A review of the challenges and technical solutions faced by domestic automakers in the field of solid-state batteries
By Helen
August 23rd, 2025
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Currently, more than ten automakers, including FAW, BYD, Changan, GAC, SAIC, and Lantu, have announced clear mass production timelines, generally targeting "small-scale installation" for 2026-2027 and entering the large-scale rollout phase around 2030.
Next, we will review the current solid-state battery technology roadmaps of major automakers, as well as the technical challenges and solutions they face.
Leading companies have announced target values for next-generation all-solid-state batteries of around 400 Wh/kg (gravimetric energy density) and 800 Wh/L (volumetric energy density). Currently, solid-state batteries face numerous technical difficulties and challenges, requiring multi-faceted technical research.
Four key areas of focus include:
◎ Solid-state electrolytes: They have poor air stability and low ionic conductivity.
◎ Solid-solid interface: The contact between the electrode and electrolyte is unstable, prone to cracking and dendrite formation during cycling.
◎ Material cost: Lithium metal anodes and high-purity sulfide electrolyte materials are expensive.
System integration: High system operating pressures are difficult to achieve, and inferior battery cells require high thermal management requirements.
Challenges facing the industrialization of solid-state batteries.
Problems:
◎ Supply Chain Failure: Limited resources exist in the electrolyte and raw material industries, with no established suppliers.
◎ Poor Process Compatibility: Existing liquid battery production lines cannot be directly modified, while all-solid-state batteries require a completely new process.
◎ Standard Lag: Safety and other testing hinder product certification.
Summary of Research Conducted by FAW:
◎ Cathode Materials: Apparent high modulus stabilization technology combined with targeted interface modification technology achieves high-capacity, long-cycle performance in high-nickel single-crystal cathode materials.
The apparent high modulus design mitigates cathode structural degradation and suppresses distortion, while targeted interface modification technology constructs functional layers and enables ultrafast ion channels. Initially, discharge capacities exceeding 220 mAh/g and 1C cycle life exceeding 1,000 cycles are achievable. Achieving a capacity of 400 Wh/kg is generally possible.
◎ Anode Materials: High-surface-area porous carbon is prepared using polymer template self-assembly technology, while silicon-carbon composites are prepared using silane vapor deposition technology. The discharge capacity exceeds 2000 mAh/g at a 0.1C rate. Nanosilicon technology is also being explored.
◎ Electrolyte: Sulfide. Technical Approach: Weakly agglomerated, small-particle sulfide electrolytes contribute to low electrode tortuosity. The resulting small-particle electrolyte ion conductivity is 6.2 mS/cm, with a D90 of 1.2 μm.
Halide: Technical Approach: High-throughput analysis of NCM/halide interface compatibility. Result: High air stability and ionic conductivity of 4.6 mS/cm.
◎ Cell: Based on the electrode material, we are developing high-area positive and negative electrode loading, a densified molding process, an ultra-thin electrolyte mold, a multi-layer short-circuit structure, and a super-affinity electrode/electrolyte interface. Currently, we have achieved a 40Ah capacity trial.
◎ System Integration: Solid-state batteries will continue to be assembled into modules and packs.
Summary: Solid-state batteries have demonstrated disruptive potential, but industrialization still faces multiple bottlenecks. Through continuous breakthroughs in key technologies and cross-domain engineering research, a virtuous cycle of industrial upgrading will be achieved.
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