The patent describes a battery that uses a sulfide electrolyte and has a specific energy density of 400–500 Wh/kg, which is two to three times higher than conventional lithium-ion batteries. The main feature of the development is the addition of nitrogen to the electrolyte composition, which is intended to suppress undesirable chemical processes at the contact with lithium, which are one of the key obstacles for solid-state batteries.
Huawei, which previously did not manufacture batteries, has recently focused on research in related areas, particularly electrolyte materials. The same year, the company already filed a patent application for a new method of producing sulfide electrolytes, which are characterized by high conductivity but also very high cost — in some cases even higher than the price of gold.
This activity fits into a general trend: Chinese technology and automotive companies are trying to reduce dependence on battery suppliers such as CATL or BYD and strengthen their own influence on this strategically important component. In particular, Xiaomi has filed a patent for a composite electrode structure that improves ion movement. This indicates a growing interest in battery technologies not only in the electric vehicle sector but also in mobile electronics.
However, the claimed 3000 km range and 5-minute charging currently look more like theoretical calculations than practical reality. Such indicators require infrastructure that simply does not exist yet. However, Huawei's very participation in the race for future batteries has already caused concern among competitors from Japan and South Korea.
Traditional players such as Toyota, Panasonic, and Samsung have been researching solid-state batteries for over ten years. In 2023, Toyota demonstrated a prototype with a range of 1200 km and 10-minute charging, planning to bring the technology to market within five years. However, China is quickly closing the gap: more than a third of all global patents on solid-state batteries today come from this country.
Chinese companies are already preparing for mass production: CATL plans to launch pilot production of a hybrid solid-state battery in 2027, WeLion is already producing certified cells with a capacity of 50 Ah, and Going High-Tech has started small-scale production with an energy density of 350 Wh/kg.
Despite this, many obstacles remain: lower ionic conductivity of solid electrolytes, problems at the interface of materials, as well as high cost — up to $1100–1400 per 1 kWh.
