以下内容英文转载自丰田GR官网，中文为ChatGPT 3.5翻译

RACING HYBRID [THS-R] HISTORY | 2019-2020 | WEC | TOYOTA GAZOO Racing

https://toyotagazooracing.com/wec/special_/2019-2020/racing-hybrid-history/

Starting the Development of a

Hybrid System for Racing

开始开发赛车混合动力系统

It was in December of 2005 that Toyota decided to consider the possibilities of a racing program using cars with hybrid systems. At the time, there were no racing cars with hybrid systems and no races that such cars could enter. So, the main issues for consideration in the early stages of this venture were the directions such system development should take and what races to gear the results toward.

2005 年 12 月，丰田决定考虑使用混合动力系统汽车的赛车计划的可能性。当时，没有配备混合动力系统的赛车，也没有此类汽车可以参加的比赛。因此，在这项冒险的早期阶段，需要考虑的主要问题是这种系统开发应该采取的方向，以及将结果导向什么比赛。

The First Race Participation:

Finishing the Tokachi 24 Hours Race

第一场比赛：完成十胜 24 小时耐力赛

The work of formulating an image for the desired racing car hybrid system included not only the Motorsport Division but also input from other divisions throughout Toyota. As the first race to participate in, the initial choice was the Tokachi 24 Hours Race held at Hokkaido's Tokachi Speedway.

为所需的赛车混合动力系统制定形象的工作不仅包括赛车运动部门，还包括整个丰田其他部门的意见。作为第一场参加的比赛，最初的选择是在北海道十胜赛车场举行的十胜 24 小时耐力赛。

This was the year that, in anticipation of the future growth of eco-consciousness in racing, the Tokachi 24 Hours Race had established a new Production 1 (P-1) class for hybrids and other eco-friendly cars (however, the LEXUS GS450h had already been certified as a specially approved car for entry in the Super Taikyu ST-1 class and thus had approval to enter to race). So, Toyota decided to enter the race with its latest production hybrid car, the LEXUS GS450h, with a capacitor in addition to its nickel-metal hydride battery. This was based on the conclusion that a hybrid system for a racing car would require a capacitor's potential for more rapid charging and discharging qualities than a battery alone could provide. This gave the hybrid system as a whole a total output of 254kW (345PS). And this car that Toyota entered in the race was able to finish the entire 24 hours in 17th place without any major problems, while gathering a wealth of data in actual race conditions.

这一年，为了预测未来赛车中环保意识的增长，十胜 24 小时耐力赛为混合动力车和其他环保汽车建立了一个新的 Production 1 （P-1） 级别（然而，雷克萨斯 GS450h 已经被认证为特别批准参加超级耐久 ST-1 级别的汽车，因此获得了参加比赛的批准）。因此，丰田决定使用其最新的量产混合动力汽车雷克萨斯 GS450h 参加比赛，除了镍氢电池外，还配备了电容器。这是基于这样一个结论，即赛车的混合动力系统需要电容器的潜力，而不是单独的电池所能提供的更快速的充电和放电质量。这使得整个混合动力系统的总输出功率为 254kW （345PS）。而丰田参加比赛的这辆车能够以第 17 名的成绩完成整个 24 小时耐力赛，没有任何重大问题，同时在实际比赛条件下收集了大量数据。

A world's-first achievement,

an overall win in the Tokachi 24 Hours Race

世界首创

十胜 24 小时耐力赛总冠军

Based on the data and experience gained from competing in the Tokachi 24 Hours Race with the race-modified version of the 2006 hybrid production model LEXUS GS450h, the development team went on to develop a one-stage more advanced race-specific hybrid system in 2007 and entered the Tokachi 24 Hours Race once again.

开发团队根据 2006 年混合动力量产车型 LEXUS GS450h 的比赛改装版参加十胜 24 小时耐力赛所获得的数据和经验，于 2007 年继续开发一个阶段更先进的赛车专用混合动力系统，并再次参加十胜 24 小时耐力赛。

For the base car, the team chose the Supra car then competing in the GT500 class of Japan's most competitive GT car race series, the SUPER GT. The modified 3UZ-FE naturally-aspirated 4500cc V8 engine on this Supra delivered a maximum output of 353 kW (480PS) through a transaxle but, in what amounted to a major modification for this new race-specific version, a 150kW MGU (motor-generator unit) was added in front of the transaxle and two 10kW in-wheel MGU motors (sum total of 230 PS) were added on the back sides of the right and left front brake rotors. And, as a first for a race-specific hybrid system actually used in competition, a capacitor was added to replace the existing battery pack as the energy storage and release apparatus, thus creating a system that would become the origin of what was later called the Toyota Hybrid System - Racing (THS-R).

对于基础车，车队选择了 Supra 赛车，然后参加了日本最具竞争力的 GT 赛车系列 SUPER GT 的 GT500 组别比赛。这款 Supra 上经过改进的 3UZ-FE 自然吸气 4500cc V8 发动机通过驱动桥提供 353 kW （480PS） 的最大输出功率，但在对这个新的赛车专用版本的重大修改中，在驱动桥前面增加了一个 150kW 的 MGU（电动发电机单元），并在左右前制动盘的背面增加了两个 10kW 的轮毂 MGU 电机（总功率为 230 PS）。而且，作为比赛中实际使用的比赛专用混合动力系统的第一个，增加了一个电容器来取代现有的电池组作为能量存储和释放装置，从而创建了一个系统，该系统将成为后来被称为丰田混合动力系统 - 赛车 （THS-R） 的起源。

The resulting Supra HV-R that competed in the GT Group/TP-1 class of the 2007 Tokachi 24 Hours Race was able to complete the race without trouble, despite difficult conditions including intermittent rain. And not only did it finish but it won the race outright over the 36 competitors, completing 616 laps (3,136 km) in the allotted 24 hours. This was the first time in history that a hybrid car had claimed the overall win in a renowned race classified as an International Event. What's more, due to the effect of the hybrid system, fuel consumption during the race had been reduced by more than 10%, and due to the effect of the front-wheel generation system, it was verified that the wear on the front brakes had been reduced to less than half the anticipated level.

参加 2007 年十胜 24 小时耐力赛 GT 组/TP-1 组别比赛的 Supra HV-R 能够在包括间歇性降雨在内的困难条件下顺利完成比赛。它不仅完成了比赛，而且在规定的 24 小时内完成了 616 圈（3,136 公里），击败了 36 名参赛者，赢得了比赛。这是历史上第一次混合动力汽车在被归类为国际赛事的著名比赛中获得总冠军。更重要的是，由于混合动力系统的作用，比赛期间的油耗降低了 10% 以上，并且由于前轮动能回收系统的影响，验证了前制动器的磨损已减少到预期水平的一半以下。

Taking on Tough Hurdles with the Goal of Winning

以胜利为目标挑战艰难的障碍

the 24 Hours of Le Mans

勒芒 24 小时耐力赛

At the time of that victory at the Tokachi 24 Hours Race, there was no racing category to be found anywhere in the world that would be open to a car with a full-fledged race-specific hybrid system. What's more, calculations aimed at the prospect of entering a car combining a gasoline engine and a race-specific hybrid system in a race like the 24 Hours of Le Mans indicated that achieving the level of kinetic performance of successful Le Mans race machines would require a system with a weight of more than 600 kg. The conclusion was that to win at Le Mans the system weight would have to be reduced to less than 1/6th that amount, or less than 100 kg, which by any standard appeared clearly be next to impossible to achieve.

在十胜 24 小时耐力赛获胜时，世界上任何地方都找不到对拥有成熟比赛专用混合动力系统的汽车开放的赛车类别。更重要的是，针对在勒芒 24 小时耐力赛等比赛中使用结合了汽油发动机和特定比赛混合动力系统的汽车前景的计算表明，要达到成功的勒芒赛车的动力性能水平需要一个重量超过 600 公斤的系统。结论是，要在勒芒获胜，系统重量必须减少到该数量的 1/6 以下，或小于 100 公斤，从任何标准来看，这显然都是几乎不可能实现的。

TS030 HYBRID Working Toward WEC/Le MansTS030 HYBRID

向 WEC/勒芒迈进

Participation with the TS030 HYBRID

用TS030 HYBRID参加

In order to enable a hybrid car to participate in the Le Mans/WEC, a relaxation of the regulation of the LM P1 class was enacted, and with that, Toyota announced in 2012 that it would participate in the 24 Hours of Le Mans of the FIA World Endurance Championship (WEC) and unveiled its TS030 HYBRID racecar.

为了使混合动力汽车能够参加勒芒/WEC，放宽了 LM P1 级别的规定，因此，丰田于 2012 年宣布将参加国际汽联世界耐力锦标赛 （WEC） 的勒芒 24 小时耐力赛，并推出了其 TS030 混合动力赛车。

The "THS-R" race-specific hybrid system initially mounted on the TS030 HYBRID deployed motor generation units (MGUs), which combined energy regeneration and drive force output, in the rear gearbox and in the front end. However, a later revision in the WEC technical regulations dictated that regeneration could only be conducted at either the two front or rear wheels but not both, and that regeneration and drive force could only be applied together at one of the axles. As a result of subsequent review at Toyota, it was concluded that the front MGU had to be removed from the car that would race at Le Mans. And to compensate, a new "super-capacitor" with boosted electric storage capacity called the electric double-layer capacitor was adopted.

“THS-R”赛车专用混合动力系统最初安装在 TS030 HYBRID 部署的电机发电单元 （MGU） 上，该单元结合了能量再生和驱动力输出，位于后变速箱和前端。然而，WEC 技术法规的后续修订规定，再生只能在两个前轮或后轮进行，而不能同时在两个前轮或后轮进行，并且再生和驱动力只能一起施加在其中一个车轴上。作为丰田随后审查的结果，得出的结论是，必须将前 MGU 从将参加勒芒比赛的汽车上拆下。为了进行补偿，采用了一种具有更高蓄电容量的新型“超级电容器”，称为双电层电容器。

The technical regulations for engine displacement were also changed, to allow naturally aspirated gasoline engines of up to 3.4 liters, turbocharged diesel engines of up to 3.7 liters and turbocharged gasoline engines of up to 2 liters. Of these, a 3.4-liter naturally aspirated gasoline engine was chosen for the TS030 HYBRID. For the 13.629 km Le Mans Sarthe Circuit with its seven braking zones, the regulation limited hybrid systems to recovering a maximum of 0.5kJ per zone and 3.5mJ per lap.

发动机排量的技术规定也发生了变化，允许使用最大 3.4 升的自然吸气汽油发动机、最大 3.7 升的涡轮增压柴油发动机和最大 2 升的涡轮增压汽油发动机。其中，TS3.4 HYBRID 选择了 030 升自然吸气汽油发动机。对于全长 13.629 公里的勒芒萨尔特赛道及其 7 个制动区，该法规限制混合动力系统每个区域最多回收 0.5kJ 和每圈 3.5mJ。

Coming Out with a More Advanced TS030 HYBRID

推出更先进的 TS030 混合动力车

The THS-R system on the 2013 model TS030 HYBRID basically inherited the same specifications as the 2012 model's, while adding greater system efficiency and higher precision in coordinated brake control. However, due to the space left by the removal of the front MGU the car's monocoque and suspension had to be redesigned, and the front end was reshaped to get a smoother line form the fender to the nose and improve aerodynamics. As for the THS-R system, new improvements gave it an output of 300 hp, complimenting the 530 hp of the V8 gasoline engine.

2013 款 TS030 HYBRID 上的 THS-R 系统基本继承了与 2012 款相同的规格，同时在协调制动控制方面增加了更高的系统效率和更高的精度。然而，由于移除前 MGU 留下的空间，汽车的硬壳式车身和悬架必须重新设计，并且前端被重新设计，以获得从挡泥板到鼻子的更平滑的线条并改善空气动力学。至于 THS-R 系统，新的改进使其输出功率为 300 马力，与 V8 汽油发动机的 530 马力相得益彰。

When the team took this 2013 model TS030 HYBRID to the 24 Hours of Le Mans, they came so close to winning the race outright before finishing a very respectable 2nd to mount the podium.　

当车队将这辆 2013 年型号的 TS030 HYBRID 带到勒芒 24 小时耐力赛时，他们差点赢得比赛，然后以非常可观的第 2 名登上领奖台。

New technical regulations give birth to the TS040 HYBRID

新的技术法规催生了 TS040 HYBRID

For 2014, big changes were made in the technical regulations for the cars. Limitations on the displacement of gasoline engines and the requirement for intake restrictors were eliminated. Meanwhile, changes were also made in the regulation concerning hybrid systems. The limits on energy release per sector of the circuit were eliminated and replaced by a choice of random selection of four levels of maximum energy release (2MJ/4MJ/6MJ/8MJ) for one lap of the Sarthe Circuit.

2014 年，汽车的技术法规发生了重大变化。取消了对汽油发动机排量的限制和对进气限制器的要求。同时，有关混合动力系统的法规也发生了变化。在萨尔特赛道的一圈中，每个赛区的能量释放限制被取消，取而代之的是随机选择四个级别的最大能量释放 （2MJ/4MJ/6MJ/8MJ）。

When thinking solely in terms of energy release, the larger values would seem attractive, but they also meant added system weight that would inevitably affect running performance disadvantageously. Also, because of the increased energy recovery, a new limit was placed on fuel tank capacity in the technical regulations. Based on the fact that the hybrid system performance, its weight and its weight distribution affect the car's running performance, the development team sought the best balance, and in the end, they decided to go with a released energy level of 6MJ per lap. In accordance with this decision, a further evolution of the super-capacitor structure was made. As a result, to the 520 hp of the naturally aspirated 3.7-liter V8 engine the hybrid system added another 480 hp to bring the output total up to an awesome level of more than 1,000 hp.

如果仅从能量释放的角度考虑，较大的值似乎很有吸引力，但它们也意味着增加的系统重量，这不可避免地会对跑步表现产生不利影响。此外，由于能量回收率的提高，技术法规中对油箱容量进行了新的限制。基于混合动力系统的性能、其重量和重量分布会影响汽车的行驶性能这一事实，开发团队寻求最佳平衡，最终，他们决定采用每圈 6MJ 的释放能量水平。根据这一决定，超级电容器结构得到了进一步的发展。结果，除了自然吸气 3.7 升 V8 发动机的 520 马力外，混合动力系统又增加了 480 马力，使总输出功率达到了超过 1,000 马力的惊人水平。

Further progress in stability and durability.

稳定性和耐用性的进一步改进。

Technological returns for production models too

生产模型的技术回报也是如此

Improvement of the THS-R system focused on how to make full use of the power units with their awesome total of more than 1,000 hp in a way that was smooth as well as efficient with minimal waste. The key component in the THS-R system was the super-capacitor with its capacity to regenerate large amounts of energy quickly during deceleration and then release it instantly when needed. In 2015, with the aim of getting even better performance out of the 2014 model's super-capacitor, its structure was reviewed and revised and ended up delivering strong hybrid power with greater stability than in 2014.

THS-R 系统的改进侧重于如何以平稳、高效和最少浪费的方式充分利用总功率超过 1,000 马力的动力装置。THS-R 系统中的关键组件是超级电容器，它能够在减速过程中快速再生大量能量，然后在需要时立即释放能量。2015 年，为了进一步发挥 2014 款超级电容器的性能，对其结构进行了审查和修改，最终提供了比 2014 年更稳定的强大混合动力。

The year 2015 brought improvement in the Toyota TS040 HYBRID for the 24 Hours of Le Mans with greater refinement of the hybrid system and review and improvement of the suspension geometry. In pre-season tests the TS040 HYBRID piled up some 30,000 km of tests with no major problems. It also successfully completed a 6,000-km test simulating the Le Mans race.

2015 年，丰田 TS040 HYBRID 在勒芒 24 小时耐力赛中进行了改进，对混合动力系统进行了进一步改进，并对悬架几何形状进行了审查和改进。在季前测试中，TS040 HYBRID 累积了大约 30,000 公里的测试，没有出现重大问题。它还成功完成了模拟勒芒比赛的 6,000 公里测试。

But races can't be competed with reliable system performance alone. When considering the 24 Hours of Le Mans regulation, the change in regulation from 2014 when there were limits on energy release for each sector of the circuit to the 2015 regulation where the limit was for an entire lap, meant more strain on the capacitor as an energy storage device, which despite its advantage in quicker charging and discharging was at a disadvantage in terms of charging capacity per unit of weight. Porsche had entered the WEC with a car mounting a lithium-ion battery and it was beginning to exert its performance potential effectively. Despite the fact that the system of the TS040 HYBRID had become more refined, the competition it faced was now stronger, and although Toyota had gone to the 24 Hours of Le Mans with a must-win stance, the race didn't go as hoped. In the WEC competition as well, it turned out to be a disappointing season with the only podium finishes coming with two 3rd places at the opening round at Silverstone and the final round at Bahrain, leaving Toyota 3rd in the Manufacturers Championship.

但是，仅靠可靠的系统性能并不能与比赛进行比赛。在考虑勒芒 24 小时耐力赛规则时，从 2014 年赛道每个部分的能量释放限制到 2015 年规则的变化，限制是一整圈，这意味着电容器作为储能设备的压力更大，尽管它在更快的充电和放电方面具有优势，但在每单位重量的充电容量方面处于劣势。保时捷以搭载锂离子电池的汽车进入 WEC，并开始有效地发挥其性能潜力。尽管 TS040 HYBRID 的系统变得更加精致，但它现在面临的竞争更加激烈，尽管丰田以必须获胜的姿态参加了勒芒 24 小时耐力赛，但比赛并没有如愿以偿。在 WEC 比赛中，这也是一个令人失望的赛季，唯一的领奖台是在银石赛道的首轮和巴林的最后一轮比赛中获得两个第三名，丰田在制造商锦标赛中排名第三。

Full-scale improvements based on the latest regulation

根据最新法规进行全面改进

After thorough investigation of the implications of the change in the charging/discharging regulation from 2014, the development team reached the decision that they should introduce a new engine, which had been under development during the race season, and a new energy storage apparatus. Whereas in the previous year they had decided to go with a 6MJ max. energy release per lap out of concern for system weight, with the success of an exclusively developed lightweight, compact high-power lithium-ion battery that could handle 8MJ energy release, it was adopted to replace the existing super-capacitor. Furthermore, development of a V6 direct injection twin turbo engine that would be easier to tune to fit different conditions during the WEC series was accelerated to make it available in time. The result was a completely new and improved power train.

在对 2014 年起充放电法规变化的影响进行彻底调查后，开发团队决定引入在赛季期间一直在开发的新发动机和新的储能装置。去年，出于对系统重量的考虑，他们决定采用每圈最大能量释放 6MJ，而随着专门开发的轻量、紧凑、高功率锂离子电池的成功，可以处理 8MJ 能量释放，它被采用来取代现有的超级电容器。此外，在 WEC 系列赛期间，V6 直喷双涡轮增压发动机的开发更容易调整以适应不同的条件，以使其及时可用。结果是一个全新的和改进的动力系统。

Since the time Toyota had begun competing in WEC with hybrid racing system machines, the trend in international motorsport had shifted from trying to increase horsepower in conventional internal combustion engines by building higher-revving engines to the same direction that was being pursued in production cars of limiting the amount of fuel used and increasing heat efficiency in order to boost horsepower. What the THS-R system on the 2016 model TS050 HYBRID represented was nothing less than advanced-development efforts to use the race circuit as a fast-track proving ground to pioneer the next generation of Toyota hybrid systems (THS/THS-II).

自从丰田开始使用混合动力赛车系统机器参加 WEC 以来，国际赛车运动的趋势已经从试图通过制造更高转速的发动机来增加传统内燃机的马力转变为与量产车相同的方向，即限制燃料使用量和提高热效率以提高马力。2016 款 TS050 HYBRID 上的 THS-R 系统所代表的无非是先进的开发努力，将赛道用作快速试验场，以开创下一代丰田混合动力系统 （THS/THS-II）。

By making big changes in the main components, the 2016 model TS050 HYBRID was reborn with a highly competitive power train but went into the season's opening round at Silverstone with much of the fine tuning still to be done. Amid upsets like the dropping out of some rivals, it managed to take 2nd place overall. In round two at Spa-Francorchamps, despite having to drop out late in the race due to machine trouble, it showed impressive performance in leading the race in run-away fashion until the late stages. From there, sporting the advertising phrase, "Toyota, are you OK with losing?" the team were off to the long-awaited 24 Hours of Le Mans.

通过对主要部件进行重大更改，2016 款 TS050 HYBRID 以极具竞争力的动力系统重生，但在银石赛道进入本赛季的首轮比赛时，大部分微调仍有待完成。在一些竞争对手退出等不安的情况下，它设法获得了总成绩第二名。在斯帕-弗朗科尔尚的第二回合比赛中，尽管由于机器故障而不得不在比赛后期退出，但它在比赛后期以失控的方式领先比赛，表现出令人印象深刻的表现。从那时起，车队就开始参加期待已久的勒芒 24 小时耐力赛。

By the time of this 24 Hours of Le Mans race that had been the season's biggest target, the machine performed to expectations and led the race until 23 hours and 57 minutes. It was then, just as the victory goal was before the team's very eyes that the machine suddenly lost power and began to slow. Finally, in an incredible twist of fate, the car came to a stop with just one lap remaining. The TS050 HYBRID with its aerodynamics developed specifically for the Le Mans circuit had trouble competing at some other circuits, but at its home circuit of Fuji Speedway it had won the 6 Hours of Fuji race in magnificent form.

当这场勒芒 24 小时耐力赛成为本赛季的最大目标时，这台机器的表现达到了预期，并在比赛期间领先到 23 小时 57 分钟。就在那时，就在胜利目标摆在团队眼前时，机器突然失去动力并开始减速。最后，在命运的不可思议的转折中，这辆车在只剩下一圈时停了下来。TS050 HYBRID 凭借其专为勒芒赛道开发的空气动力学性能，在其他一些赛道上难以竞争，但在富士赛车场的主场赛道上，它以出色的表现赢得了富士 6 小时耐力赛。

New Aerodynamics and Drive Train Aimed

at finally winning the 24 Hours of Le Mans

新的空气动力学和传动系统旨在最终赢得勒芒24小时耐力赛

In 2016, the TOYOTA GAZOO Racing team had come just three minutes short of winning its long-sought victory at Le mans. Determined not repeat the same mistake, no efforts were spared to make sure the 2017 model TS050 HYBRID was developed to perform flawlessly. Measures were taken to accommodate changes to the technical regulations, including new rules concerning aerodynamics and a reduction in the number of tires that could be used. As a result, broad-reaching revisions were made in everything from the chassis to the powertrain, to the extent that the only thing that remained the same from the previous year's car was the monocoque.

2016 年，TOYOTA GAZOO Racing 车队距离赢得他们渴望已久的勒芒胜利仅差 3 分钟。决心不再重蹈覆辙，不遗余力地确保 2017 款 TS050 HYBRID 的开发能够完美无瑕。采取措施适应技术法规的变化，包括有关空气动力学的新规则和减少可以使用的轮胎数量。因此，从底盘到动力总成的方方面面都进行了广泛的修改，以至于与去年的汽车唯一相同的是硬壳式车身。

In terms of aerodynamics, revisions were made mainly to the front and the shapes and configuration of the side pontoons to compensate for the loss of down-force while minimizing the increase in air drag.

在空气动力学方面，主要对前部以及侧浮筒的形状和配置进行了修改，以补偿下压力的损失，同时最大限度地减少空气阻力的增加。

Regarding the engine and hybrid system comprising the power train with as well, efforts were made to improve output in order to make up for the time loss resulting by the new aerodynamics regulations. Because there is a limit on the amount of fuel that can be used in WEC races, it is necessary to get as much output from the engine as possible from the limited fuel supply, which means that the object of engine development is to raise the engine's heat efficiency to the highest level possible. To do this, the development team increased the size of the turbocharger, raised the compression ratio to the anti-knocking limit, while at the same time searching for ways to run the engine on a leaner burn.

关于发动机和包含动力总成的混合动力系统，努力提高产量，以弥补新空气动力学法规造成的时间损失。由于 WEC 比赛可以使用的燃料量是有限的，因此有必要从有限的燃料供应中获得尽可能多的发动机输出，这意味着发动机开发的目标是将发动机的热效率提高到尽可能高的水平。为此，开发团队增加了涡轮增压器的尺寸，将压缩比提高到抗爆极限，同时寻找使发动机更稀薄燃烧的方法。

As for the hybrid system, in addition to efforts to reduce the size of the electric motor and increase the efficiency of the control system, improvements were also made on the high-power lithium-ion battery. To enable faster charging and discharging, the system voltage was increased, and resistance lowered, resulting in a system capable of maintaining a high level of performance even at higher temperatures. This also contributed to a big boost in battery durability.

混合动力系统方面，除了努力实现电动机的小型化和提高控制系统的效率外，还对高功率锂离子电池进行了改进。为了实现更快的充电和放电，系统电压增加，电阻降低，从而使系统即使在较高温度下也能保持高水平的性能。这也大大提高了电池的耐用性。

The WEC 2017 season that Toyota entered with its new TS050 HYBRID began with two wins in a row at the opening round and Round 2, and for the 24 Hours of Le Mans that was the team's biggest objective, it entered three TS050 HYBRIDs. In the Official Qualifying, the TS050 HYBRID recorded a circuit record with the fastest lap in Le Mans history to take pole position. From there, the team was ready to go for their long-awaited first overall win.

丰田以全新 TS050 HYBRID 参加的 WEC 2017 赛季以首轮和第 2 轮的两连胜开始，对于车队最大的目标——勒芒 24 小时耐力赛，它派出了三辆 TS050 HYBRID。在官方排位赛中，TS050 HYBRID 创下了勒芒历史上最快的单圈记录，获得了杆位。从那时起，车队就准备好了他们期待已久的第一场总冠军。

In the race, the TS050 HYBRIDs continued their dominance, taking the lead after the start and holding it for the first 10 hours. However, late in the night hour, the lead car suffered clutch trouble and had to drop out of the race. Then the 2nd car lost position due to front motor trouble, and when the 3rd car collided with another car and was unable to continue the race, Toyota's chances of a first win were dashed due to the chain of bad luck. In the world championship title race as well, despite three straight wins at the end of the season, the big failure at Le Mans kept the team from getting the title.

在比赛中，TS050 HYBRIDs 继续他们的统治地位，在开始后取得领先，并在前 10 小时内保持领先。然而，在深夜时分，领头的赛车发生了离合器故障，不得不退出比赛。然后第 2 辆车由于前电机故障而失去了位置，当第 3 辆车与另一辆车相撞而无法继续比赛时，丰田的首胜机会由于运气不佳而破灭。在世界锦标赛冠军争夺战中也是如此，尽管赛季末取得了三连胜，但在勒芒的重大失败使车队未能获得冠军。

Consecutive Wins at Le Mans Despite Heavy Handicap,

尽管有重差点，但在勒芒连续获胜，

and the World Title Too

世界冠军也是如此

From this year, FIA decided to change the WEC schedule to a Super Season spanning two years. The opening round of the series was at Spa-Francorchamps in May of 2018. Round 2 was the 24 Hours of Le Mans in June, and the final round was again at Le Mans in June of 2019. In this way, the unique 2018-2019 season had two 24 Hours of Le Mans races.

从今年开始，国际汽联决定将 WEC 赛程更改为为期两年的超级赛季。该系列赛的首轮比赛于 2018 年 5 月在斯帕-弗朗科尔尚举行。第 2 轮是 6 月的勒芒 24 小时耐力赛，最后一轮再次于 2019 年 6 月在勒芒举行。通过这种方式，独特的 2018-2019 赛季有两场勒芒 24 小时耐力赛。

When the team failed to get the win at Le Mans in 2017, Toyota's President Akio Toyoda encouraged everyone by saying, "We can't win Le Mans if we only care about making a fast car! What we do not have is strength. We are not a strong team!" To prepare for the 2018-2019 season, the team concentrated on measures to handle the even stricter fuel consumption limitations and achieving a higher level of maturation in the TS050 HYBRID's hybrid power train with its maximum output of 1,000 hp in order to ensure greater reliability.

当车队在 2017 年未能在勒芒获得胜利时，丰田总裁丰田章男鼓励大家说：“如果我们只关心制造一辆快车，我们就无法赢得勒芒！我们缺乏的是力量。我们不是一个强大的团队！为了准备 2018-2019 赛季，该团队专注于应对更严格的油耗限制的措施，并在 TS050 HYBRID 的混合动力系统（最大输出功率为 1,000 马力）中实现更高水平的成熟度，以确保更高的可靠性。

Under the 2018-2019 series regulations, non-hybrid cars were allowed approx. 69% more energy (max. fuel consumption per lap) than the hybrid cars. In the case of Le Mans with its Sarthe Circuit (13.6 km/lap), that meant the non-hybrid cars could use 210.9MJ of energy (approx. 5.2 kg/lap of fuel) while the TS050 HYBRID could only use 124.9MJ (approx. 3.1kg/lap).

根据 2018-2019 系列赛的规定，非混合动力汽车的能耗（每圈最大油耗）比混合动力汽车高出约 69%。以萨尔特赛道的勒芒（13.6 公里/圈）为例，这意味着非混合动力汽车可以使用 210.9MJ 的能量（约 5.2 公斤/圈燃料），而 TS050 HYBRID 只能使用 124.9MJ（约 3.1 公斤/圈）。

Also, the maximum allowable fuel flow rate to the engine for the TS050 HYBRID was 22.8g/sec. (equivalent to about 80.2 kg/hr.), while the non-hybrid cars were permitted a maximum fuel flow rate of 30.5g/sec. (equivalent to about 110 kg/hr.), and the limits on car weight were also stricter than the year before, with the non-hybrid cars allowed to be 45 kg lighter than the TS050 HYBRID.

此外，TS050 HYBRID 发动机的最大允许燃油流量为 22.8 克/秒（相当于约 80.2 公斤/小时），而非混合动力汽车的最大燃油流量为 30.5 克/秒（相当于约 110 公斤/小时），对汽车重量的限制也比前一年更严格。 非混合动力汽车允许比 TS050 混合动力车轻 45 公斤。

To tackle these new hurdles, the development team began reviews and revisions of every conceivable part and component of the machine, down to individual bolts, with a sharp eye for improving reliability, while also reducing the weight of the battery system, including the cooling system.

为了解决这些新障碍，开发团队开始审查和修改机器的每个可能零件和组件，包括单个螺栓，以敏锐的眼光提高可靠性，同时减轻电池系统的重量，包括冷却系统。

The battery of the TS050 HYBRID has an output of approx. 300kW, which is about 10 time the capacity of the one on the Prius (about 30kW), and for that reason it has greater heat output and thus needs efficient cooling. To achieve that, development efforts focused on the electrolytic solution and the material used for the cells in order to improve the battery's heat resistance and also simplify the cooling system to reduce the weight of the battery system overall, including the water-cooling device.

TS050 HYBRID 的电池输出功率约为 300kW，约为普锐斯电池容量（约 30kW）的 10 倍，因此它具有更大的热量输出，因此需要高效冷却。为了实现这一目标，开发工作集中在电解液和用于电池的材料上，以提高电池的耐热性并简化冷却系统，以减轻电池系统的整体重量，包括水冷装置。

As a result of these improvements, in the Official Qualifying for the Le Mans race the TS050 HYBRID swept the front row, and in the race, it was able to run at a pace about 2 sec. faster per lap than the competition and dominate the race from the start to a 1-2 finish. For Toyota, this long-awaited first overall win came after some 30 years since its first attempt. And, for a Japanese car, this was only the second Le Mans overall victory, but it was the first for a Japanese car driven by Japanese driver, and also the first 1-2 finish by cars from Japan.

由于这些改进，在勒芒比赛的官方排位赛中，TS050 HYBRID 横扫前排，在比赛中，它能够以每圈比竞争对手快约 2 秒的速度行驶，从起点到 1-2 秒结束比赛。对于丰田来说，期待已久的首次总冠军是在首次尝试大约 30 年后取得的。而且，对于日本赛车来说，这只是第二次勒芒总冠军，但这是日本车手驾驶的日本赛车的第一次胜利，也是日本赛车第一次获得 1-2 的成绩。

After continuing to win its way through the 2018-2019 season, the TS050 HYBRID was ready to take on the second 24 Hours of Le Mans, the final round of this Super Season. Once again, the performance of the TS050 HYBRID enabled it to dominate the race with the two cars leading in the battle for the lead. They went on that way to a 1-2 finish for the second straight time at Le Mans. Not only did the TS050 HYBRID record its second consecutive win but it also won the Drivers series championship title for the TS050 HYBRID drivers Sébastien Buemi, Kazuki Nakajima and Fernando Alonso Díaz, and the Team series championship title for Toyota to top off the long season with a perfect record.

在 2018-2019 赛季继续获胜后，TS050 HYBRID 已准备好参加第二场勒芒 24 小时耐力赛，即本届超级赛季的最后一轮比赛。TS050 HYBRID 的性能再次使其在比赛中占据主导地位，两辆车在争夺领先位置的争夺战中领先。他们在勒芒连续第二次以 1-2 的比分结束比赛。TS050 HYBRID 不仅取得了连续第二场胜利，而且还为 TS050 HYBRID 车手 Sébastien Buemi、Kazuki Nakajima 和 Fernando Alonso Díaz 赢得了车手系列赛冠军，并为丰田赢得了车队系列赛冠军，以完美的战绩结束了漫长的赛季。

Shooting for a Third Consecutive Wins at Le Mans

in the TS050 HYBRID's last season

在 TS050 HYBRID 的最后一个赛季中争取在勒芒连续第三次获胜

After having won consecutive victories at the 24 Hours of Le Mans in 2018 and 2019, the TS050 HYBRID underwent further development to make its systems and components even more polished and mature for the 2019-2020 season. Improvements were made to things like the material used for the cells and the electrolytic solution of the high-power lithium battery in order to lengthen the time that the hybrid boost could be used to the very end of the races, while also reducing battery deterioration in use and thus improve reliability. Regarding the engine itself, the same basic specification was adopted for the new season, while adding some changes to reduce the various types of friction. Meanwhile, in the area of aerodynamics, review and revision of the design of the car's front end led to adoption of a high nose and implanted side-view mirrors. The combination of reduced air resistance and improved down-force further increased the car's competitiveness.

在 2018 年和 2019 年勒芒 24 小时耐力赛中连续获胜后，TS050 HYBRID 进行了进一步开发，使其系统和组件在 2019-2020 赛季更加完善和成熟。对电池材料和大功率锂电池的电解液等进行了改进，以延长混合动力增压的使用时间到比赛的最后阶段，同时减少电池在使用中的劣化，从而提高可靠性。关于发动机本身，新赛季采用了相同的基本规格，同时增加了一些变化以减少各种类型的摩擦。同时，在空气动力学领域，对汽车前端设计的审查和修订导致采用了高鼻子和植入式后视镜。降低空气阻力和改进的下压力相结合，进一步提高了汽车的竞争力。

The 2019-2020 season began with the opening round in August of 2019, but the later advent of the coronavirus (COVID-19) pandemic led to rescheduling of the later rounds, with the 24 Hours of Le Mans scheduled to take place in September, while the series' final round in Bahrain was scheduled for November.

2019-2020 赛季从 2019 年 8 月的首轮比赛开始，但后来冠状病毒 （COVID-19） 大流行的出现导致后来的几轮比赛重新安排，勒芒 24 小时耐力赛定于 9 月举行，而该系列赛在巴林的最后一轮定于 11 月举行。

While the technical regulations regarding performance adjustments (Balance　of Performance) (BOP) for the hybrid and non-hybrid cars remained the same as those for the 2018-2019 season, the decision was made to add Success Handicap adjustments based on series points won up until the previous race for each car. However, all success handicaps would be eliminated for the 24 Hours of Le Mans race.

虽然混合动力和非混合动力汽车的性能调整（性能平衡）（BOP） 的技术规定与 2018-2019 赛季相同，但决定根据每辆车在上一场比赛之前赢得的系列积分增加成功让分调整。但是，勒芒 24 小时耐力赛的所有成功障碍都将被消除。

After the opening round and Round 2 of this season ended in 1-2 finishes for Toyota, the team then went into the subsequent races with the largest Success Handicaps, and this disadvantage resulted in non-hybrid cars winning rounds 3 and 5. However, the team came back to win two more 1-2 finishes in Round 4 and Round 6. Then for the 2020 24 Hours of Le Mans race held in September, car No. 7 won pole position in the qualifying. Despite a 30-minute delay in the race to repair machine trouble, No. 7 came back to finish the race in 3rd place. Car No. 8 then took over the lead after No. 7's delay and went on to bring Toyota its third consecutive win at Le Mans. In the final round of the season, the team scored its fifth 1-2 finish of the season. Due to the new technical regulation to be adopted in the 2021 season, this was the final WEC race for the TS050 HYBRID. In this way, its final season fulfilled Toyota's pre-season goals of winning a third consecutive victory at Le Mans and double titles for the Drivers and Team championships.

在本赛季的首轮和第 2 轮以 1-2 的成绩结束之后，该车队以最大的成功让分进入随后的比赛，这一劣势导致非混合动力汽车赢得了第 3 轮和第 5 轮。然而，该车队在第 4 轮和第 6 轮中又赢得了两个 1-2 的成绩。然后在 9 月举行的 2020 年勒芒 24 小时耐力赛中，7 号赛车在排位赛中获得了杆位。尽管修复机器故障的比赛延迟了 30 分钟，但 7 号还是回来了，以第 3 名的成绩完成了比赛。8 号车随后在 7 号车延迟后取得领先，并继续为丰田带来勒芒三连胜。在本赛季的最后一轮中，球队取得了本赛季的第五个 1-2 结束。由于 2021 赛季将采用新的技术规则，这是 TS050 HYBRID 的最后一场 WEC 比赛。通过这种方式，它的最后一个赛季实现了丰田的季前赛目标，即在勒芒连续第三次获胜，并获得车手和车队锦标赛的双冠王。

For the 2021 season, TOYOTA GAZOO Racing has already announced that it will compete with a hybrid prototype car, or a so-called "hypercar," based on the new "GR Super Sport" [tentative name] currently under development toward a production model. This marks a new challenge to further build on the THS-R technology accumulated during the development of the TS050 HYBRID.

对于 2021 赛季，TOYOTA GAZOO Racing 已经宣布，它将与混合动力原型车或所谓的“超级跑车”竞争，该原型车基于目前正在开发的新“GR Super Sport”[暂定名称]，面向量产车型。这标志着在 TS050 HYBRID 开发过程中积累的 THS-R 技术的基础上进一步发展的新挑战。

GR010 HYBRID Triumphs as First Le MansGR010 HYBRID

成为第一届勒芒冠军

Hypercar Class Title WinnerHypercar

组别冠军得主

For the 2021 FIA World Endurance Championship (WEC) series, the technical regulations underwent a major revision that replaced the existing LMP1 class with a new Le Mans Hypercar (LMH) class as the championship’s pinnacle class. Working from the base of hybrid car technologies garnered from TS050 HYBRID that had won three consecutive victories at the famed 24 Hours of Le Mans, TOYOTA GAZOO Racing developed a new machine in accordance with the new LMH class regulation. Dubbed the GR010 HYBRID, it was entered from the opening round of the 2021 season. From there, the GR010 HYBRID went on to win the first three rounds of that season before entering the fourth round, the 24 Hours of Le Mans.

对于 2021 年国际汽联世界耐力锦标赛 （WEC） 系列赛，技术规则进行了重大修订，用新的勒芒超级跑车 （LMH） 级别取代了现有的 LMP1 级别，作为锦标赛的巅峰级别。TOYOTA GAZOO Racing 以在著名的勒芒 24 小时耐力赛中连续三场获胜的 TS050 HYBRID 混合动力汽车技术为基础，根据新的 LMH 级别规则开发了一款新机器。被称为 GR010 HYBRID，它从 2021 赛季的首轮比赛开始进入。从那时起，GR010 HYBRID 继续赢得了该赛季的前三轮比赛，然后进入了第四轮勒芒 24 小时耐力赛。

There, the GR010 HYBRID car No. 7 won pole position in the official qualifying. Also, the No. 8 car qualified 2nd to give the GR010 HYBRID both spots on the front row of the starting grid going into the race.

在那里，GR010 HYBRID 的 7 号赛车在官方排位赛中获得了杆位。此外，8 号赛车获得第二名，使 GR010 HYBRID 在比赛开始前排占据了起跑线的前排位置。

The race began under a strong rainfall. Just after the start, car No. 8 was hit by another car on the wet track, which dropped it back in the field. Meanwhile, car No. 7 was also hampered by a punctured tire. Nonetheless, given their dependable speed, both GR010 HYBRIDs were able to move up through the field, and as the race entered its second half, car No. 7 had taken the lead, while No. 8 had recovered from its early loss of ground to move into 2nd position, thus giving them a 1-2 lead.

比赛在强降雨中开始。刚开始，8 号车在湿滑的赛道上被另一辆车撞到，这辆车又掉回了场地。与此同时，7 号车也因轮胎刺破而受到阻碍。尽管如此，由于速度可靠，两辆GR010 HYBRID都能够在赛场上向上移动，比赛进入下半场时，7号车取得了领先，而8号车则从早期的失地中恢复过来，升至第2位，以1-2领先。

However, with about eight hours left in the race, the leading car No. 7 developed a problem in its fuel system that caused the fuel pressure to drop. In fact, the same problem had developed in car No. 8, which caused the team to shorten the first stint by one lap and gather data from both cars in search of a solution. Based on their findings, the pit engineers radioed the drivers out on the track and gave them detailed instructions for setting adjustments to deal with the problem, which enabled the two cars to maintain their positions in 1st and 2nd places.

然而，在比赛还剩大约 8 小时时，领先的 7 号车的燃油系统出现了问题，导致燃油压力下降。事实上，8 号赛车也出现了同样的问题，这导致车队将第一阶段缩短了一圈，并从两辆车收集数据以寻找解决方案。根据他们的发现，维修站工程师通过无线电向赛道上的车手发送消息，并向他们提供了详细的设置调整说明以解决问题，从而使两辆车能够保持第 1 名和第 2 名的位置。

As a result, car No. 7 managed—although with some difficulty—to hold onto the lead until the finish. With this, the team’s three drivers, Mike Conway, Kamui Kobayashi and José María López, who despite showing consistently fast speed had not yet been able to successfully win a race at Le Mans, finally were rewarded with their long-awaited first win. Also, for the team this marked their fourth straight victory at the 24 Hours of Le Mans, as well as assuring them a place in WEC history as the first winners of the new LMH class. Car No. 8 was able to finish the race in 2nd place and rendezvous with car No. 7 to take a ceremonious checkered flag together.

结果，7 号车尽管有些困难，但还是设法保持领先优势直到终点。就这样，车队的三名车手 Mike Conway、Kamui Kobayashi 和 José María López 尽管表现出始终如一的快速速度，但尚未能够在勒芒成功赢得比赛，最终获得了他们期待已久的首场胜利。此外，对于车队来说，这标志着他们在勒芒 24 小时耐力赛上的四连胜，并确保了他们作为新 LMH 组别的第一批获胜者在 WEC 历史上占有一席之地。8 号车以第二名的成绩完成比赛，并与 7 号车会合，共同夺得了隆重的方格旗。