01What separates an automotive-grade MOSFET from an industrial one?
The qualification regime. Automotive parts are screened and stress-tested to AEC-Q101 (temperature cycling, HTRB, H3TRB), with tighter lot-to-lot consistency and failure-rate requirements; their datasheets usually state a higher junction-temperature limit and fuller SOA data. Beyond the mark, check derating curves across the temperature range, failure-mode predictability and lot consistency. On category pages, filter by Product Grade and pick Automotive; LV/MV MOSFETs also carry an Automotive (Y/N) column.
02Why do 48V systems use 80–150V MOSFETs?
A 48V bus tops out around 54V in normal operation; load-dump and inductive turn-off transients reach 70V (LV148 / ISO 21780), so the rating needs derating headroom. Battery-side positions with solid clamping can use 80V; motor-side or lightly clamped positions usually go to 100V or above; 150V is reserved for the most spike-prone loops. SineSemi's 48V automotive SGT line spans 80/100/120/150V; for example SMT10T01AHTLQ and SMT15T04AHTLQ, both listed on this site.
03IGBT or SiC for the traction module?
Start from bus voltage and efficiency target. A 400V platform is well served by mature 750V IGBT modules. On 800V platforms, or wherever switching frequency is pushed up, 1200V SiC cuts switching loss and shrinks heatsink and passive volume. SiC is not a part-number swap: gate voltage, dv/dt and short-circuit withstand time need a SiC-specific design, and the isolated driver usually needs CMTI of 100 kV/μs or more. Listed automotive modules come in 650V/750V/1200V classes, with 1200V aimed at traction.
04When does avalanche energy (EAS) have to be checked?
Whenever the turn-off path contains an inductive load — motors, relays, solenoids — or line transients and abnormal shutdown could push VDS past the rating, EAS must be checked. It states how much energy the device can absorb during inductive turn-off, a key reliability figure at high voltage that conduction and switching-loss numbers do not capture; automotive designs need the same check. EAS is a single-pulse rating; repetitive avalanche needs separate assessment. Both HV and LV/MV MOSFET categories on this site expose an EAS_Max (mJ) column for filtering.
05Why should SiC MOSFET RDS(on) be read at high junction temperature?
Datasheets quote RDS(on) at 25°C, but the device runs at a much higher junction temperature and resistance rises with it. SiC rises far less than silicon, yet it still has to be sized at the maximum operating junction temperature: comparing 25°C values alone understates conduction loss and skews the silicon-versus-SiC comparison. Listed SiC MOSFETs at VGS=18V run about 15mΩ~390mΩ typical at 25°C and 20mΩ~545mΩ at 175°C. The SiC MOSFET category lists both columns — size full-load conduction loss on the 175°C one.
06Can a SiC MOSFET reuse a silicon MOSFET gate-drive design?
No — at least three things change. Drive level: listed SiC MOSFETs specify RDS(on) at VGS=18V, a different window from silicon, so drive the gate to the datasheet value. Turn-off: VGS(th) is typically 2.8V~3.4V, well below silicon, so add a negative turn-off bias and re-tune the gate resistor, or parasitic turn-on, ringing and overshoot follow. Layout and isolation: prefer the TO247-4L Kelvin-source package to cut source inductance, and check the isolated driver's CMTI against dv/dt — listed parts are rated 150 kV/µs.
07Fixed-step or adjustable LED driver, and is Vin the LED-string voltage limit?
Fixed-tier drivers set current from a discrete table (15/20/25…60mA); adjustable (Adj) parts use one external resistor across 15–150, 15–200 or 15–350mA, so pick Adj for a non-standard current instead of forcing a tier. PWM dimming is supported on some adjustable parts only. Vin is the IC's own supply range — 1.3–60V in the catalog, chosen by the rail such as automotive 12V/24V. It is not the LED-string voltage ceiling; that depends on the circuit topology.