Patent Publication Number: US-2009236435-A1

Title: Warming-up system for vehicle

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     The present disclosure relates to subject matter contained in Japanese Patent Application No. 2008-071037, filed on Mar. 19, 2008, the disclosure of which is expressly incorporated herein by reference in its entirety. 
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention relates to a warming-up system for vehicle provided with a heat storage device capable of carrying out early warming-up of an internal combustion engine, a transmission and the like or immediate heating of an inside of a vehicle. 
     2. Description of the Related Art 
     Heretofore, as shown in Japanese Patent Application Publication No. 10-71837 and 2002-39335 (hereinafter, respectively referred to as “Patent Document 1” and “Patent Document 2”), for example, it is known a warming-up system for vehicle provided with a heat storage device that carries out warming-up of an internal combustion engine (hereinafter, referred to as an “engine”) or an automatic transmission by means of heat storage. A heat storage device (heat storage tank) disclosed in Patent Document 1 uses cooling water for the engine as a heat storage medium. In the heat storage device, a heat storage medium is housed in a container having high adiabaticity. Further, a heat storage device disclosed in Patent Document 2 has a structure wherein a passage in which hydraulic oil for an automatic transmission flows is covered with a heat storage medium layer made of a high heat-capacity material such as ceramic and magnesium oxide. By using the warming-up system provided with such a heat storage device, it is possible to effectively carry out early warming-up of the engine or the automatic transmission at the starting of a vehicle or immediate heating of the inside of the vehicle. 
     Now, in the warming-up system disclosed in Patent Document 1, in addition to the above heat storage device, a so-called heat exchanger for warming up a drive system, which carries out heat exchange between hydraulic oil for the automatic transmission and cooling water for the engine, and a heater core of an in-vehicle heating apparatus are provided separately. Thus, there have been a problem that the number of parts for the overall warming-up system becomes large and a problem that its structure becomes complicated and gets bigger, thereby increasing costs thereof. This causes obstruction to compactification and weight saving of a vehicle. 
     Further, the heat storage device disclosed in Patent Document 1 uses cooling water for the engine as the heat storage medium. However, in the case where temperature of the cooling water is lowered, heat storage cannot be held and stored heat is released to the outside. For that reason, in order to prevent the stored heat from escaping to the outside of the device, there is need to cause a container receiving the heat storage medium to have high adiabaticity. However, there has been a fear that this causes complicated of a structure of the heat storage device, whereby the device becomes a large scale and it leads to high production costs and increase in weight. 
     SUMMARY OF THE INVENTION 
     The present invention is made in view of the above points, and it is an object of the present invention to provide a warming-up system for vehicle capable of effectively carrying out early warming-up of a warming-up target and/or immediate heating of an inside of a vehicle while achieving simplification, miniaturization and weight saving of a structure thereof. 
     In order to achieve the above object, a warming-up system for vehicle ( 1 ) according to the present invention includes a heat storage device ( 10 ) having a heat storage element ( 20 ). 
     The warming-up system for vehicle also includes a plurality of warming-up targets including at least a first warming-up target ( 30 ,  44 ) and a second warming-up target ( 40 ). 
     The warming-up system for vehicle also includes a first heat transfer medium circuit ( 31 ) for causing a first heat transfer medium to circulate through the heat storage device ( 10 ), the first heat transfer medium flowing into the first warming-up target ( 30 ,  44 ). 
     The warming-up system for vehicle also includes a second heat transfer medium circuit ( 41 ) for causing a second heat transfer medium to circulate through the heat storage device ( 10 ), the second heat transfer medium flowing into the second warming-up target ( 40 ). 
     In this case, the heat storage device ( 10 ) includes a first chamber ( 15 ,  75 ) in communication with the first heat transfer medium circuit ( 31 ), a second chamber ( 16 ,  76 ) in which the heat storage element ( 20 ) is arranged, and a third chamber ( 17 ,  77 ) in communication with the second heat transfer medium circuit ( 41 ), and heat exchange can be carried out among the first heat transfer medium of the first chamber ( 15 ,  75 ), the heat storage element ( 20 ) of the second chamber ( 16 ,  76 ) and the second heat transfer medium of the third chamber ( 17 ,  77 ). 
     In this regard, reference numerals in parenthesis here are shown as one example of the present invention to indicate reference numerals of corresponding components of embodiments (will be described later). 
     According to the warming-up system for vehicle of the present invention, the warming-up system includes the heat storage device having the first chamber in communication with the first heat transfer medium circuit, the second chamber in which the heat storage element is arranged, and the third chamber in communication with the second heat transfer medium circuit. Thus, it is possible to integrate both the heat storage device and the heat exchanger, which have been provided separately heretofore, into a single device. Therefore, this makes it possible to reduce the number of parts of the warming-up system, and to achieve simplification and miniaturization of the warming-up system. Further, it is possible to achieve compactification and weight saving of the vehicle. Moreover, it is possible to carry out both warming-up using heat storage and warming-up using heat exchange between the first heat transfer medium and the second heat transfer medium with a single heat storage device. Therefore, it is possible to effectively carry out early warming-up of the warming-up target. 
     Further, in the above warming-up system for vehicle, it is preferable that the first warming-up target is an engine ( 30 ) and the first heat transfer medium circuit is a cooling water circuit ( 31 ) for causing cooling water for the engine ( 30 ) as the first heat transfer medium to circulate through the heat storage device ( 10 ), and that the second warming-up target is a transmission ( 40 ) and the second heat transfer medium circuit is a hydraulic oil circuit ( 41 ) for causing hydraulic oil for the transmission ( 40 ) as the second heat transfer medium to circulate through the heat storage device ( 10 ). Alternatively, the first warming-up target may be a heating apparatus ( 44 ) for heating an inside of a vehicle and the first heat transfer medium circuit may be a cooling water circuit ( 31 ) for causing cooling water for an engine ( 30 ) of the vehicle as the first heat transfer medium to circulate through the heat storage device ( 10 ), and the second warming-up target may be a transmission ( 40 ) and the second heat transfer medium circuit may be a hydraulic oil circuit ( 41 ) for causing hydraulic oil for the transmission ( 40 ) as the second heat transfer medium to circulate through the heat storage device ( 10 ). 
     Further, in the above warming-up system for vehicle, it is preferable that the heat storage element ( 20 ) is composed of a latent heat storage medium that allows heat storage at a supercooled state, and that the heat storage device includes a release device ( 25 ) for releasing the supercooled state of the heat storage element ( 20 ). Thus, even though it becomes a freezing point or lower, a liquid heat storage medium does not become solidified and can be in a supercooled state while keeping the heat storage. Therefore, if outside temperature is lowered, it can keep the heat storage. In addition, if it has been left for a long time, it can keep the heat storage stably. Thus, it is possible to simplify a heat-insulating structure of a heat storage medium container. Further, since the heat storage medium can be heated at desired timing by releasing the supercooled state by means of the release device, it is possible to carry out early warming-up of a target apparatus and immediate heating of the inside of the vehicle more effectively. Alternatively, in the above heat storage device, the heat storage element may be made of a chemical heat storage medium ( 21 ) capable of absorption and release of heat by chemical change, and the heat storage device ( 10 ) may include a chemical change inducing section ( 23 ) for causing the heat storage element ( 21 ) to induce chemical change. 
     Further, it is preferable that the warming-up system for vehicle further includes a control section ( 50 ) for controlling a warming-up operation to the first or second warming-up target ( 30 ,  44 ,  40 ), and that the control section ( 50 ) determines whether warming-up for the first or second warming-up target ( 30 ,  44 ,  40 ) is required or not when the control section ( 50 ) receives an instruction of warming-up for the first or second warming-up target ( 30 ,  44 ,  40 ). In this case, in the case where warming-up is not required, the control section ( 50 ) prohibits or suppresses the warming-up operation to the first or second warming-up target ( 30 ,  44 ,  40 ). Further, it is preferable that the control section ( 50 ) determines whether the warming-up for the first or second warming-up target ( 30 ,  44 ,  40 ) is required or not on the basis of at least one of temperature of the first heat transfer medium and temperature of the second heat transfer medium. 
     Alternatively, the warming-up system for vehicle may further include: an electric pump ( 42 ) for causing the first or second heat transfer medium to circulate, the electric pump ( 42 ) being installed in the first or second heat transfer medium circuit ( 31 ,  41 ); a control section ( 50 ) for controlling a warming-up operation to the first or second warming-up target ( 30 ,  44 ,  40 ); and a remotely instructing section ( 53 ) capable of remotely instructing the control section ( 50 ) from the outside of a vehicle. In this case, when the control section ( 50 ) receives the instruction of warming-up for the first or second warming-up target ( 30 ,  44 ,  40 ) from the remotely instructing section ( 53 ), the control section ( 50 ) activates the electric pump ( 42 ) and causes the release device ( 25 ) to release the supercooled state of the heat storage element ( 20 ). 
     Further, in the heat storage device of the above warming-up system for vehicle, it is preferable that the second chamber ( 16 ,  76 ) is adjacent to the third chamber ( 17 ,  77 ) and the third chamber ( 17 ,  77 ) is adjacent to the first chamber ( 15 ,  75 ). This makes it possible to carry out heat exchange directly between the heat storage element and the second heat transfer medium (hydraulic oil), and to carry out heat exchange directly between the first heat transfer medium (cooling water) and the second heat transfer medium (hydraulic oil). Therefore, not only heat generated in the heat storage element, but also heat generated in the internal combustion engine can be used for warming-up of a drive system effectively. 
     Alternatively, in the heat storage device of the above warming-up system for vehicle, the first chamber ( 15 ) may be adjacent to the second chamber ( 16 ) and the second chamber ( 16 ) may be adjacent to the third chamber ( 17 ). This makes it possible to carry out heat exchange directly between the heat storage element and the first heat transfer medium (cooling water), and to carry out heat exchange directly between the heat storage element and the second heat transfer medium (hydraulic oil). Therefore, since heat generated in the heat storage element can be supplied to both the first and second heat transfer medium (cooling water and hydraulic oil) effectively, it is possible to effectively carry out early warming-up of the internal combustion engine and the transmission. 
     Further, a heater core ( 45 ) of a heating apparatus ( 44 ) for heating the inside of a vehicle using heat of the first or second heat transfer medium may be placed at a downstream side of the heat storage device ( 10 ) in the first or second heat transfer medium circuit ( 31 ,  41 ). This makes it possible to achieve heating of the inside of the vehicle using the first heat transfer medium (cooling water) heated with the heat storage of the heat storage element. Further, according to this warming-up system, the first heat transfer medium (cooling water) derived from the heat storage device can be sent to the heating apparatus by means of the first heat transfer medium circuit (cooling water circuit), and the second heat transfer medium (hydraulic oil) derived from the heat storage device can be sent to the transmission by means of the second heat transfer medium circuit (hydraulic oil circuit). Therefore, it is possible to carry out in-vehicle heating and warming-up of the transmission using heat storage of the heat storage element at the same time. 
     Alternatively, the heat storage device ( 10 ) may be constructed integrally with the heater core ( 45 ) of the heating apparatus ( 44 ) for heating the inside of the vehicle. Thus, by integrating the heat storage device with the heater core of the heating apparatus, it is possible to achieve reduction of the number of parts, miniaturization and weight saving of the device. Further, by using heat storage of the heat storage element, in-vehicle heating can be carried out independent of temperature of the first heat transfer medium (cooling water). Therefore, it is possible to carry out immediate heating of the inside of the vehicle even before or right after starting of the internal combustion engine. 
     According to the warming-up system for vehicle of the present invention, it is possible to effectively carry out early warming-up of a warming-up target and immediate heating of the inside of the vehicle while achieving simplification of a structure, miniaturization and weight saving of the heat storage device. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The foregoing and other objects, features and advantages of the present invention will become more readily apparent from the following detailed description of preferred embodiments of the present invention that proceeds with reference to the appending drawings: 
         FIG. 1  is a schematic view showing a constituent example of a warming-up system for vehicle according to a first embodiment of the present invention; 
         FIG. 2  is a view showing a constituent example of an electronically-controlled thermostat valve; 
         FIG. 3A  is an exploded perspective view showing a constituent example of a heat storage device, and  FIG. 3B  is a sectional view taken along the line A-A of  FIG. 3A ; 
         FIG. 4  is a schematic view showing other constituent example of the heat storage device; 
         FIG. 5  is a view showing a constituent example of a nucleation device; 
         FIG. 6  is a view showing a constituent example of a heat storage device provided with a chemical heat storage medium; 
         FIG. 7  is a graph showing a timing chart of an operation mode of the warming-up system; 
         FIG. 8  is a main flowchart showing control procedures of the warming-up system; 
         FIG. 9  is a flowchart for explaining operation mode switching procedures; 
         FIG. 10  is a flowchart for explaining procedures of Mode  0 ; 
         FIG. 11  is a flowchart for explaining procedures of Mode  1 ; 
         FIG. 12  is a flowchart for explaining procedures of Mode  2 ; 
         FIG. 13  is a flowchart for explaining procedures of Mode  3 ; 
         FIG. 14  is a schematic view showing a constituent example of a warming-up system for vehicle according to a second embodiment of the present invention; 
         FIG. 15  is a perspective view showing a constituent example of a heat storage device of the second embodiment; 
         FIG. 16  is an exploded perspective view showing a constituent example of the heat storage device of the second embodiment; and 
         FIG. 17A  is a sectional view taken along the line C-C of  FIG. 15 , and  FIG. 17B  is a partially enlarged view of a heat exchange and heat storage tube. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. 
     First Embodiment 
       FIG. 1  is a schematic view showing a constituent example of a warming-up system for vehicle provided with a heat storage device according to a first embodiment of the present invention. A warming-up system for vehicle  1  includes a heat storage device  10 , a cooling water circuit (first heat transfer medium circuit)  31  and a hydraulic circuit (second heat transfer medium circuit)  41 . The heat storage device  10  has a heat storage medium (heat storage element)  20 . The cooling water circuit  31  causes cooling water (LLC: long life coolant, first heat transfer medium) for an engine (first warming-up target)  30  to circulate through the heat storage device  10  and a heater core  45  of an in-vehicle heating apparatus  44 . The hydraulic circuit  41  causes hydraulic oil (ATF: automatic transmission fluid, second heat transfer medium) for an automatic transmission (AT, second warming-up target)  40  to circulate through the heat storage device  10 . The cooling water circuit  31  is derived from a water jacket (not shown in the drawings) formed in the engine  30 , is in communication with the heat storage device  10 , passes through the heater core  45  at a downstream side of the heat storage device  10 , and is again introduced into the water jacket of the engine  30 . A cooling water pump  32  is placed at a position just before a position where the cooling water circuit  31  is introduced into the engine  30 . The cooling water pump  32  is adapted to drive in conjunction with rotation of a crank shaft (not shown in the drawings) of the engine  30 . Further, a hydraulic oil pump (electric pump)  42  for causing the hydraulic oil to circulate and an oil temperature sensor  43  for detecting temperature of the hydraulic oil are installed in the hydraulic circuit  41 . Although detailed configuration will be described later, the heat storage device  10  includes a first chamber  15  in communication with the cooling water circuit  31 , a second chamber  16  in which the heat storage medium  20  is placed, and a third chamber  17  in communication with the hydraulic circuit  41 . 
     Although detailed illustration is omitted, the heater core  45  is placed in an air induction duct facing the inside of a vehicle. A blower fan  46  for fanning the heater core  45  is built into the air induction duct. An electronic control unit (hereinafter, referred to as “ECU”, or control section)  50  is adapted to control operation of the blower fan  46 . A blower duct in communication with the inside of the vehicle is provided at a blower downstream side of the heater core  45 . 
     Further, a heating switch  51  for heating the inside of the vehicle and a defroster switch  55  for blowing warm air from a defroster outlet are provided on a control panel (not shown in the drawings) in the vehicle. An ON/OFF signal of each of the heating switch  51  and the defroster switch  55  is outputted to the ECU  50 . Therefore, the blower fan  46  operates in accordance with the ON signal of the heating switch  51  or the defroster switch  55 . The blower fan  46  is adapted to send air in the vehicle drawn through the air induction duct to the inside of the vehicle from the blower duct through the heater core  45  again. Further, the warming-up system  1  includes an outside temperature sensor  54  for detecting outside temperature. A detected signal of the outside temperature sensor  54  is outputted to the ECU  50 . An operational signal for an ignition switch (hereinafter, referred to as “IG switch”)  56  is sent to the ECU  50 . 
     A switching valve (on-off valve)  33  is placed between the heat storage device  10  in the cooling water circuit  31  and the heater core  45 . The switching valve  33  switches opening and closing of the cooling water circuit  31 . Opening and closing of the switching valve  33  are controlled in accordance with a signal from the ECU  50 . Hereinafter, a state where the witching valve  33  is turned OFF indicates a state where the switching valve  33  is opened to cause the cooling water to flow into the heat storage device  10  and the heater core  45 , and a state where the switching valve  33  is turned ON indicates a state where the switching valve  33  is closed to cause the cooling water not to flow into the heat storage device  10  and the heater core  45 . 
     Further, a radiator circuit (a circuit for a radiator)  35  for causing the cooling water for the engine  30  to circulate through a radiator  47  is provided in the warming-up system for vehicle  1 . The radiator circuit  35  is derived from the water jacket of the engine  30 , and joins an upstream side of the cooling water pump  32  in the cooling water circuit  31 . A bypass passage  35   b  for bypassing the radiator  47  and a main passage  35   a  in communication with the radiator  47  is provided in the radiator circuit  35 . An electronically-controlled thermostat valve (three-way valve)  37  is placed at a meeting point of a downstream side of the radiator  47  between the bypass passage  35   b  and the main passage  35   a . An opening/closing direction of the electronically-controlled thermostat valve  37  is controlled in accordance with a signal from the ECU  50 . Further, a water temperature sensor  38  for detecting temperature of the cooling water is installed in the radiator circuit  35 . The signal detected by the water temperature sensor  38  is adapted to be outputted to the ECU  50 . 
       FIG. 2  is a view showing a constituent example of the electronically-controlled thermostat valve  37 . Hereinafter, a state where the electronically-controlled thermostat valve  37  is turned OFF indicates a state shown in  FIG. 2A , that is, a state where the main passage  35   a  is opened and the bypass passage  35   b  is closed, and a state where the electronically-controlled thermostat valve  37  is turned ON indicates a state shown in  FIG. 2B , that is, a state where the main passage  35   a  is closed and the bypass passage  35   b  is opened. 
     In the case where the temperature of the cooling water detected by the water temperature sensor  38  is lower than predetermined temperature (for example, 100° C.), the ECU  50  controls the cooling water not to flow into the radiator  47  by turning the electronically-controlled thermostat valve  37  ON. On the other hand, in the case where the temperature of the cooling water becomes predetermined temperature (for example, 110° C.) or higher, the ECU  50  controls to introduce the cooling water to the radiator  47  by turning the electronically-controlled thermostat valve  37  OFF. 
     A receiving device  52  capable of communicating with an external device by wireless is connected to the ECU  50 . Thus, the ECU  50  is adapted to be able to remotely receive an ON/OFF signal of a warm-up switch  53   a  provided in an engine start key (remotely instructing section)  53 . Therefore, in the case where a driver or a passenger operates the warm-up switch  53   a  of the engine start key  53  outside the vehicle, the signal from the engine start key  53  is received via the receiving device  52  by the ECU  50 , and the ECU  50  can issue a warm-up instruction to the warming-up system  1 . 
       FIG. 3  is a view showing a detailed configuration of the heat storage device  10 .  FIG. 3A  is an exploded perspective view thereof and  FIG. 3B  is a sectional view taken along the line A-A of  FIG. 3A . The heat storage device  10  has a triplex structure including a case  11  composed of a longitudinal tubular element, an intermediate member  12  provided inside the case  11  and composed of a tubular element having a smaller diameter than that of the case  11 , and a partition member  13  provided inside the intermediate member  12 . The partition member  13  has a plurality of fins  13   a . Each of the fins  13   a  has a plate-like shape extending along a longitudinal direction of the case  11 . The fins  13   a  are arranged in a horizontal direction (lateral direction) thereof at predetermined intervals. As shown in  FIG. 3B , a gap  13   b  in communication with the outside of the partition member  13  is provided between the two adjacent fins  13   a . A space between the case  11  and the intermediate member  12  constitutes the first chamber  15  into which the cooling water for the engine  30  is introduced. A space between the intermediate member  12  including the gaps  13   b  of the fins  13   a  and the partition member  13  constitutes the third chamber  17  into which the hydraulic oil for the automatic transmission  40  is introduced. The inside of the partition member  13  constitutes the second chamber  16  in which the heat storage medium  20  is filled at a sealed state. 
     Cover members  14   a ,  14   b  are attached to openings provided at upper and lower ends of the case  11 . A hydraulic oil inlet  17   a  for introducing the hydraulic oil into the third chamber  17  is provided on the cover member  14   a  of the lower end. A hydraulic oil outlet  17   b  for deriving the hydraulic oil therefrom is provided on the cover member  14   b  of the upper end. Further, a cooling water inlet  15   a  for introducing the cooling water into the first chamber  15  is provided on a side surface near the upper end of the case  11 . A cooling water outlet  15   b  for deriving the cooling water therefrom is provided on the side surface near the lower end of the case  11 . 
     In this heat storage device  10 , the second chamber  16  and the third chamber  17  are arranged to be adjacent to each other, and the third chamber  17  and the first chamber  15  are arranged to be adjacent to each other. Therefore, heat exchange can be carried out directly between the heat storage medium  20  in the second chamber  16  and the hydraulic oil in the third chamber  17 , and heat exchange can be carried out directly between the hydraulic oil in the third chamber  17  and the cooling water in the first chamber  15 . In this regard, heat exchange can also be carried out between the cooling water in the first chamber  15  and the heat storage medium  20  in the second chamber  16  indirectly via the hydraulic oil in the third chamber  17 . 
       FIG. 4  is a schematic view showing other constituent example of the heat storage device  10 . In a heat storage device  10  shown in  FIG. 4 , a first chamber  15  and a second chamber  16  are arranged to be adjacent to each other, and the second chamber  16  and a third chamber  17  are arranged to be adjacent to each other. The heat storage device  10  can be configured in such a manner. This makes it possible to heat exchange directly between the cooling water and the heat storage medium  20 , and to heat exchange directly between the hydraulic oil and the heat storage medium  20 . Therefore, heat storage of the heat storage medium  20  allows both the hydraulic oil and the cooling water to be directly heated. In this case, heat exchange can also be carried out between the cooling water in the first chamber  15  and the hydraulic oil in the third chamber  17  indirectly via the heat storage medium  20  in the third chamber  17 . 
     The case  11  has durability such as corrosion prevention against the cooling water, and is made of a material having good adiabaticity, for example, a metallic material such as copper, aluminum and stainless. In this case  11 , a vacuum heat-insulating layer may be formed therein because adiabaticity thereof is improved, but illustration of the layer is omitted. Further, each of the intermediate member  12  and the partition member  13  has durability against the cooling water, the hydraulic oil and the heat storage medium  20 , and may be made of a material having relatively higher thermal conductivity, for example, a metallic material such as stainless. 
     The heat storage medium  20  is a latent heat storage medium capable of heat storage at a supercooled state, and has a property that it remains a liquid form and does not become solidified even when it becomes a freezing point or lower. A heat storage medium made of sodium acetate hydrate is mentioned as the heat storage medium  20 , for example. Sodium acetate hydrate can generate heat when it returns to an equilibrium state to be solidified by release of a supercooled state by means of a release device (will be described later), and can thereby heat other medium having low temperature. 
     A release device (hereinafter, referred to as a “nucleation device”)  25  for releasing a supercooled state of the heat storage medium  20  is placed in the heat storage medium  20  in the second chamber  16 .  FIG. 5  is a schematic side view showing the nucleation device  25 . The nucleation device  25  includes a metallic spring member  26  installed in the heat storage medium  20  and a solenoid  27  for applying a shock to the metallic spring member  26 . The metallic spring member  26  is a circular-shaped plate. The solenoid  27  operates in accordance with an instruction from the ECU  50 . When a central portion  26   a  of the metallic spring member  26  is pressed by a shock of the solenoid  27  in a state shown in  FIG. 5A , the central portion  26   a  is reversed as shown in  FIG. 5B . Thus, once a core is generated (nucleate) in the heat storage medium  20 , the supercooled state of the heat storage medium  20  is released to start solidification. In this regard, the release device may be any device so long as it can generate a core in the heat storage medium  20 . In addition to the above one, the release device may be a device that can provide friction of metal, application of voltage or the like in the heat storage medium  20 , for example. 
     Here, although sodium acetate hydrate has been mentioned as a representative example of the latent heat storage medium that can store heat at a supercooled state, hydrated salts (expressed by Mx.nH 2 O (n: integer number) as chemical formula) can be mentioned in addition, and Na 2 SO 4 .10H 2 O and CaCl 2 .6H 2 O can be exemplified. 
     Further, the heat storage medium may be composed of a chemical heat storage medium that can absorb and release heat using chemical reaction (chemical change). As such a chemical heat storage medium, there is a heat storage medium made of zeolite, for example.  FIG. 6  is a view showing a constituent example of a heat storage device  10  provided with a heat storage medium  21  made of zeolite. In this case, a heat storage device  10  is constructed so as to include a reaction medium supplying section (chemical change inducing section)  23  that causes heat storage medium  21  made of zeolite to induce chemical reaction (chemical change) by supplying water  22  as a reaction medium thereto. In this heat storage device  10 , heat exchange with the cooling water or the hydraulic oil causes zeolite to be heated and dewatered when the engine  30  operates, thereby storing heat in the heat storage medium  21 . On the other hand, at the starting of the engine  30 , water  22  is supplied to the heat storage medium  21  from the reaction medium supplying section  23  to be absorbed, thereby causing the heat storage medium  21  to generate absorption heat to heat the cooling water or the hydraulic oil. As the chemical heat storage medium, in addition to zeolite, there are silica gel, activated carbon, burnt lime and the like, for example. As the reaction medium that can induce the chemical reaction, in addition to water, there are ethanol, methanol, ethylene glycol series antifreeze, potassium chloride series antifreeze and the like. Further, as an example of the chemical heat storage medium, in addition, a heat storage medium using hydrogen storing alloy and the like may be mentioned. 
       FIG. 7  is a graph showing a timing chart of an operation mode in the warming-up system  1  having the configuration described above. As shown in  FIG. 7 , an operation mode of the warming-up system  1  is switched in four steps from Mode  0  to Mode  3 . Mode  0  is a mode while the engine  30  is stopped. Mode  1  is a mode from the time when the IG switch  56  is turned ON to start the engine  30  to the time when temperature of the cooling water reaches predetermined temperature. The hydraulic oil for the automatic transmission  40  is heated by the heat storage medium  20  during Mode  1 . The engine  30  is also warming up itself Mode  2  is a mode after the time when temperature of the cooling water reaches the predetermined temperature to the time when it is determined that temperature of the hydraulic oil reaches the predetermined temperature to complete warming-up of the automatic transmission  40 . The hydraulic oil for the automatic transmission  40  is heated by the cooling water for the engine  30  during Mode  2 . Further, the cooling water for the engine  30  is controlled (DUTY control) by opening and closing control of the electronically-controlled thermostat valve  37  so as to keep a predetermined temperature range. Mode  3  is a mode after it is determined that warming-up of the automatic transmission  40  has been completed. The hydraulic oil for the automatic transmission  40  is cooled by the cooling water for the engine  30  during Mode  3 . Further, the cooling water for the engine  30  is controlled by the opening and closing control of the electronically-controlled thermostat valve  37  so as to keep the predetermined temperature range in the similar manner to Mode  2 . 
       FIG. 8  is a main flowchart showing control procedures of the warming-up system  1 . In these control procedures, a subroutine of mode switching (will be described later) is first carried out (Step ST 1 ). It is determined whether the set mode is Mode  0  or not on the basis of the result (Step ST 2 ). In the case where it is determined that the mode is Mode  0  (Y), a subroutine of Mode  0  is carried out (Step ST 3 ). In the case where it is determined that the mode is not Mode  0  (N), it is determined whether the mode is Mode  1  or not (Step ST 4 ). As a result, in the case where it is determined that the mode is Mode  1  (Y), a subroutine of Mode  1  is carried out (Step ST 5 ). In the case where it is determined that the mode is not Mode  1  (N), it is determined whether the mode is Mode  2  or not (Step ST 6 ). As a result, in the case where it is determined that the mode is Mode  2  (Y), a subroutine of Mode  2  is carried out (Step ST 7 ). In the case where it is determined that the mode is not Mode  2  (N), a subroutine of Mode  3  is carried out (Step ST 8 ). 
       FIG. 9  is a flowchart for explaining mode switching procedures. In the mode switching, it is first determined whether the IG switch  56  is turned ON or not (Step ST 10 ). As a result, in the case where it is determined that the IG switch  56  is not turned ON (N), the mode is set to Mode  0  (Step ST 11 ). In the case where the IG switch  56  is turned ON (Y), it is determined whether or not the mode is Mode  2  or more (Step ST 12 ). In the case where it is determined that the mode is not Mode  2  or more (N), it is determined whether cooling water temperature TW is lower than #TW 1 L or not (Step ST 13 ). In the case where it is determined that the cooling water temperature TW is lower than #TW 1 L (Y), the mode is set to Mode  1  (Step ST 14 ). A concrete example of #TW 1 L is 100° C. Further, in the case where it is determined at foregoing Step ST 12  that the mode is Mode  2  or more (Y), it is subsequently determined whether the mode is Mode  2  or not (Step ST 15 ). In the case where it is determined that the mode is Mode  2  (Y), or in the case where it is determined at foregoing Step ST 13  that the cooling water temperature TW is #TW 1 L or higher (N), it is determined whether or not hydraulic oil temperature TATF is lower than #TATF 1 L (Step ST 16 ). A concrete example of #TATF 1 L is 100° C. As a result, in the case where it is determined that the hydraulic oil temperature TATF is lower than #TATF 1 L (Y), the mode is set to Mode  2  (Step ST 17 ). In the case where it is determined that the hydraulic oil temperature TATF is #TATF 1 L or higher (N), the mode is set to Mode  3  (Step ST 18 ). Further, in the case where it is determined at foregoing Step ST 15  that the mode is not Mode  2  (N), the mode is set to Mode  3  (Step ST 18 ). 
       FIG. 10  is a flowchart for explaining procedures of Mode  0 . In Mode  0 , it is first determined whether there is input of a warm-up signal or not (Step ST 0 - 1 ). As a result, in the case where it is determined that there is no warm-up signal (N), the nucleation device  25  is turned OFF (Step ST 0 - 2 ). On the other hand, in the case where it is determined that there is a warm-up signal (Y), it is determined whether the cooling water temperature TW is lower than #TW 3  or not (Step ST 0 - 3 ). A concrete example of #TW 3  is 60° C. As a result, in the case where it is determined that the cooling water temperature TW is #TW 3  or higher (N), the nucleation device  25  is turned OFF (Step ST 0 - 2 ). Namely, in the case where it is determined that the cooling water temperature is sufficient high at the starting, it is determined that warming-up of the engine  30  or the automatic transmission  40  by means of the heat storage device  10  is not required, the heat storage medium  20  is not nucleated, and self warming-up of the heat storage device  10  is not carried out. On the other hand, in the case where it is determined that the cooling water temperature TW is lower than #TW 3  (Y), it is determined whether the nucleation device  25  is turned ON or not (Step ST 0 - 4 ). As a result, in the case where it is determined that the nucleation device  25  is turned OFF (N), the nucleation device  25  is turned ON (Step ST 0 - 5 ). In the case where it is determined that the nucleation device  25  is turned ON (Y), it is determined whether it is within the predetermined time from the time when the nucleation device  25  is turned ON or not (Step ST 0 - 6 ). As a result, in the case where it is determined that it is not within the predetermined time (N), that is, in the case where the predetermined time or more elapses since the nucleation device  25  has been turned ON, the nucleation device  25  is turned OFF (Step ST 0 - 2 ). Further, in this Mode  0 , the switching valve  33  is kept OFF (Step ST 0 - 7 ), and the electronically-controlled thermostat valve  37  is kept OFF (Step ST 0 - 8 ). The procedures of Mode  0  are then terminated, and the processing flow is returned to the main flowchart. 
       FIG. 11  is a flowchart for explaining procedures of Mode  1 . In Mode  1 , it is first determined whether the cooling water temperature TW is lower than #TW 3  or not (Step ST 1 - 1 ). As a result, in the case where it is determined that the cooling water temperature TW is #TW 3  or higher (N), the nucleation device  25  is turned OFF (Step ST 1 - 2 ). Namely, in the case where it is determined that the cooling water temperature is sufficient high at the starting, it is determined that warming-up of the engine  30  or the automatic transmission  40  by means of the heat storage device  10  is not required, the heat storage medium  20  is not nucleated, and heating of the cooling water or the hydraulic oil by means of the heat storage medium  20  is not carried out. On the other hand, in the case where it is determined that the cooling water temperature TW is lower than #TW 3  (Y), it is determined whether the nucleation device  25  is turned ON or not (Step ST 1 - 3 ). As a result, in the case where it is determined that the nucleation device  25  is not turned ON (N), the nucleation device  25  is turned ON (Step ST 1 - 4 ). In the case where it is determined that the nucleation device  25  is turned ON (Y), it is determined whether it is within the predetermined time from the time when the nucleation device  25  is turned ON (Step ST 1 - 5 ). As a result, in the case where it is determined that it is not within the predetermined time (N), that is, in the case where the predetermined time or more elapses since the nucleation device  25  has been turned ON, the nucleation device  25  is turned OFF (Step ST 1 - 2 ). Subsequently, it is determined whether or not outside temperature is predetermined temperature or higher and the defroster switch  55  is turned OFF (Step ST 1 - 6 ). As a result, in the case where it is determined that the outside temperature is the predetermined temperature or lower or the defroster switch  55  is turned ON (N), the switching valve  33  is turned OFF (Step ST 1 - 7 ), and the cooling water derived from the heat storage device  10  is thereby caused to flow into the heater core  45 . Namely, in this case, heating of the inside of the vehicle by the heat storage device  10  is carried out while warming-up of the automatic transmission  40  by the heat storage device  10  is carried out. On the other hand, in the case where the outside temperature is the predetermined temperature or higher and the defroster switch  55  is turned OFF (Y), the switching valve  33  is turned ON (Step ST 1 - 8 ), and the cooling water derived from the heat storage device  10  is thereby caused not to flow into the heater core  45 . Namely, in this case, warming-up of the automatic transmission  40  by the heat storage device  10  is carried out by priority, but heating of the inside of the vehicle is not carried out. Further, in Mode  1 , the electronically-controlled thermostat valve  37  is kept ON (Step ST 1 - 9 ), and the cooling water is early warmed by causing the cooling water not to flow into the radiator  47 . The procedures of Mode  1  are then terminated, and the processing flow is returned to the main flowchart. 
       FIG. 12  is a flowchart for explaining procedures of Mode  2 . In Mode  2 , the nucleation device  25  is turned OFF (Step ST 2 - 1 ). Moreover, the switching valve  33  is turned OFF (Step ST 2 - 2 ), whereby the cooling water from the heat storage device  10  is caused to flow into the heater core  45 . It is then determined whether the electronically-controlled thermostat valve  37  is turned ON or not (Step ST 2 - 3 ). As a result, in the case where it is determined that it is turned ON (Y), it is determined whether the cooling water temperature TW is lower than #TW 1 H or not (Step ST 2 - 4 ). A concrete example of #TW 1 H is 105° C. As a result, in the case where it is determined that the cooling water temperature TW is #TW 1 H or higher (N), the electronically-controlled thermostat valve  37  is turned OFF (Step ST 2 - 6 ), whereby the cooling water is caused to flow into the radiator  47 . On the other hand, in the case where it is determined that the cooling water temperature TW is lower than #TW 1 H (Y), the electronically-controlled thermostat valve  37  is kept ON (Step ST 2 - 7 ), and the cooling water is thereby caused not to flow into the radiator  47 . Further, in the case where it is determined at foregoing Step ST 2 - 3  that the electronically-controlled thermostat valve  37  is turned OFF (N), it is determined whether the cooling water temperature TW is higher than #TW 1 L or not(Step ST 2 - 5 ). As a result, in the case where it is determined that the cooling water temperature TW is higher than #TW 1 L (Y), the electronically-controlled thermostat valve  37  is kept OFF (Step ST 2 - 6 ). In the case where it is determined that the cooling water temperature TW is #TW 1 L or lower (N), the electronically-controlled thermostat valve  37  is turned ON (Step ST 2 - 7 ). Then, the processing flow is returned to the beginning to repeat the above procedures. Namely, in Mode  2 , in the case where it is determined that the cooling water temperature TW rises to #TW 1 H or higher, cooling by the radiator  47  is carried out. In the case where it is determined that the cooling water temperature TW falls to #TW 1 L or lower, cooling by the radiator  47  is stopped. Thus, the ECU  50  controls so that the cooling water temperature TW always falls within a range between #TW 1 L and #TW 1 H, as shown in  FIG. 7 . 
       FIG. 13  is a flowchart for explaining procedures of Mode  3 . In Mode  3 , the nucleation device  25  is turned OFF (Step ST 3 - 1 ). Further, the switching valve  33  is turned OFF (Step ST 3 - 2 ), and the cooling water derived from the heat storage device  10  is thereby caused to flow into the heater core  45 . Then, it is determined whether the hydraulic oil temperature TATF is lower than #TATF 1 H or not (Step ST 3 - 3 ). A concrete example of #TATF 1 H is 110° C. As a result, in the case where it is determined that the hydraulic oil temperature TATF is lower than #TATF 1 H (Y), it is determined whether the electronically-controlled thermostat valve  37  is turned ON or not (Step ST 3 - 4 ). In the case where it is determined that the electronically-controlled thermostat valve  37  is turned ON (Y), it is determined whether the cooling water temperature TW is lower than #TW 1 H or not (Step ST 3 - 5 ). In the case where it is determined that the cooling water temperature TW is #TW 1 H or higher (N), the electronically-controlled thermostat valve  37  is turned OFF (Step ST 3 - 7 ). In the case where it is determined that the cooling water temperature TW is lower than #TW 1 H (Y), the electronically-controlled thermostat valve  37  is turned ON (Step ST 3 - 8 ). On the other hand, in the case where it is determined at foregoing Step ST 3 - 4  that the electronically-controlled thermostat valve  37  is not turned ON (N), it is determined whether the cooling water temperature TW is higher than #TW 1 L or not (Step ST 3 - 6 ). As a result, in the case where it is determined that the cooling water temperature TW is higher than #TW 1 L (Y), the electronically-controlled thermostat valve  37  is turned OFF (Step ST 3 - 7 ). In the case where it is determined that the cooling water temperature TW is #TW 1 L or lower (N), the electronically-controlled thermostat valve  37  is turned ON (Step ST 3 - 8 ). Namely, in the case where it is determined that the hydraulic oil temperature TATF of the automatic transmission  40  falls within a narrow range (TATF&lt;#TATF 1 H: 110° C.), there is no need to lower the cooling water temperature TW further. Therefore, the ECU  50  controls so that the cooling water temperature TW falls within a so-called fuel consumption target range (#TW 1 L: 100° C.&lt;TW&lt;#TW 1 H: 105° C.) for fuel cost priority. 
     On the other hand, in the case where it is determined at foregoing Step ST 3 - 3  that the hydraulic oil temperature TATF is #TATF 1 H or higher (N), it is determined whether the electronically-controlled thermostat valve  37  has been turned ON already (Step ST 3 - 9 ). In the case where it is determined that it has been turned ON (Y), it is determined whether the cooling water temperature TW is lower than #TW 2 H or not (Step ST 3 - 10 ). A concrete example of#TW 2 H is 85° C. In the case where it is determined that the cooling water temperature TW is #TW 2 H or higher (N), the electronically-controlled thermostat valve  37  is turned OFF (Step ST 3 - 12 ). In the case where it is determined that the cooling water temperature TW is lower than #TW 2 H (Y), the electronically-controlled thermostat valve  37  is turned ON (Step ST 3 - 8 ). On the other hand, in the case where it is determined at foregoing Step ST 3 - 9  that the electronically-controlled thermostat valve  37  has not been turned ON yet (N), it is determined whether the cooling water temperature TW is higher than #TW 2 L or not (Step ST 3 - 11 ). A concrete example of #TW 2 L is 80° C. As a result, in the case where it is determined that the cooling water temperature TW is higher than #TW 2 L (Y), the electronically-controlled thermostat valve  37  is turned OFF (Step ST 3 - 12 ). In the case where it is determined that the cooling water temperature TW is #TW 2 L or lower (N), the electronically-controlled thermostat valve  37  is turned ON (Step ST 3 - 8 ). Namely, in the case where it is determined that the hydraulic oil temperature TATF of the automatic transmission  40  is too high compared with the narrow range (TATF&lt;#TATF 1 H: 110° C.), there is need to keep the cooling water temperature TW for the engine  30  low. Therefore, the ECU  50  controls so that the cooling water temperature TW falls within a temperature range (#TW 2 L: 80° C.&lt;TW&lt;#TW 2 H: 85° C.) for cooling of the hydraulic oil priority. 
     As explained above, according to the warming-up system for vehicle  1  of the present embodiment, the warming-up system for vehicle  1  is provided with the heat storage device  10  including the first chamber  15  in communication with the cooling water circuit  31 , the second chamber  16  in which the heat storage medium  20  is arranged, and the third chamber  17  in communication with the hydraulic circuit  41 . Thus, although they are provided separately heretofore, a heat storage device in which the heat storage medium is arranged and a heat exchanger for warming up the engine  30  or the automatic transmission  40  can be integrated into a single apparatus that has functions of both of them. Therefore, while it is possible to early warm up the engine  30  or the automatic transmission  40  and to immediately heat the inside of the vehicle, it is possible to simplify the configuration of the warming-up system  1  and to reduce the number of parts thereof, and it is possible to achieve miniaturization, cost saving of the vehicle. Thus, it is also possible to achieve compactification, weight saving, and cost saving of the vehicle. 
     Further, in the heat storage device  10  of  FIG. 1 , the second chamber  16  is adjacent to the third chamber  17 , and the third chamber  17  is adjacent to the first chamber  15 . Therefore, heat exchange can be carried out directly between the heat storage medium  20  and the hydraulic oil, and heat exchange can also be carried out directly between the hydraulic oil and the cooling water. Alternatively, in the heat storage device  10  of  FIG. 4 , the first chamber  15  is adjacent to the second chamber  16 , and the second chamber  16  is adjacent to the third chamber  17 . Therefore, heat exchange can be carried out directly between the cooling water and the heat storage medium  20 , and heat exchange can also be carried out directly between the heat storage medium  20  and the hydraulic oil. According to these configurations, not only it is possible to effectively carry out warming-up of the engine  30  or the automatic transmission  40  using heat storage of the heat storage medium  20 , but also it is possible to effectively carry out warming-up of a target apparatus further using heat generated in the engine  30  and the automatic transmission  40  each other. Therefore, it is possible to effectively utilize thermal energy generated in the vehicle. 
     Further, in this warming-up system  1 , the heater core  45  of the heating apparatus  44  for heating the inside of the vehicle using heat of the cooling water is placed at the downstream side of the heat storage device  10  in the cooling water circuit  31 . Thus, it is possible to carry out heating of the inside of the vehicle using the cooling water heated by the heat storage medium  20 . Further, according to this warming-up system  1 , it is possible to send the cooling water derived from the heat storage device  10  to the heating apparatus  44  in the cooling water circuit  31 , and it is possible to send the hydraulic oil derived from the heat storage device  10  to the automatic transmission  40  in the hydraulic circuit  41 . Therefore, by turning the switching valve  33  OFF in Mode  1  shown in  FIG. 7 , it is possible to carry out heating of the inside of the vehicle and warming-up of the automatic transmission  40  using the heat storage at the same time. 
     Moreover, the heat storage medium  20  included in the heat storage device  10  is a latent heat storage medium capable of heat storage at a supercooled state. Thus, it is possible to hold heat storage even though the outside temperature is lowered, and it is possible to hold the heat storage stably even though it has been left for a long time. Therefore, it is possible to simplify a heat-insulating structure of a container (the case  11 , the intermediate member  12  and the partition member  13 ) for the heat storage medium  20 , and it is possible to achieve simplification of the configuration, miniaturization, weight saving of the heat storage device  10 . Further, release (nucleate) of the supercooled state by the nucleation device  25  allows the heat storage medium  20  to be heated at desired timing. Therefore, it is possible to carry out early warming-up of the engine  30  or the automatic transmission  40  or immediate heating of the inside of the vehicle more effectively. 
     Second Embodiment 
     Next, a warming-up system for vehicle according to a second embodiment of the present invention will be described. In this regard, in explanation for a second embodiment and corresponding drawings, the same reference numerals are assigned to components (constituent parts) similar to or corresponding to those in the first embodiment, and detailed explanation for the components is omitted below. Further, matter other than the matter that will be described below and matter shown in the drawings are similar to those in the first embodiment. 
       FIG. 14  is a schematic view showing a constituent example of a warming-up system for vehicle  1 - 2  of the second embodiment. In the first embodiment described above, the heater core  45  of the heating apparatus  44  has been placed at the downstream side of the heat storage device  10  in the cooling water circuit  31 . However, in this second embodiment, another heat storage device  10 - 2  having a structure in which the heater core  45  and the heat storage device  10  in the first embodiment are combined is provided. In this regard, the heat storage device  10 - 2  has a structure wherein a hydraulic oil passage in which hydraulic oil for an automatic transmission  40  flows and a regenerator in which a heat storage medium  20  is arranged are integrally provided in a heater core section  64  in which cooling water for an engine  30  flows, will be described later. 
       FIGS. 15 to 17  are views showing a detailed constituent example of the heat storage device  10 - 2 .  FIG. 15  is a perspective view thereof,  FIG. 16  is an exploded perspective view thereof,  FIG. 17A  is a sectional view taken along the line C-C of  FIG. 15 , and  FIG. 17B  is a partially enlarged view of a heat exchange and heat storage tube  71  (will be described later). As shown in these drawings, in the heat storage device  10 - 2 , a pair of heat exchanging tubes  61 ,  62  respectively including passages extending in a horizontal direction in which the cooling water and the hydraulic oil flow are provided at upper and lower portions. A heater core section  64  is provided between them. A heat exchange and heat storage tube  71  in which the heat storage medium  20  is housed is placed in the heater core section  64 . As shown in  FIG. 17B , in the heat exchange and heat storage tube  71 , a chamber (second chamber)  76  in which the heat storage medium  20  is arranged is placed. A passage (first chamber)  75  in which the cooling water for the engine  30  flows and a passage (third chamber)  77  in which the hydraulic oil for the automatic transmission  40  flows are arranged around the second chamber  76  so as to surround it. Each of the first chamber  75  and the third chamber  77  is composed of a small channel extending in an up-and-down direction, and they are arranged alternately side by side along an outer circumference of the heat storage medium  20 . Moreover, as shown in  FIG. 15 , a plurality of heat exchange and heat storage tubes  71  are placed so as to be arranged in a horizontal direction at predetermined intervals. A fin section  72  is provided between the adjacent heat exchange and heat storage tubes  71 . A number of sheeted fins  72   a  are provided in the fin section  72 . The fins  72   a  are arranged at predetermined intervals in an up-and-down direction of the fin section  72 . 
     As shown in  FIG. 16 , passages  61   a  are provided in the heat exchanging tube  61  of the upper side. Both right and left ends of each of the passages  61   a  are opened. Openings in communication with a cooling water introduction section  67  at a left end and openings in communication with a hydraulic oil derivation section  68  at a right end are alternately covered with cover members  63 . Thus, the passages  61   a  are arranged so as to be in communication with the cooling water introduction section  67  and the hydraulic oil derivation section  68  alternately. Similarly, passages  62   a  are provided in the heat exchanging tube  62  of the lower side. Both right and left ends of each of the passages  62   a  are opened. Openings in communication with a hydraulic oil introduction section  65  at a left end and openings in communication with a cooling water derivation section  66  at a right end are alternately covered with cover members  63 . Thus, the passages  62   a  in the heat exchanging tube  62  at the lower side are arranged so as to be in communication with the hydraulic oil introduction section  65  and the cooling water derivation section  66  alternately. Of the passages  61   a ,  62   a  in the upper and lower heat exchanging tubes  61 ,  62 , the passages in which the cooling water flows are in communication with the cooling water passage (first chamber)  75  in the heat exchange and heat storage tube  71 , and the passages in which the hydraulic oil flows are in communication with the hydraulic oil passage (third chamber)  77  in the heat exchange and heat storage tube  71 . 
     Thus, the cooling water is introduced from the cooling water introduction section  67  at the upper left side; passes through the passages  61   a  in the heat exchanging tube  61  at the upper side to proceed in a right direction; passes through the cooling water passage  75  in the heat exchange and heat storage tubes  71  to proceed downward; passes through the passages  62   a  in the heat exchanging tube  62  at the lower side to proceed in the right direction; and is derived from the cooling water derivation section  66  at the lower right side. On the other hand, the hydraulic oil is introduced from the hydraulic oil introduction section  65  at the lower left side; passes through the passages  62   a  in the heat exchanging tube  62  at the lower side to proceed in the right direction; proceeds upward in the hydraulic oil passages  77  of the heat exchange and heat storage tube  71 ; passes through the passages  61   a  in the heat exchanging tube  61  at the upper side; and is derived from the hydraulic oil derivation section  68  at the upper right side. 
     This heat storage device  10 - 2  is placed in an air induction duct (not shown in the drawings) facing the inside of the vehicle in the similar manner to the heater core  45  in the first embodiment. A blower fan  80  (see  FIG. 14 ) for fanning the heater core section  64  (including the heat exchange and heat storage tube  71  and the fin section  72 ) of the heat storage device  10 - 2  is built into the air induction duct. A blower duct (see  FIG. 14 ) in communication with the inside of the vehicle is provided at a blower downstream side of the heat storage device  10 - 2 . 
     Since this heat storage device  10 - 2  includes configurations of the heat storage device  10  and the heater core  45  in the first embodiment so as to be integrated, it is possible to achieve reduction of the number of parts, miniaturization and weight saving of the device. Further, since the first chamber  75 , the second chamber  76  and the third chamber  77  are arranged so as to be adjacent to each other, it is possible to directly heat both the cooling water and the hydraulic oil by means of the heat storage medium  20 . In addition, since heat exchange can be carried out between the cooling water and the hydraulic oil, warming-up of the automatic transmission  40  using heat of the engine  30  can also be carried out effectively. Moreover, by sending air to the heat exchange and heat storage tube  71  by means of the blower fan  80 , not only it is possible to carry out heating of the inside of the vehicle using heat of the cooling water or the hydraulic oil, but also it is possible to carry out in-vehicle heating directly using heat of the heat storage medium  20 . Therefore, since in-vehicle heating can be carried out independent of temperature of the cooling water or the hydraulic oil, it is possible to carry out immediate heating of the inside of the vehicle effectively even before starting of the engine  30  or right after starting of the engine  30 . 
     Although the embodiments of the present invention have been explained above, the present invention is not limited to the above embodiments. Various modifications can be made in a scope of the technical idea described in the following claims, the specification described above and the accompanying drawings without departing from the spirit and scope of the present invention. In this regard, even any shape, structure or material that is not described directly in the specification and the drawings falls within the technical idea of the present invention so long as the function and the effect of the present invention are achieved.