ROHM’s silicon-carbide (SiC) MOSFETs can reduce losses in an electric vehicle’s traction inverter, which converts battery DC power into the AC power that drives the motor. ROHM reports lower simulated electricity use in a particular C-segment EV scenario, while its TRCDRIVE pack modules target traction inverters up to 300 kW. Those results and product capabilities are useful evidence of the technology’s potential—not a promise of the same efficiency gain in every vehicle.
How SiC power electronics affect an EV drivetrain
The traction inverter controls the motor by converting the high-voltage battery’s direct current (DC) into alternating-current (AC) waveforms. Its power switches repeatedly turn current on and off, so losses in those switches become heat and reduce the energy available to propel the vehicle.
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Why use SiC MOSFETs instead of silicon IGBTs?
ROHM describes SiC MOSFETs as higher-frequency, higher-voltage-tolerance switches than conventional silicon insulated-gate bipolar transistors (IGBTs). In an appropriate inverter design, they can reduce both conduction losses while current flows and switching losses as the device changes state. Lower losses can mean less heat to remove, which may ease cooling demands and allow a more compact inverter package.
The benefit is system-dependent. Motor design, inverter topology and controls, battery voltage, thermal management, software, driving cycle and ambient temperature all affect vehicle energy use. A more efficient semiconductor does not by itself establish a particular increase in driving range or a specific vehicle-level saving.
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What ROHM’s reported efficiency figures mean
ROHM’s 2024 figures are simulations and component or inverter comparisons, not independent road-test results. The WLTC figures below compare fourth-generation SiC MOSFETs with conventional IGBTs in a simulated C-segment EV inverter scenario.
| Reported result | Setup and qualification | How to interpret it |
|---|---|---|
| 10% lower electricity cost in urban driving | ROHM’s 2024 WLTC simulation; C-segment EV inverter scenario; fourth-generation SiC MOSFETs versus conventional IGBTs. | A result for the simulated urban mode, not a general prediction for city driving in any EV. |
| 6% lower electricity cost across urban, suburban and highway modes | The same ROHM 2024 WLTC simulation and comparison. | A result across the stated simulated drive modes, not a measured fleet-wide or vehicle-specific saving. |
| Approximately 36% lower power | ROHM’s 2024 comparison of a 5 kW-output inverter; the comparison details published by ROHM do not specify further test conditions. | A reported inverter comparison; it should not be read as a 36% reduction in an EV’s total energy consumption. |
| 1.5 times higher power density | ROHM’s 2024 study, compared with general SiC molded modules. | A module-level density comparison; the stated comparison does not establish a complete inverter’s size or vehicle packaging advantage. |
| 5.7 nH main-wiring inductance | ROHM’s 2024 TRCDRIVE pack specification claim. | A package electrical characteristic, not an efficiency percentage or vehicle-level result. |
“Electricity cost” in the WLTC result is ROHM’s reported simulation metric. It should not be confused with a guaranteed reduction in an owner’s electricity bill, which also depends on vehicle use, charging losses and electricity prices.
What the TRCDRIVE pack does
TRCDRIVE pack is ROHM’s family of two-in-one SiC molded power modules designed for xEV traction inverters. ROHM’s 2024 product information lists 750 V and 1,200 V versions and says the family supports inverter output up to 300 kW.
| TRCDRIVE pack detail | ROHM-reported information |
|---|---|
| 750 V models | Two listed models: BSTxxxD08P4A1x4. |
| 1,200 V models | Two listed models: BSTxxxD12P4A1x1. |
| Module arrangement | Two-in-one SiC molded module; integrates fourth-generation SiC MOSFETs. |
| Design features | Package intended to maximize heat-dissipation area, low-on-resistance devices, press-fit control terminals and a two-layer bus bar. |
| Family capability | Supports traction-inverter output up to 300 kW, according to ROHM’s 2024 release. |
The voltage ratings identify module variants, not a guarantee that a vehicle with a matching battery voltage can use one without system-level design and qualification. The package features are intended to support heat removal, reduce switching loss and simplify assembly; their realized effect depends on the inverter design around the module.
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BMW Neue Klasse
In a release dated September 17, 2026, ROHM said its SiC chips are integrated into BMW’s Neue Klasse electric powertrain architecture, which BMW describes as its Gen 6 electric vehicles. ROHM attributed benefits in efficiency, performance, reliability, driving range and charging performance to the integration. The announcement establishes chip integration, but does not identify a particular TRCDRIVE module or provide independently measured vehicle-level gains.
Wolfram Harnack, President of ROHM Semiconductor GmbH, said: “The integration of our SiC MOSFETs into BMW’s Gen 6 of electric vehicles – better known as Neue Klasse – highlights ROHM’s technological expertise in automotive power electronics.”
Geely ZEEKR X, 009 and 001
ROHM reported that fourth-generation SiC MOSFET bare-chip power modules are used in traction inverters for the ZEEKR X, 009 and 001. ROHM said mass-production shipments began in 2023. This is evidence of production adoption reported by the supplier; the announcement does not quantify a separate efficiency improvement for each model.
Schaeffler inverter brick for an unnamed Chinese automaker
ROHM announced mass production of a high-voltage inverter brick using ROHM SiC MOSFET bare chips for a major Chinese automaker, with Schaeffler as the inverter supplier. ROHM describes the brick as compact, efficient and scalable, with RMS current up to 650 A and operation above the usual 800 V battery range. The automaker and vehicle model are not named in the available announcement details, so this should not be attributed to a specific EV.
How to evaluate an SiC inverter claim
For a vehicle, module or supplier comparison, check that the evidence describes the same system boundary and operating conditions. A semiconductor-level result does not automatically translate into a proportional drivetrain or range improvement.
- Drive-cycle conversion loss: Check whether figures come from a simulation, bench measurement, dynamometer or road test, and identify the drive cycle and vehicle scenario.
- Voltage and current headroom: Compare the module’s ratings with the battery and inverter operating envelope, including transient demands—not just nominal voltage.
- Switching frequency and inductance: Establish the test conditions and circuit design behind claims about faster switching or low inductance.
- Power density and cooling: Confirm whether density refers to a device, module, inverter or complete system, and account for the thermal solution needed in use.
- Module integration: Consider package design, terminals, bus bars, assembly and compatibility with the inverter’s control and cooling systems.
- Qualification and reliability: Look for evidence tied to the intended automotive operating environment and production application.
- Manufacturing scale: Distinguish a product announcement or planned use from confirmed mass production and shipment.
- Independent vehicle evidence: Prefer reproducible, independently measured road or dynamometer results when estimating real-world consumption or range.
ROHM’s reported simulations and production announcements show both a potential efficiency case and automotive adoption. They do not establish that every SiC-equipped EV will achieve the same savings; that conclusion requires evidence for the specific vehicle and conditions being compared.
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