DE102019201517A1 - Ejector device for a manned electric aircraft for ejecting an electrical energy store and an electric aircraft - Google Patents

Abstract

The ejection device (AE) according to the invention has a contact element (KE) for connecting the electrical energy store (BAT) to a power line (PL) leading to an aircraft drive (M) and a closable ejection opening (AO) for ejecting the electrical energy store (BAT). Furthermore, there is a holder (H) for the electrical energy store (BAT) with a guide element (GS) for guiding the electrical energy store (BAT) out of the ejection opening (AO) and a securing element (SE) for securing the electrical energy store (BAT) against displacement provided along the guide element (GS). In addition, the discharge device (AE) has a trigger device (TR) for pilot-controlled triggering of a discharge by opening the discharge opening (AO), releasing the securing element (SE) and electrically and physically disconnecting the power line (PL) from the electrical energy store (BAT).

Description

With the increasing performance of electrical energy storage, efforts are being made in many places to use electrical drive technologies for manned aircraft as well. Due to the specific drive concept and the high energy requirement, however, a large number of specific problems and challenges have to be mastered.

It is an object of the present invention to increase the flight safety of a manned electric aircraft.

This object is achieved by a dropping device with the features of claim 1 and by an electric aircraft with the features of claim 16.

The ejection device according to the invention for a manned electric aircraft is suitable for ejecting an electrical energy store provided for the energy supply of an aircraft engine. The ejection device has a contact element for connecting the electrical energy store to a power line leading to the flight drive, a closable ejection opening for ejecting the electrical energy store, a holder for the electrical energy store with a guide element for guiding the electrical energy store out of the ejection opening, and a securing element for securing the electrical one Energy storage against displacement along the guide element. Furthermore, the ejection device has a trigger device for pilot-controlled triggering of a ejection of the electrical energy store by opening the ejection opening, loosening the securing element and electrically and physically disconnecting the power line from the electrical energy store.

The ejection device can be installed in an electric aircraft, in particular as part of an emergency landing device or emergency equipment.

Electric propulsion of manned electric aircraft generally requires electrical energy stores with high energy capacity and / or high energy density, such as Lithium ion batteries. With such energy stores, however, there is a certain risk that the energy store will catch fire or emit dangerous substances during the flight and in particular during an emergency landing. Throwing off such an energy store in a dangerous situation or before an emergency landing can often significantly reduce the risk of accidents for passengers, pilots and helpers.

Advantageous embodiments and developments of the invention are specified in the dependent claims.

According to an advantageous embodiment of the invention, the discharge device can comprise a discharge sensor for detecting the electrical and / or physical disconnection of the power line, the opening of the discharge opening and / or the release of the securing element. Furthermore, a feedback device can be provided for reporting a result of the detection to a pilot of the electric aircraft. This allows the pilot to take off in a relatively controlled manner.

A power supply different from the electrical energy store can advantageously be provided for the ejection sensor and / or the feedback device. In this way, data about the release can be reported back to the pilot even after the electrical energy storage device has been disconnected.

According to a further advantageous embodiment of the invention, the dropping device can have a changeover switch for switching the aircraft drive and / or another consumer of the electric aircraft to a second energy supply as a result of the triggering of a dropping. The second energy supply can be configured as a further electrical energy store or as an electrical generator. In the event of an emergency landing, the aircraft drive should preferably be switched over to the second energy supply shortly before the emergency landing, so that the capacity of the second energy supply is sufficient for supplying or at least emergency supplying the aircraft drive until the actual landing.

According to a further advantageous embodiment of the invention, the contact element can be designed as a sliding contact or a pressure contact for pressing against a connection contact of the electrical energy store. The sliding contact or pressure contact can then slide off or detach from the connection contact when the electrical energy store moves along the guide element. In this way, the contact element and thus the power line can be electrically and / or physically separated from the electrical energy store by a movement of the electrical energy store.

Furthermore, the contact element can be designed to make contact with a connection contact that is recessed within a housing of the electrical energy store. In this way, connection contacts of the electrical energy store that carry a high voltage can be protected against unintentional contact, e.g. during a rescue. In addition, short circuits caused by metal parts can be prevented.

The contact element can preferably have a predetermined breaking point, which breaks or tears when the electrical energy store is dropped. In particular, the predetermined breaking point can be arranged recessed within a housing of the electrical energy store.

According to an advantageous embodiment of the invention, the electrical disconnection of the power line can be triggered independently of its physical disconnection. This is advantageous in that an effect of the electrical disconnection by the pilot is observed and depending on it, the physical disconnection can be initiated.

A current sensor can advantageously be provided for measuring an energy flow via the contact element. Accordingly, the triggering device can be set up to trigger or suppress the ejection of the electrical energy store, the opening of the ejection opening, the release of the securing element and / or the electrical or physical disconnection of the power line depending on the measured energy flow. In particular, the above measures can be carried out when the energy flow is low or has dropped below a predetermined threshold value. In this way, arcing or sparks caused by separation can be avoided in many cases.

According to an advantageous further development of the invention, a monitoring device can be provided for acquiring environmental information relevant to the discharge. Correspondingly, the triggering device can be set up to trigger or suppress the ejection of the electrical energy store, the opening of the ejection opening, the release of the securing element and / or the electrical or physical disconnection of the power line depending on the detected environmental information. The environmental information can include, in particular, a position of the electric aircraft, a proximity to an inhabited area, a proximity to critical infrastructure, a wind speed and / or a flight speed. By taking environmental information of this type into account, it can be prevented, delayed or made more difficult to throw off the energy store over an inhabited area, over critical infrastructure or over restricted zones.

According to a further advantageous embodiment of the invention, the guide element can be directed downwards or inclined. Accordingly, the contact element can be arranged on an upper side or a side part of the electrical energy store. As a result, the contact element can be separated both electrically and physically from the energy store in a simple manner by a gravitational downward movement of the energy store.

In addition, the ejection opening can be provided with a blasting device for blasting off a closure and / or with a bolt for locking the closure.

According to an advantageous development of the invention, the release device can have a trimming device coupled to the release device for compensating for a shift in the center of gravity of the electric aircraft due to the release. The trimming device can in particular comprise a displaceable counterweight and / or change the trimming of elevator, aileron, rudder or other control surfaces in a compensating manner.

Furthermore, the dropping device can be set up to unlock a parachute and / or an impact cushion of the electrical energy store as a result of the triggering of a dropping.

In addition, the ejection device can be set up to trigger a spraying of a foam layer onto the electrical energy store as a result of a ejection. Fire-retardant, elastic and / or electrically insulating foam, in particular extinguishing foam, elastic construction foam or assembly foam, can preferably be used. In many cases, the foam layer can dampen an impact of the energy store, reduce contamination of the impact site and / or prevent injuries and electric shocks from accidental contact.

• 1 ein Elektroflugzeug mit einer erfindungsgemäßen Abwurfeinrichtung und
• 2 einen Teil der Abwurfeinrichtung mit einer darin befindlichen Batterie.

An embodiment of the invention is explained below with reference to the drawing. Each shows in a schematic representation:

• 1 an electric aircraft with a release device according to the invention and
• 2nd part of the ejection device with a battery located therein.

1 shows a schematic representation of a manned electric aircraft EF with an electric motor M as an electric flight drive. The EF electric aircraft has a cockpit CP for a pilot P. In the cockpit CP an instrument console CON is arranged for controlling the electric aircraft EF. A rechargeable battery BAT, for example a lithium-ion battery, is provided as the electrical energy store for supplying power to the flight drive M. One leads from the battery BAT power line PL to flight drive M. The power line PL , in the 1 is indicated by a thickened line, is connected to the battery BAT by contact elements KE connected.

The electric aircraft EF also has detectors DT coupled to the instrument console CON for detecting a dangerous situation for the electric aircraft EF. The detectors DT preferably comprise an altimeter for determining a dangerous loss of height and / or a smoke sensor and / or a temperature sensor for detecting a battery fire. In addition, further sensor measurements can be evaluated to determine a dangerous situation. A detected dangerous situation is transmitted from the detectors DT to the instrument console CON, where e.g. an alarm device is triggered.

According to the invention, the electric aircraft EF has an ejection device AE for ejecting the battery BAT during the flight, in particular in dangerous situations, e.g. shortly before an emergency landing. Accordingly, the launching device AE can be implemented, for example, as part of an emergency landing device.

As a temporary replacement for a dropped battery BAT, the electric aircraft EF has a second energy supply B2. The second energy supply B2 can in particular also be provided for the energy supply of the instrument console CON and the dropping device AE and for other consumers relevant for flight control. The second power supply B2 can be used as a battery, e.g. be implemented as a lithium ion battery or as an electrical generator. The second energy supply B2 can preferably be buffered by the main battery BAT in normal operation.

The ejection device comprises a holder H for securely holding the battery BAT in normal operation. The holder H has guide elements for the battery BAT in order to free it from an ejection opening when it is ejected AO to guide and eject the electric aircraft EF. The discharge opening AO is arranged below the battery BAT and can preferably have an ejection chute.

The ejection opening is in normal operation AO during the flight through a closure CL locked. The closure CL can be designed as a flap or lid or have several flaps or lids. In the present exemplary embodiment, the closure is CL designed as a horizontally displaceable cover arranged below the battery BAT. By moving this cover sideways CL can the ejection opening AO be opened. The closure CL can be secured against accidental opening by one or more bolts, pins and / or bolts. Alternatively or additionally, a blasting device for the closure can be used CL be provided. In addition, the clasp CL have a predetermined breaking point that breaks when the battery BAT is ejected.

In order to secure the battery BAT against inadvertent displacement or falling out of the holder H, the ejection device AE has securing elements SE . The securing elements SE are arranged in the present embodiment as releasable holding elements on the underside of the battery, possibly as part of the holder H. The securing elements SE can be solved, for example, by an electric servomotor or mechanically, for example by cable pull by the pilot P.

The ejection device AE also has a release device TR for pilot-controlled triggering of a release of the battery BAT by opening the ejection opening AO , Loosen the securing elements SE as well as electrical and physical disconnection of the power line PL from the battery BAT. The trigger device TR is implemented in the present exemplary embodiment as part of a release control CTL of the release device AE.

For pilot-controlled triggering of a drop is in the cockpit CP preferably a switch provided for this purpose and coupled to the triggering device TR is provided. The switch is advantageously secured against accidental triggering. Possibly. One or more further switches can be arranged in the cockpit to unlock the triggering device TR, confirm a triggering and / or carry out individual throwing actions.

Furthermore, the dropping device AE comprises a changeover switch SW for switching the aircraft drive M to the second energy supply B2 as a result of the triggering of a dropping. The switch SW can also be used to switch other consumers connected to the battery BAT, such as instruments, motors for actuating tail units or control flaps and / or motors for extending and retracting a landing gear, to the second energy supply B2. To synchronize the switching process with the dropping process, the changeover switch SW is coupled to the dropping control CTL and is controlled by it. Switching is preferably carried out in such a way that there is little or no supply gap for the switched consumers, if possible. The ejection device AE can preferably have a switch (not shown) for switching off the flight drive M and / or for disconnecting the flight drive M or the power line PL from the battery BAT before to the second power supply B2 is switched. In this way it can be avoided that the aircraft engine M is switched to the second energy supply B2 under high load. As an alternative or in addition, the flight drive M can be reduced shortly before the switchover to a low power consumption.

In particular, an electrical disconnection of the battery BAT can be triggered regardless of its physical disconnection. Both partitions can be reported back to pilot P independently of one another. In this way, the effect of the electrical separation can first be observed by the pilot P and, depending on this, the physical separation can be initiated.

Furthermore, the disconnection device AE has a current sensor SS, which is coupled to the discharge control CTL, for measuring a contact element originating from the battery BAT or via the contact elements KE and / or the power line PL ongoing energy flow. The current sensor SS detects in particular when the energy flow or current flow coming from the battery BAT falls below a predetermined threshold value. Corresponding information is transmitted from the current sensor SS to the discharge control CTL, as a result of which the discharge control CTL triggers the electrical or physical disconnection of the battery BAT and / or the switchover to the second energy supply B2. This can cause sparks or arcing when disconnecting the power line PL or the contact elements KE be avoided.

The trigger device TR is set up to discharge the battery BAT, to open the discharge opening AO , the release of the securing elements SE and / or the electrical or physical disconnection of the battery BAT or the power line PL trigger or suppress depending on the measured energy flow. In particular, a time of dropping can be determined depending on the measured energy flow. Possibly. a feedback about the measured energy flow to the pilot P can take place.

Furthermore, the dropping device AE comprises a dropping sensor AS for detecting the electrical or physical disconnection of the battery BAT or the power line PL , opening the discharge opening AO and / or releasing the securing elements SE . In the present exemplary embodiment, the dropping sensor AS is part of a feedback device RM of the dropping device AE. The feedback device RM is used to report a result of this detection to the pilot P and is coupled to the launch control CTL. In particular, the feedback device RM transmits data about the status and success of the ejection process to the instrument console CON via the ejection control CTL. The feedback data and, in particular, notification signals about a successful release are preferably logged.

Furthermore, the dropping device AE has a monitoring device MO for continuously recording throwing-relevant environmental information. Such environmental information can include a position of the electric aircraft EF, a proximity to an inhabited area, a proximity to critical infrastructure, an airspeed, a windspeed and / or a potential trajectory of a battery BAT to be thrown away.

The monitoring device MO is implemented in the present exemplary embodiment as part of the drop control CTL. The monitoring device MO is set up to eject the battery BAT, to open the ejection opening AO , the release of the securing elements SE and / or the electrical or physical disconnection of the battery BAT or the power line PL trigger or suppress depending on the recorded environmental information. In this way, for example, dropping over an inhabited area or critical infrastructure or over restricted zones can be prevented, delayed or made more difficult. A dropping blockade can preferably be overridden by the monitoring device MO by the pilot P in emergency situations.

Furthermore, the throwing device AE has a trimming device TRM for compensating for a throwing-related shift in the center of gravity of the electric aircraft EF. The trimming device TRM can comprise, for example, a displaceable counterweight. In addition, the trim device TRM can actively counteract the electric aircraft EF after a battery BAT has been ejected and / or change the trim of the elevator, aileron, rudder or other control surfaces.

• - Durch die Detektoren DT wird eine Gefahrensituation für das Elektroflugzeug EF detektiert und durch einen Alarmgeber der Instrumentenkonsole CON signalisiert.
• - Der Pilot P betätigt einen gesicherten Schalter im Cockpit CP, um einen Abwurf der Batterie BAT vorzubereiten. Hierdurch werden der Flugantrieb M und ggf. andere an die abzuwerfende Batterie BAT angeschlossene Verbraucher herunter geregelt.
• - Der Pilot P erhält eine Rückmeldung über den vom Stromsensor SS gemessenen Energiefluss von der Batterie BAT.
• - Der Pilot P veranlasst eine elektrische Abtrennung der Batterie BAT vom Flugantrieb M und/oder der Stromleitung PL, sofern der gemessene Energiefluss in einem akzeptablen Bereich liegt. Infolgedessen werden durch den Umschalter SW der Flugantrieb M sowie andere relevante Verbraucher auf die zweite Energieversorgung B2 umgeschaltet. Hierdurch wird die Batterie BAT zumindest elektrisch von der Stromleitung PL abgetrennt.
• - Der Pilot P erhält eine Rückmeldung von der Rückmeldeeinrichtung RM über die Wirkung der Umschaltung bzw. der elektrischen Abtrennung. Darüber hinaus wird dem Piloten P eine Angabe über eine Restlaufzeit des durch die zweite Energieversorgung B2 versorgten Flugantriebs M angezeigt.
• - Der Pilot P löst das Öffnen der Auswurföffnung AO durch Öffnen oder Absprengen des Verschlusses CL aus.
• - Der Pilot P erhält eine Rückmeldung der Rückmeldeeinrichtung RM über das Öffnen und/oder einen Status der Auswurföffnung AO.
• - Der Pilot erhält eine Rückmeldung der Überwachungseinrichtung MO über aktuelle umgebungsbedingte Risiken eines Abwurfs. Ggf. kann der Pilot P gewarnt werden, dass der Abwurf aktuell riskant oder unzulässig ist. Alternativ oder zusätzlich kann ein Lösen der Sicherungselemente SE durch die Überwachungseinrichtung MO blockiert werden. Eine solche Blockierung kann vorzugsweise nach Rückfrage vom Piloten P oder gemeinsam von mehreren Piloten übersteuert werden.
• - Der Pilot P löst mittels eines vorzugsweise gesicherten Schalters ein Abwurfsignal aus, wodurch die Sicherungselemente SE gelöst werden. Nach Lösen der Sicherungselemente SE gleitet die Batterie BAT aus der Halterung H und der Auswurföffnung AO heraus, wobei sich die Kontaktelemente KE physisch von der Batterie BAT ablösen. Auf diese Weise wird die Stromleitung PL auch physisch von der Batterie BAT abgetrennt.
• - Der Pilot P erhält eine Rückmeldung von der Rückmeldeeinrichtung RM über das Lösen der Sicherungselemente SE und einen Erfolg des Abwurfs. Die Rückmeldungen werden durch die Abwurfsteuerung CTL protokolliert.
• - Die durch den Abwurf bedingte Schwerpunktverschiebung des Elektroflugzeugs EF wird durch die Trimmeinrichtung TRM in geeigneter Weise ausgeglichen.

The discharge processes described above are controlled by the discharge control CTL of the discharge device AE. For this purpose, the discharge control CTL is coupled to the instrument console CON. A typical drop scenario is as follows:

• - A danger situation for the electric aircraft EF is detected by the detectors DT and signaled by an alarm transmitter of the instrument console CON.
• - The pilot P operates a secured switch in the cockpit CP to prepare the battery BAT to be ejected. As a result, the flight drive M and possibly other consumers connected to the battery BAT to be thrown down are regulated down.
• - The pilot P receives feedback about the energy flow from the battery BAT measured by the current sensor SS.
• - The pilot P initiates an electrical disconnection of the battery BAT from the flight drive M and / or the power line PL , provided the measured energy flow is in an acceptable range. As a result, the flight drive M and other relevant consumers are switched to the second energy supply B2 by the changeover switch SW. As a result, the battery BAT is at least electrically isolated from the power line PL separated.
• - The pilot P receives feedback from the feedback device RM about the effect of the switchover or the electrical disconnection. In addition, the pilot P is shown an indication of a remaining runtime of the flight drive M supplied by the second energy supply B2.
• - The pilot P releases the opening of the discharge opening AO by opening or blasting off the closure CL out.
• - The pilot P receives feedback from the feedback device RM about the opening and / or a status of the discharge opening AO .
• - The pilot receives feedback from the monitoring device MO about current environmental risks of a drop. Possibly. the pilot P can be warned that the dropping is currently risky or inadmissible. Alternatively or additionally, the securing elements can be released SE be blocked by the monitoring device MO. Such a blocking can preferably be overridden by pilot P or together by several pilots.
• - The pilot P triggers a release signal by means of a preferably secured switch, as a result of which the securing elements SE be solved. After loosening the securing elements SE the battery BAT slides out of the holder H and the ejection opening AO out, the contact elements KE physically detach from the BAT battery. This way the power line PL also physically separated from the battery BAT.
• - The pilot P receives feedback from the feedback device RM about the release of the securing elements SE and a success of dropping. The feedback is logged by the CTL discharge control.
• - The shift in the center of gravity of the electric aircraft EF caused by the dropping is suitably compensated for by the trimming device TRM.

For each of the above processes triggered by the pilot P, an additional confirmation by another pilot can preferably be provided before the relevant process is actually triggered.

As already indicated above, the discharge device AE is preferably supplied with current by the second energy supply B2. So that the flight drive M can at least still be used in a makeshift manner, the drop should be triggered as shortly as possible before a possible landing.

2nd shows a part of the discharge device AE with a battery BAT located therein in a schematic representation. For the same entities, in 2nd the same reference numerals are used as in 1 .

The battery BAT has a parachute FS attached to its top and an impact cushion attached to its underside PK . The deployment of the parachute FS is triggered by the battery BAT being dropped or by its falling movement, for example by means of a pull line. The impact cushion PK is inflated by a gas generator as a result of dropping or shortly before the battery BAT hits the ground. An impact sensor can be provided to detect an impact.

The battery BAT is on the power line PL by means of contact elements KE connected. The contact elements KE are preferably as sliding contacts or pressure contacts for pressing on connection contacts AK the battery BAT designed. The connection contacts AK are arranged on the top of the battery BAT, so that when the battery BAT slides out of the ejection opening AO due to the downward movement of the battery BAT from the contact elements KE the power line PL be physically separated. The connection contacts AK are preferably recessed within a housing or a contact protection of the battery BAT. In this way, an accidental short circuit or electric shock by touching a discharged battery can be avoided in many cases.

The ejection device AE also has spray devices SP for spraying a foam layer or foam casing onto the battery BAT and in particular onto its underside and / or onto its connection contacts AK . Alternatively or additionally, a spray device can be arranged on the battery BAT itself. The spray devices SP preferably spray a fire-retardant, elastic and / or electrically insulating foam, for example an extinguishing foam or assembly foam. Spraying is triggered by dropping the BAT battery. With a battery-specific spray device, spraying can be triggered shortly before the impact. The sprayed foam layer dampens the impact, reduces contamination of the impact point by battery materials and prevents injuries or electric shocks by touching the BAT battery.

As part of the holder of the battery BAT are in 2nd as an example, two opposing, vertically downward sliding rails GS shown schematically. The slide rails GS serve as guide elements of the holder to the battery BAT when ejecting due to its own weight without tilting downwards from the ejection opening AO to let it slide out. The edges of the BAT battery slide in the inner angles of the slide rails GS . As an alternative or in addition, straight guides, sliding guides, guide rails and / or roller rails can be used as guide elements.

On the underside of the battery BAT are two detachable securing elements SE indicated. The securing elements SE are used to secure the BAT battery against unintentional movement along the slide rails GS and in particular to prevent the battery BAT from accidentally falling out of the electric aircraft EF. The securing elements SE are designed as releasable holding elements, for example as holding claws, holding bolts and / or bolts. The securing elements SE are released by triggering a drop, for example by pulling out a bolt.

Once the securing elements SE after opening the discharge opening AO can be released, the battery BAT slides along the slide rails, driven by gravity GS down from the discharge opening AO and falls out of the electric aircraft EF. The downward movement of the battery BAT releases - as already mentioned above - the connection contacts AK from the contact elements KE both electrically and physically. Alternatively or additionally, a predetermined breaking point on the contact elements, which is preferably recessed in a housing or in a contact protection of the battery BAT, can be provided KE or the connection contacts AK be provided which breaks or breaks off due to the downward movement of the battery BAT.

In addition, an ejection element, for example a compression spring, can be provided in the ejection device AE, with the aid of which an additional, downward force is exerted on the battery BAT in order to actively remove it from the ejection opening AO eject.

By means of the ejection device according to the invention, the risks of electric flights caused by battery fires, in particular in the event of an emergency landing, can be considerably reduced.

Claims (16)

Ejector (AE) for a manned electric aircraft (EF) for ejecting an electrical energy store (BAT) provided for the energy supply of an aircraft engine (M) a) a contact element (KE) for connecting the electrical energy store (BAT) to a power line (PL) leading to the flight drive (M), b) a lockable ejection opening (AO) for ejecting the electrical energy store (BAT), c) a holder (H) for the electrical energy store (BAT) with a guide element (GS) for guiding the electrical energy store (BAT) out of the ejection opening (AO), d) a securing element (SE) for securing the electrical energy store (BAT) against displacement along the guide element (GS), and e) a triggering device (TR) for pilot-controlled triggering of a discharge of the electrical energy store (BAT) by opening the discharge opening (AO), releasing the securing element (SE) and electrical and physical disconnection of the power line (PL) from the electrical energy store (BAT). Ejector after Claim 1 , characterized by a ejection sensor (AS) for detecting the electrical and / or physical disconnection of the power line (PL), opening the ejection opening (AO) and / or releasing the securing element (SE), and a feedback device (RM) for reporting a Results of the detection to a pilot (P) of the electric aircraft (EF). Ejector device according to one of the preceding claims, characterized in that a power supply (B2) different from the electrical energy store (BAT) is provided for the ejector sensor (AS) and / or the feedback device (RM). Ejector device according to one of the preceding claims, characterized by a changeover switch (SW) for switching the aircraft drive (M) and / or another consumer of the electric aircraft (EF) to a second energy supply (B2) as a result of the release of an ejector. Ejector device according to one of the preceding claims, characterized in that the contact element (KE) is designed as a sliding contact or pressure contact for pressing against a connection contact (AK) of the electrical energy store (BAT), which moves the electrical energy store (BAT) along the guide element ( GS) slides off or detaches from the connection contact (AK). Ejector device according to one of the preceding claims, characterized in that the contact element (KE) is designed for contacting a connection contact (AK) arranged in a recessed manner inside a housing of the electrical energy store (BAT). Ejector device according to one of the preceding claims, characterized in that the contact element (KE) has a predetermined breaking point, which breaks or tears when the electrical energy store (BAT) is ejected. Throwing device according to one of the preceding claims, characterized in that the electrical disconnection of the power line (PL) can be triggered independently of its physical disconnection. Ejector device according to one of the preceding claims, characterized in that a current sensor (SS) for measuring an energy flow via the contact element (KE) is provided, and that the triggering device (TR) is set up to eject the electrical energy store (BAT), the Opening the discharge opening (AO), releasing the securing element (SE) and / or triggering or suppressing the electrical or physical disconnection of the power line (PL) depending on the measured energy flow. Ejector device according to one of the preceding claims, characterized in that a monitoring device (MO) is provided for detecting ejector-relevant environmental information and that the triggering device (TR) is set up to eject the electrical energy store (BAT), open the ejector opening ( AO), the release of the fuse element (SE) and / or the electrical or physical disconnection of the power line (PL) depending on the detected environmental information to trigger or suppress. Throwing device according to one of the preceding claims, characterized in that the guide element (GS) is directed downwards or inclined, and that the contact element (KE) is arranged on an upper side or a side part of the electrical energy store (BAT). Ejector device according to one of the preceding claims, characterized in that the ejection opening (AO) is provided with a blasting device for blasting off a closure (CL) and / or with a bolt for locking the closure (CL). Throwing device according to one of the preceding claims, characterized by a trimming device (TRM) coupled to the triggering device (TR) for compensating for a shift in the center of gravity of the electric aircraft (EF) caused by the throwing. Ejector device according to one of the preceding claims, set up to unlock a parachute (FS) and / or an impact cushion (PK) of the electrical energy store (BAT) as a result of triggering a ejector. Ejector device according to one of the preceding claims, set up to trigger spraying of a foam layer onto the electrical energy store as a result of ejection. Electric aircraft (EF) with a dropping device (AE) according to one of the preceding claims.

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