トヨタ、世界初「超電導液体水素ポンプ」搭載の液体水素GRカローラで富士24時間参戦 ガソリン車並みの航続距離実現へ 鉄道総研と協力しリニアモーター導入も

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Superconducting Pumps and the 300-Liter Tank

The core of Toyota’s latest effort is the integration of a superconducting liquid hydrogen pump, a technology Car Watch reports was developed in collaboration with Kyoto University. The system operates at -253 degrees Celsius, a temperature extreme that allows Toyota to utilize superconducting phenomena—the same physics powering MRI machines and maglev trains—to create a smaller and more efficient motor. This reduction in hardware size provides a direct benefit to vehicle packaging. By shrinking the pump and moving the motor and pump inside the fuel tank, Toyota increased the liquid hydrogen tank capacity from 220 liters to 300 liters. The internal placement of these components does more than just save space. It lowers the vehicle’s center of gravity, which theoretically enhances overall athletic performance on the track. This 26-series liquid hydrogen GR Corolla also features an 8-speed automatic transmission (DAT), signaling a move toward more conventional, high-performance drivetrain configurations.

The Road to Gasoline-Equivalent Range

The pursuit of endurance is a matter of incremental gains. Since 2021, Toyota has used the Super Taikyu series as a laboratory to solve the inherent storage and range issues of hydrogen. The progress is visible in the lap counts at Fuji Speedway:

• 2021–2022: Gaseous hydrogen (using four MIRAI high-pressure tanks) achieved roughly 12 laps (approximately 54km).
• 2023: The shift to liquid hydrogen increased range to approximately 20 laps (approximately 91km).
• 2024: The introduction of Japan’s first oval liquid hydrogen tank expanded capacity to 220L, extending range to approximately 30 laps (approximately 136km).
• 2026: The current 300L superconducting system aims for a range comparable to gasoline-powered cars.

Early iterations were plagued by logistical hurdles. According to the au Web Portal, initial gaseous hydrogen setups required mobile filling stations that were too large for the pits, forcing teams to use parking lots for refueling. The transition to liquid hydrogen and more efficient tank shapes has finally allowed for pit-lane refueling similar to that of gasoline vehicles.

Hydrogen Combustion vs. Fuel Cell Strategy

This project is a loud declaration of Toyota’s multi-pathway strategy. While fuel cell electric vehicles (FCEVs) are more common in the public consciousness, the hydrogen internal combustion engine (H2 ICE) offers a different set of advantages. Because the H2 ICE system is simpler than an FCEV, it has the potential to be cheaper to produce. More importantly, it preserves the sensory experience of driving—the sound and vibration of a combustion engine—that enthusiasts demand. There is also a significant industrial dimension to this bet. As Yahoo News highlights, this technology allows Toyota to utilize a century of accumulated engine expertise and existing parts factories. For the thousands of engineers and factory workers specialized in internal combustion, the H2 ICE represents a viable path forward in a carbon-neutral era. The symbolic weight of this effort is underscored by the driver lineup. The #32 TGRR GR Corolla H2 concept will be driven by Akio Toyoda, known as Morizo, along with four other drivers.

From Fuji to the Le Mans 24 Hours

Toyota is not limiting its hydrogen experiments to Japan. The company is expanding its testing to the highest levels of global endurance racing. The dMenu news service reports that Toyota Racing will conduct demonstration runs of the TR LH2 Racing Prototype during the Le Mans 24 Hours. These runs are scheduled for June 11 and June 13 at the Circuit de la Sarthe. While the prototype uses the same chassis as the TR010 HYBRID, it swaps the hybrid powertrain for a liquid hydrogen combustion engine. This marks the first time a hydrogen-powered prototype car will be showcased on a circuit in this capacity, moving the technology from the regional Super Taikyu series to the world stage of the World Endurance Championship (WEC) environment. The trajectory is clear: Toyota is treating the race track as a high-stress validator for a future where the internal combustion engine survives by changing its fuel. By solving the pump efficiency and storage problems now, the company is attempting to bridge the gap between the emotional appeal of the engine and the necessity of zero emissions.