All-solid-state batteries have become a massive hit in the Chinese market over the past couple of years. First came the mass production and integration of semi-solid-state batteries into vehicles, with NIO and MG taking the lead as pioneers. All-solid-state batteries have also made their debut, making it seem as though the past year has marked the inaugural year for all-solid-state batteries, with capital and public opinion even proclaiming that China is leading the way in the solid-state battery race. However, just as the舆论 was overwhelmingly one-sided, BMW dropped a bombshell by joining forces with Samsung SDI and Solid Power to officially advance real-vehicle validation of all-solid-state batteries, with i7 test vehicles already hitting the roads for testing.
This is no concept or PowerPoint presentation; it's automotive-grade testing. So, the truth about the current battery market is simple: solid-state batteries are not a solo act for China; overseas giants have been quietly preparing their big moves. But as the saying goes, "know your enemy and know yourself, and you will never be defeated in a hundred battles." What is the development background of BMW's solid-state batteries? And which technical route does its solid-state battery follow? In this article, the author will delve into these questions with you.
BMW's research into solid-state batteries, much like its R&D in hydrogen energy, is by no means a spur-of-the-moment decision.
The division of labor is also quite clear: Solid Power provides sulfide solid electrolytes, Samsung SDI manufactures separators, cathodes, and battery cells, while BMW handles vehicle integration, automotive-grade validation, and on-vehicle testing.
As of now, BMW's route is clear: it's not dabbling in semi-solid-state batteries but going all in for an all-solid-state approach with sulfide technology. In terms of publicity, it's relatively low-key, avoiding big headlines and focusing solely on achieving true mass production and integration into vehicles.
As mentioned multiple times above, the core of BMW's collaboration with Solid Power lies in Solid Power's sulfide electrolyte technology. The crux here is the technical route for solid-state batteries. Currently, global research on solid-state batteries mainly focuses on three routes, with top battery players making their own choices. As of now, there is no absolute "winner," but rather choices based on different scenarios.
First up is the sulfide route, with BMW, Toyota, and BYD being its proponents.
Its advantage is the highest conductivity, even approaching that of liquid-state batteries. Let's delve deeper into conductivity. The lithium batteries used in electric vehicles today rely on liquid electrolytes to allow lithium ions to move back and forth, akin to swimming in water. In solid-state batteries, the liquid is replaced with a solid electrolyte, and ions have to "drill through" the solid. The most crucial metric here is conductivity, which can be understood as the ease with which ions can move.
Higher conductivity means faster ion movement; lower conductivity leads to blockages and difficulties in charging. This directly determines three aspects of the user experience: how fast fast-charging is, whether the battery loses power in winter, and how powerful acceleration is. Traditional liquid lithium batteries have high conductivity, making fast-charging effective, but they are flammable and unsafe. Solid-state batteries have lower conductivity than liquid batteries but are non-flammable and safer. Therefore, solid-state battery R&D aims to enhance conductivity while leveraging these strengths, and the sulfide route is currently a promising technical direction in this regard.
Getting back on track, the sulfide route is not without its drawbacks. It is sensitive to water and oxygen, requiring stringent production environments, high costs, and complex manufacturing processes. This has determined its current positioning: high-end pure electric vehicles. BMW is currently testing it on the i7.
The second route is the oxide route. Its advantages include stability, safety, high-temperature resistance, and a friendly supply chain, with semi-solid-state batteries being compatible with existing production lines. Its drawback is average conductivity and high impedance, resulting in relatively weak fast-charging capabilities. Some domestic manufacturers favor this route, considering it the preferred choice for mass production at this stage, with a focus on semi-solid-state batteries.
The last route is the polymer route. Its advantages include good flexibility, simple manufacturing processes, and low costs. However, its drawbacks are also evident: it can only operate at high temperatures, making it unfriendly for automotive use. Therefore, given its pros and cons, its current positioning leans towards energy storage and low-speed vehicles, with few passenger vehicles adopting this technical route.
2026 is indeed the inaugural year for solid-state batteries, and it's a fact that China has taken the lead in achieving large-scale integration into vehicles with semi-solid-state batteries and the oxide route, securing market and production capacity advantages. However, BMW's nine-year collaboration with Solid Power serves as a reminder to the industry: the final battle for all-solid-state batteries has just begun. Once breakthroughs are made in the sulfide route, it will directly reshape the high-end electric vehicle market, meaning that an 800-kilometer range will become standard, charging speeds will increase by 40%, and the risk of thermal runaway will be significantly reduced. China is quick to achieve mass production, Europe excels in engineering, Japan is focused on material development, and South Korea is grasping manufacturing. In the next two to three years, solid-state batteries will not see one country leading but rather a global stage with a mix of technical routes. As for who will come out on top? It depends on who can first transform laboratory technology into mass-produced vehicles that are available, usable, and reliable.
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