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1Fix the driver behind crashes, sound loss and screen glitches2Repair Windows errors before they cause bigger problems3Scan for outdated or missing drivers - takes under a minuteHyundai Motor Company and Kia Corporation describe a way to use a copper anode current collector in a sulfide-based all-solid-state battery: coat the copper with a thin protective first layer so it does not directly contact the sulfide-containing layer above it. Their US patent application reports promising results in examples, but a pending application is not evidence that this design is in production or in a Hyundai or Kia vehicle.
What Hyundai and Kia’s patent actually proposes
US20250253353A1 describes a particular anode structure, not simply a battery “made of copper.” In the disclosed arrangement, a copper current collector sits beneath two anode coating layers; above those are the solid-electrolyte layer and cathode layers. The first coating layer separates the copper from the second, sulfide-electrolyte-containing coating layer.
The application frames copper as a lower-cost, more ductile alternative to nickel or stainless steel current collectors. Its comparison is specifically with those two materials—not with every alloy. The stated obstacle is that sulfide-based solid electrolyte reacts with copper, which can cause corrosion if the materials directly contact one another.
How the protective layers are composed
First layer: between copper and the sulfide-containing layer
The first coating layer contains anode active material, conductive material and binder. Its placement is central to the design: it separates the copper current collector from the second coating layer.
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Second layer: includes solid electrolyte
The second coating layer contains anode active material, conductive material, solid electrolyte and binder. By keeping this sulfide-containing layer from touching the copper directly, the design aims to address the compatibility problem identified in the application.
What the patent reports about thickness and cell behavior
In an applicant-reported example, the first coating layer was about 7 μm thick. The application says direct contact between copper and the sulfide-electrolyte-containing second coating led to copper corrosion. It also reports that the example with the first layer had adhesion at least two times as high as the comparison without that layer.
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The application describes normal operation for a battery with a first layer about 10 μm or less thick; a comparison using a layer exceeding 10 μm showed short-circuit behavior. These are results reported by Hyundai and Kia in their patent application, not independent validation, a vehicle-pack specification or proof that the architecture is production-ready.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.What the patent status does—and does not—mean
Hyundai Motor Company and Kia Corporation are listed as applicants/assignees for US20250253353A1, “All-solid-state battery including a copper current collector.” The application claims Korean priority dated February 5, 2024, was filed in the United States on August 29, 2024, and was published on August 7, 2025. The patent record lists it as pending and also identifies Korean and Chinese family publications; prosecution status may change.
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A patent application describes claimed inventions. It does not establish that rights have been granted, that Hyundai or Kia has adopted this design for a production battery, or that a vehicle using it is for sale. The application is available at Google Patents.
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