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<div>　　相比于传统燃油车，新能源汽车功率器件使用量更大。据分析，在传统内燃机车上，功率半导体装机价值为71美元，占据车用半导体总价值的21％；而对于混合动力车，则在传统内燃汽车基础上新增的功率半导体价值为354美元，占据新增总价值的76％；在纯电动车上，功率半导体价值为387美元，占据车用半导体总价值的55％。</div> <div> </div> <div>　　新能源汽车的销量迅速增长，下游市场需求可观。在2007年，国内新能源汽车的总生产量为2179辆，而在2017年，国内生产量已经达到了819991辆，年复合增长率达到了惊人的93％，且同比增长均稳定在50％以上。而新能源汽车销量则从2011年的15736辆增长到了2018年的6185699万辆，增长了392倍。</div> <div> </div> <div>　　充电桩是新能源汽车必不可少的配套设备，充电桩用功率器件主要是MOSFET芯片和IGBT芯片。据悉，到2020年国内充换电站数量将达到1．2万个，充电桩达到450万个。</div> <div> </div> <div style="text-align: center;"><img src="http://s.sslchina.org/file/upload/202003/24/095937281.jpg" width="600" height="374" alt="" /></div> <div> </div> <div>　<strong>　SiC晶圆供不应求，国际大厂纷纷加码</strong></div> <div> </div> <div>　　火爆的市场需求驱动着SiC晶圆厂商纷纷加码。2019年年初，科锐（Cree）剥离照明业务，专注于化合物半导体射频和功率应用市场，以满足5G通信和新能源汽车的市场需求，同年宣布斥资10亿美元，扩大碳化硅产能。近年来，日本昭和电工已三度进行了碳化硅晶圆的扩产，罗姆也宣布在2026年3月以前投资600亿日圆（约5．6亿美元），让SiC功率半导体产能提高16倍。德国X－Fab、台湾环球晶、嘉晶、汉磊也都斥资新建碳化硅生产线。</div> <div> </div> <div>　　为了强化关键半导体材料的自制率，2019年ST完成了对瑞典SiC晶圆制造商Norstel的整体收购，SK Siltron也宣布，以4．5亿美元收购美国杜邦的碳化硅晶圆业务。</div> <div> </div> <div>　　值得一提的是，由于SiC的技术、资金门槛都很高，且目前单晶生长缓慢、品质不够稳定，导致生产出的SiC晶圆良率不高、成本相对高，新入局的SiC晶圆厂商普遍处于亏损状态。</div> <div> </div> <div>　　美国、日本、欧洲在SiC领域起步早，6英寸碳化硅衬底已经量产，8英寸已研制成功，仅Cree一家便占据了SiC衬底市场约40％份额。</div> <div> </div> <div>　　据业内人士表示，国内SiC衬底厂商主要天科合达、河北同光、山东天岳、中科节能等，产品以4英寸为主，6英寸尚处在攻关阶段，质量相对薄弱。在外延方面，国内厂商主要有东莞天域、瀚天天成等，部分公司已能提供4、6英寸碳化硅外延片，针对1700V及以下的器件用的外延片已比较成熟，但对于高质量厚外延的量产技术主要还是国外的Cree、昭和电工等少数企业具备。</div> <div> </div> <div><strong>　　国产功率半导体突破曙光初现</strong></div> <div> </div> <div>　　IGBT是新能源汽车电机控制系统和充电桩的核心器件，新能源汽车市场的增长必将带动功率半导体的发展。我国虽是全球最大的半导体消费国，半导体市场需求占全球市场约40％，但各类半导体器件和芯片的国产率却很低。</div> <div> </div> <div>　　大陆地区功率半导体企业的产品主要集中在中低端领域，各类功率半导体器件和功率IC的国产化率不足50％，进口可替代空间巨大。目前国内在主流的第三代半导体材料为碳化硅与氮化硅领域积极布局，前者多用于高压场合如智能电网、轨道交通等；后者则在高频领域如5G通信领域有更大的应用。</div> <div> </div> <div>　　在碳化硅方面，国内公司已经逐步形成完整产业链，可以生产新一代的碳化硅功率半导体；在氮化镓材料方面，国际市场也处于起步研究阶段，市场格局尚不明朗，但国内诸多高等院校、研究机构、公司厂商已经进行了大量研究，拥有诸多的专利技术。</div> <div> </div> 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