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Aluminum-air batteries produce electricity from the reaction of atmospheric oxygen with aluminum. They have extremely high energy densities, but significant problems remain with byproduct removal due to use of traditional electrolytes. The electrolyte used is an aqueous potassium hydroxide (KOH) solution, incorporated into a polymer-based electrolyte matrix. Traditional alkaline electrolytes enable high ionic conductivity but corrode aluminum, wasting active material and releasing hydrogen gas. Unlike free liquid electrolytes, this hybrid design holds the conductive solution in place, providing the same high ionic conductivity while dramatically reducing the uncontrolled corrosion and gas evolution that typically deplete aluminum electrodes. The polymer host also prevents leakage and drying, improving reliability under demanding conditions such as high altitude and variable temperature environments. The aluminum-air battery electrolyte is a lightweight, high-capacity, and inherently safer primary power source that can meet stringent aerospace requirements for emergency and backup energy. Beyond aircraft, the technology’s combination of high energy density, safety, and sustainable byproducts makes it attractive for electric aircraft, defense systems, and other mission-critical applications. The electrolyte for aluminum-air batteries is available for patent licensing.

Distilled to its core components, the cable is composed of either a flexible or rigid transmission line with integrated oil-based cooling. Instead of solid wire, current flows through small conductive tubes made of aluminum or copper, which are actively cooled by pump-driven oil flowing through them. Although these smaller conductors have higher resistance and generate more heat, the active cooling offsets this heat generation. This integrated design results in a cable with up to a tenfold improvement in weight per megawatt of power delivered compared to existing solutions. The use of smaller conductive cables with active cooling reduces the temperature requirements for insulation because more current can be run through the cable. As such, voltage can be reduced, mitigating partial discharge issues, and making insulation an easier engineering challenge. Due to significant weight reductions, specialized duct work is no longer needed. A collection of junction, splicing, and termination components allow the cable to be built into a power and thermal bus to service multiple electrical components. Initial tests demonstrated the ability to conduct 1,000 amps through actively cooled cables at lower mass than state-of-the-art alternatives, confirming feasibility for next-generation aircraft electrification. However, the cable has broad applications across all vehicle electrification where weight and thermal management are high priorities and is now available for patent licensing.