out 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. The left side wall of the secondary airbag 204 is in close contact with the right side surface of the driving slider 206. When the aircraft issues a command to rotate the second-stage wing 2, an electrical signal is transmitted to solenoid valve 2 407, controlling the connection of gas line 3 406. High-pressure gas in gas cylinder 401 enters secondary airbag 204 through gas line 3 406, rapidly inflating it. The left wall surface of secondary airbag 204 contacts drive slider 206, transmitting an impulse. Drive slider 206 slides leftward along rail 207, driving secondary wing leading edge 201 to rotate clockwise relative to the hinge seat. Several ribs 203 rotate counterclockwise relative to the hinge seat, and the second spar 202 translates diagonally upward. In conjunction with this, rib 1 103 further rotates clockwise around the hinge seat. When drive slider 206 slides leftward along rail 207 to its leftmost limit, secondary wing leading edge 201 unfolds to its maximum angle. At this point, each rib of rib 1 103 and rib 2 203 is collinear at corresponding positions, forming a complete parallelogram wing structure. At this point, the second-stage swing-out 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 due to the drive of the airbag, driving the two parallelogram mechanisms to rotate in the clockwise and counterclockwise directions respectively. In this process, the three important wing surface aerodynamic parameters of the wing span, area and leading edge sweep angle are coupled and changed. Finally, the hypotenuses of the two groups of parallelogram mechanisms of each stage wing surface are collinear, and the wing beams of each stage are parallel to each other.

[0056] The specific embodiments described above further illustrate the objectives, technical solutions, and beneficial effects of the present invention. It should be understood that the above description is merely a specific embodiment of the present invention and is not intended to limit the invention. Reasonable combinations of the features described in the above embodiments are also possible. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention shall be included in the scope of protection of the present invention.

Claims

1. A two-stage swing-out wing driven by a metal airbag, characterized by: 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), wherein the second-stage swing-out wing (2) and the air path control system (4) are arranged on the aircraft base (3); 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-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 first wing spar (102) is movably connected to the second-stage swing-out wing (2) through the plurality of wing ribs (103); a first-stage airbag (104) is provided between the first-stage wing leading edge (101) and the aircraft base (3) near the hinge 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 provided on the aircraft base (3), and 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); A telescopic rod structure is provided in the middle of the first-stage wing leading edge (101).

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) includes a gas cylinder (401), which is connected to the first-stage airbag (104) and the second-stage airbag (204) through different gas pipelines; solenoid valves are provided on the gas pipelines.

3. 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.

4. The two-stage swing-out wing driven by a metal airbag according to claim 3, 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).

5. The two-stage swing-out wing driven by a metal airbag according to claim 1, characterized in that: The first-stage airbag (104) is arranged on the aircraft base (3) via an airbag support (105).

6. The two-stage swing-out wing driven by a metal airbag according to claim 1, characterized in that: Both ends of the first-stage airbag (104) and the second-stage airbag (204) are in the shape of an inwardly concave arc.

7. The two-stage swing-out wing driven by a metal airbag according to claim 6, characterized in that: The first-stage airbag (104) and the second-stage airbag (204) are both made by welding two pieces of metal foil.

8. 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), and the first-stage wing surface skin (106) is connected to the first-stage wing leading edge (101) and the first wing beam (102).

9. 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), and 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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