JP2002149244A - Fluid temperature controller - Google Patents

Abstract

(57) Abstract: An apparatus for adjusting the temperature of an automatic transmission fluid (ATF) is miniaturized. SOLUTION: A bypass pipe 42 branched from an ATF pipe 38 is provided with a heat storage tank 44 or a high heat capacity device made of a high heat capacity material. The temperature of the ATF is adjusted by switching the heat storage tank 44 between the heating mode and the cooling mode according to the outside air temperature or the season. In the case of the heating mode, the high-temperature ATF stored in the heat storage tank is transferred to the automatic transmission 18.
In the cooling mode, the high-temperature ATF is passed through the heat storage tank 44 to take heat and cool.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for adjusting the temperature of a fluid, and more particularly, to a device for performing a heating or cooling operation according to the state of a vehicle.

[0002]

2. Description of the Related Art Many vehicle driving devices include a transmission that converts the rotation speed of a prime mover into an appropriate rotation speed and makes the rotation speed suitable for driving a vehicle. The transmission includes a power transmission mechanism such as a gear, and a fluid for performing lubrication enters the transmission. This lubricating fluid is
At low temperatures, its viscosity is high, which causes resistance of the moving parts in the transmission and increases the friction loss of the transmission. Therefore, the transmission efficiency can be improved by warming up the transmission early.

As one of the transmissions, there is known an automatic transmission in which a torque converter and a gear transmission are combined. In this automatic transmission, a working fluid for transmitting power in the torque converter, a working fluid for controlling the operation of a clutch or a brake for selecting a shift speed in a gear transmission, and the fluid for lubrication are shared. ing. When the fluid is at a low temperature, the responsiveness of the operation of the clutch, the brake, and the like, and the characteristics of the friction material and the like used therein have a problem that predetermined characteristics cannot be obtained.

As described above, it is desirable in terms of efficiency to warm up the transmission early. In particular, in an automatic transmission, a working fluid for a torque converter, a working fluid for a clutch and the like, and a lubricating fluid are commonly used, and it has been desired to quickly warm a large amount of this fluid to a normal temperature. For this purpose, for example, JP-A-10-71837 and JP-A-10-7
Japanese Patent No. 7834 discloses a device in which the warmed-up cooling water is stored when the internal combustion engine was operated last time, and the working fluid of the automatic transmission is warmed by the cooled water at the time of starting.

[0005]

However, in the configuration using cooling water, the heat capacity of the water is small, so that the warming-up effect is limited. In order to obtain a sufficient heat capacity, the apparatus needs to be enlarged. However, there is a problem that the installation space and the manufacturing cost are increased.

[0006] Further, when the temperature of the transmission fluid is too high, it is desired to cool the fluid to an appropriate temperature. In addition, it is desirable to provide both the warming-up device and the cooling device. Now, the device configuration becomes complicated, the number of parts increases,
This will increase costs.

SUMMARY OF THE INVENTION An object of the present invention is to provide a device that can be downsized and efficiently and appropriately warmed up or cooled.

In order to achieve the above object, the present invention provides a heat conversion means provided on a path of a fluid for changing a temperature of the fluid; a means for detecting temperature information; Switching means for switching the heat conversion means between a heating mode and a cooling mode based on the temperature information is provided. By switching the single heat conversion unit between the heating mode and the cooling mode, it is possible to adjust the temperature, that is, cool the high-temperature fluid and heat the low-temperature fluid while suppressing an increase in the number of components.

Here, it is preferable that the temperature information is an outside air temperature, and that the switching means sets the heat exchange means to a cooling mode when the outside air temperature is equal to or higher than a predetermined temperature.

Preferably, the temperature information is an outside air temperature, and the switching unit sets the heat exchange unit to a heating mode when the outside air temperature is equal to or lower than a predetermined temperature.

Preferably, the temperature information is seasonal information, and the switching means sets the heat exchange means to a heating mode when the seasonal information is winter.

Preferably, the temperature information is a temperature of the fluid at the time of ignition-on, and the switching means sets the heat exchange means to a heating mode when the temperature is lower than a predetermined temperature.

The heat exchange means includes a heat storage tank, which heats the transmission fluid by heat accumulated in the heat storage tank in the heating mode, and heats the transmission fluid in the cooling mode in the cooling mode. It is preferable to discharge a low-temperature transmission fluid.

Further, the heat exchange means is a heat capacity member, and heats the fluid by heat accumulated in the heat capacity member in the heating mode, and removes heat from the fluid by the heat capacity material in the cooling mode. Is preferred.

As the fluid, oil for a driving device or oil for a transmission can be used.

[0015]

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 shows a configuration of a vehicle drive system 10 according to the present embodiment. The drive system 10 has a liquid-cooled internal combustion engine 12 and a rotating electric machine 14 as prime movers. The power shaft of the internal combustion engine 12 and the rotating electric machine 14 can be connected and disconnected by a clutch 16. Rotating electric machine 14
When the output required by the driver is low, that is, when the operation amount of the accelerator is small, or when the internal combustion engine 12 is running at a low speed with low efficiency, power is supplied from a battery (not shown) to function as an electric motor. Drive. Also, the rotating electric machine 14 is driven by the inertia of the vehicle or the internal combustion engine 12 to function as a generator and charge the battery when the vehicle is braking or when the charged amount of the battery is reduced. For example, the clutch 16 is disconnected when the vehicle is driven only by the rotary electric machine 14, and suppresses the occurrence of pump loss, friction loss, and the like of the internal combustion engine 12.

The output of the internal combustion engine 12 or the rotating electric machine 14 is transmitted to an automatic transmission 18. The automatic transmission 18
It is configured to include a liquid transmission mechanism, a speed change mechanism, and a control function. In the present embodiment, the liquid transmission mechanism is the torque converter 20, and preferably has a direct connection function (lockup). The transmission mechanism is a gear transmission unit 22 including a plurality of planetary gear mechanisms.
Also includes a clutch and a brake for restraining the movement of each element of each planetary gear mechanism. These clutches and brakes are controlled by the selective supply of hydraulic fluid from a hydraulic control unit 24 as a control mechanism. The output of the gear transmission unit 22 is transmitted by the propulsion shaft 26 toward the drive wheels. The direct coupling function of the torque converter 20 described above is achieved by providing a direct coupling clutch that mechanically couples the input and output of the torque converter without using a fluid.

An auxiliary rotating electric machine 30 is further connected to a power shaft of the internal combustion engine 12 via a driving device 28. The driving device 28 can be an endless flexible member such as a belt or a chain, or a gear train. Auxiliary rotating electric machine 30
Functions as a generator when the internal combustion engine 12 is operating, charges an auxiliary battery (not shown) that supplies power to the internal combustion engine auxiliary equipment and electric components of the vehicle, and directly supplies electric power to the electric components and the like. Supply. When the internal combustion engine 12 is started, the auxiliary rotating electric machine 30 receives electric power from the auxiliary battery and functions as an electric motor.

The coolant of the internal combustion engine 12 is formed by the internal combustion engine 12, the radiator 32, and a steel coolant pipe 34 connecting these, and flows through the cooling circuit. Internal combustion engine 1
The heat generated in 2 is carried to the radiator 32 by the cooling liquid and is radiated therefrom to the atmosphere.

A common fluid is used as the lubricating liquid for the entire automatic transmission 18, the working fluid for mediating the power transmission of the torque converter 20, and the working fluid for operating the clutch and brake in the gear transmission section 22. . Hereinafter, this fluid is referred to as ATF (Automatic Transmission Fluid). A
TF is the oil pump 3 built in the gear transmission unit 22.
6, is supplied to each part of the automatic transmission 18 via the hydraulic control part 24. Also, a part of the ATF is
By 8, it is sent to the radiator 32, where heat exchange with the coolant is performed, and it returns to the oil pan of the automatic transmission 18 again. This circuit is hereinafter referred to as a main circuit. The cooling liquid is controlled at approximately 90 ° C., and when the ATF is heated, the ATF is cooled in the radiator 32. When the internal combustion engine 12 is warmed up first, the ATF is heated in the radiator 32 by the coolant.

The oil pump 36 is directly driven by the internal combustion engine 12 or the rotating electric machine 14. Therefore, when the drive system 10 is stopped, or when the vehicle is running only with the rotary electric machine 14 and the vehicle is at an extremely low speed or is stopped, the discharge amount of the oil pump 36 may not be sufficiently secured. For such a case, the present embodiment includes an electric auxiliary pump 40. The operation of the auxiliary pump 40 is controlled by a control unit 52, which will be described later, according to the running state of the vehicle.

A bypass pipe 42 is provided in the middle of the ATF pipe 38 so as to bypass the radiator 32.
The bypass pipe 42 is provided with a heat storage tank 44 as heat conversion means. The heat storage tank 44 is also provided with a heater 46 so that the ATF can be heated by electric power from a battery when necessary. AT constituted by the bypass pipe 42 and the heat storage tank 44
The circuit of F is hereinafter referred to as a bypass circuit. Switching between the main circuit of the ATF and the bypass circuit is performed by switching valves 48 and 50. The heat storage tank 44 stores the ATF that has become high in temperature when the drive system 10 is operating. Then, when the drive system 10 is started next time, the ATF maintained at a high temperature is released to speed up the warm-up of the automatic transmission. When the amount of stored heat is insufficient, the heater 46 can be used for heating.

Further, if the switching valve 50 is opened with the switching valve 48 closed, the ATF is supplied from the heat storage tank 44 to the automatic transmission 18, and conversely, the switching valve 48 is opened with the switching valve 50 opened. For example, the ATF is supplied from the automatic transmission 18 to the heat storage tank 44. ATF is not supplied when both the switching valves 48 and 50 are closed. Thereby, when the temperature of the ATF is too high, the heat storage tank 4
The ATF having a relatively low temperature stored in
By supplying the automatic transmission 18 from 0, cooling can be performed.

As described above, the heat storage tank 44 stores the high-temperature A
If it is necessary to accumulate TF and warm up,
F is supplied to the automatic transmission 18 to heat it, and when it is necessary to cool it, the stored low-temperature ATF is supplied to the automatic transmission 18. The heating / cooling of the heat storage tank 44 is controlled by the control unit 52, and the control unit 52 stores the ignition on state detected by the ignition switch 60, the outside air temperature detected by the outside air temperature sensor 62, or stored in the memory 64. Switching between heating and cooling is performed based on past temperature conditions or learning data. The learning data is, for example, learning data indicating whether the current season is summer or winter. The learning data is determined based on the current month and day (for example, if it is currently December, winter is determined) and several hours. If the average value of the outside air temperature detected every other day for one day exceeds the predetermined summer reference value for one week, it is determined to be summer, and the state below the predetermined winter reference value continues for one week. In this case, it can be determined that it is winter. It is preferable that the outside air temperature sensor 62 uses the outside air temperature sensor of the air conditioner as it is.

FIG. 2 shows a control unit 52 and a heat storage tank 44.
Is shown. First, it is determined whether or not the outside air temperature has been learned, that is, whether or not the season has been determined (S101). This determination can be made based on whether data relating to the season is stored in the memory 64 or not. If the outside temperature has been learned, it is next determined whether or not the current season is winter (S102). ATF in winter
Since the oil temperature is low and it can be determined that heating is necessary, the heat storage tank 44 is operated in a heating mode, that is, as a warmer (S103). Specifically, as described above, the high-temperature ATF stored in the heat storage tank 44 is supplied to the switching valve 5.
0 to the automatic transmission 18. If necessary, the heater 46 may be operated to supply the further heated ATF to the automatic transmission 18. Thereby, the automatic transmission 18
Can be warmed up quickly. When operating the heat storage tank 44 as a warmer, it may be determined whether or not the high-temperature ATF is stored in the heat storage tank 44. For example, a tank temperature sensor is provided in the heat storage tank 44, and if the detected temperature is equal to or higher than a predetermined value, it is determined that a high-temperature ATF is stored, and the ATF is supplied to the automatic transmission 18. When the temperature is equal to or lower than the predetermined temperature, the heater may be operated to supply the automatic transmission 18 after the temperature reaches the predetermined temperature. In addition, when it is winter, the temperature of the ATF is considered to be necessarily low, but the temperature of the ATF is actually detected,
After confirming that the temperature is lower than the predetermined temperature, the heat storage tank 44
May function as a warmer. Furthermore, when operating the heat storage tank 44 as a warmer, it may be determined whether the vehicle is running or is about to start running. The transmission efficiency of the automatic transmission 18 actually becomes a problem when the vehicle is traveling, and supplying a high-temperature ATF while the vehicle is stopped or when the vehicle is not traveling immediately is wasted. Whether or not the vehicle is running can be determined based on, for example, a signal from a vehicle speed sensor,
Whether or not the vehicle is about to start running can be determined, for example, based on whether or not the shift position is at a position other than the P position.

On the other hand, if it is determined in S102 that it is not winter, the heat storage tank is not used (S10).
7). That is, both the switching valves 48 and 50 are closed, and the ATF is supplied using only the main circuit.

If the outside air temperature learning data is not stored in the memory 64, the outside air temperature sensor 62 detects the current outside air temperature in real time (S104). Then, it is determined whether the detected outside air temperature is high (specifically, higher than a predetermined temperature) (S105). When it is determined that the outside air temperature is high, the control unit 52
Is operated in the cooling mode (S106). That is, the ATF having a relatively low temperature stored in the heat storage tank
Is supplied to the automatic transmission 18 via the switching valve 50. When the heat storage tank 44 is operated in a cooling mode, that is, as a cooler, the heat storage tank 44 is operated in the same manner as in the heating mode.
It is preferable to determine whether or not the ATF having a relatively low temperature is stored in the vehicle, or whether the vehicle is running or is about to start running. When operating in the cooling mode, the oil temperature of the ATF may be detected, and the operation may be performed in the cooling mode when the ATF oil temperature becomes equal to or higher than a predetermined temperature. Thus, for example, in summer when the outside air temperature is high, even when the ATF oil temperature rises during an uphill running and the ATF temperature does not readily decrease, the heat storage tank 44 functions as a cooler, so that the ATF temperature can be effectively lowered. .

If the outside air temperature cannot be detected for some reason (for example, a malfunction of the outside air temperature sensor) or if the detected outside air temperature is not higher than the predetermined temperature, the control unit 52
Does not use the heat storage tank 44 (S107).

As described above, in the present embodiment, the heat storage tank 44 is switched between the heating mode (warmer) and the cooling mode (cooler).
Since the ATF temperature of the automatic transmission 18 is adjusted by switching between the automatic transmission 18 and the automatic transmission 18, smooth traveling can be performed with a small number of parts.

In the present embodiment, it has been described that the heat storage tank 44 is not used when the outside air temperature detected in real time is not high. However, it is further determined whether the outside air temperature is lower than a predetermined value or not. S10 if the temperature is low
It is also possible to shift to the process 3 and operate the heat storage tank 44 in the heating mode.

In this embodiment, the heating mode and the cooling mode are switched based on the outside air temperature.
It is also possible to detect the temperature of F itself and switch between the heating mode and the cooling mode based on the ATF temperature. Specifically, the ATF temperature is detected instead of the outside air temperature in the process of S104, and if the ATF temperature is higher than the predetermined temperature, the process proceeds to S10.
6 and the heat storage tank 44 may be operated in the cooling mode. In this case, as shown in FIG. 3, it is preferable to change the amount (release amount) of the low-temperature ATF supplied from the heat storage tank 44 based on the ATF temperature in the automatic transmission 18. In FIG. 3, A in the automatic transmission 18
When the TF temperature is equal to or higher than a predetermined value, the A
As the TF temperature increases, the amount released from the heat storage tank 44 increases. This is based on the fact that the greater the release, the greater the cooling effect. Further, the temperature of the ATF stored in the heat storage tank 44 and the ATF in the automatic transmission 18 are changed.
Can be determined based on the difference from the temperature. For example, as shown in FIG. 4, when the temperature of the ATF in the heat storage tank 44 is relatively lower than the temperature of the ATF in the automatic transmission 18, the release amount increases as the temperature difference increases. The higher the ATF temperature in the heat storage tank 44, the higher the release amount. The reason why the release amount is increased as the ATF temperature in the heat storage tank 44 is higher is that when the ATF temperature in the heat storage tank 44 is low, a high cooling effect can be expected even with a small release amount.

FIG. 5 shows a configuration diagram of a drive system according to another embodiment of the present invention. The difference from FIG. 1 is that a high heat capacity unit 44 is provided as a heat conversion unit instead of a heat storage tank. The high heat capacity unit 44 has a structure in which a plurality of branch paths 44a communicating with the bypass pipe 42 are covered with a high heat capacity material layer 46 which is in close contact with the outside, and the outside is covered with a heat insulating material 44b. An inlet valve 45a and an outlet valve 45b are provided on the inlet side and the outlet side of the high heat capacity 44.
The inlet valve 45a and the outlet valve 45
b may take an open state communicating with the bypass pipe 42, a closed state closing the space between the bypass pipe 42, and an open state communicating with the outside air.

The material of the high heat capacity material layer 46 is preferably a material having a specific heat sufficiently higher than that of steel, which is a material of the piping, and for example, ceramics and magnesium can be used.

High temperature AT while the drive train 10 is operating
When F passes through the high heat capacity device 44, heat exchange is performed with the high heat capacity material layer 46 covering the branch path 44a, and the ATF
Is stored in the high heat capacity material layer 46, and the ATF itself is deprived of heat and cooled. Therefore, in this case, the high heat capacity device 44 can function as a cooling mode or a cooler. Further, the heat amount is stored as described above, and when the low-temperature ATF passes through the high heat capacity unit 44 at the next start of the drive system 10, the ATF is heated by the stored heat amount, and the warm-up of the automatic transmission 18 is started. Can be hastened. In this case, the high heat capacity device 44 functions as a heating mode or a warmer. Switching between the high heat capacity heating mode and the cooling mode is controlled by the control unit 52.

FIG. 6 shows a control unit 52 according to this embodiment.
And a processing flowchart of the high heat capacity unit 44. First, it is determined whether or not the outside temperature has been learned (S
201), if it has been learned, it is next determined whether or not it is winter (S202). If it is winter, the control unit 52 operates the high heat capacity device (or heat storage device) 44 in the heating mode (S206). That is, the ATF is heated by the heat accumulated in the high heat capacity unit 44, and the heated AT is heated.
F is supplied to the automatic transmission 18. When operating in the heating mode, the flow rate of the ATF passing through the high heat capacity unit 44 is adjusted (S207), and the circulation of the ATF is switched from the main circuit to the bypass circuit at an appropriate flow rate (S20).
8). As an example, heat is stored in the high heat capacity device 44 by temporarily circulating the running high-temperature ATF in the bypass path. Then, when the ignition is turned on and started after a long-term stop, the circulation of the ATF is used as a bypass circuit, and the ATF is heated by the heat stored in the high heat capacity device 44. The flow rate of the ATF will be described later.

On the other hand, if it is determined in S202 that it is not winter, the high heat capacity device 44 is operated in the cooling mode (S203). That is, the high-temperature AT
Pass through F to remove heat from ATF and cool. ATF
Is operated in the cooling mode, the flow rate of the passing ATF is calculated (S204), and the circulation of the ATF is switched from the main circuit to the bypass circuit at an appropriate flow rate (S20).
5). When operating the high heat capacity device 44 in the cooling mode, the ATF oil temperature may be detected, and the operation may be performed when the ATF oil temperature actually exceeds a predetermined temperature.

If it is determined in S201 that there is no learning data, the determination is made based on the current outside air temperature detected by the outside air temperature sensor 62. That is, an outside air temperature is detected (S209), and it is determined whether or not the detected outside air temperature is higher than a predetermined high temperature value (S210). When the outside air temperature is high, the high heat capacity unit 44 is operated in the cooling mode as in the case where it is determined that it is not winter (S203). Also in this case, the oil temperature of the ATF may be detected, and when the ATF oil temperature is equal to or higher than the predetermined temperature, the high heat capacity unit 44 set to the cooling mode may be actually operated as a cooler. If the detected outside air temperature is not high, it is further compared with a predetermined low temperature value to determine whether or not the outside air temperature is low (S211). Then, when the outside air temperature is low, the high heat capacity device 44 is operated in the heating mode in the same manner as when it is determined that it is winter (S20).
6). When the outside air temperature is neither high nor low, or when the outside air temperature is not detected for some reason, the high heat capacity unit 44 is not used (S212). That is, ATF
Is circulated only in the main circuit.

FIG. 7 shows an example of the ATF flow rate calculation in S204 or S207. When the high heat capacity unit 44 is operated in a heating mode, that is, as a warmer, the flow rate is reduced as the temperature of the ATF in the automatic transmission 18 increases (closer to the appropriate temperature) to prevent unnecessary heating. Further, when operating the high heat capacity device 44 as a cooling mode, that is, as a cooler, the flow rate is reduced as the temperature of the ATF in the automatic transmission 18 is lower (closer to the appropriate temperature).

The flow rate at the time of functioning as the heating mode or at the time of functioning as the cooling mode may be changed according to the temperature in the high heat capacity unit 44 (tank). For example, when functioning as a heating mode, that is, as a warmer, as shown in FIG. 8, the higher the temperature of the high heat capacity (tank) 44, the smaller the flow rate. The higher the temperature of the high heat capacity unit 44, the higher the temperature of the ATF. If a large amount of the high temperature ATF is supplied into the automatic transmission 18, deterioration of each part (especially, a sealing material) is caused. The smaller the flow rate. The same applies to the cooling mode, that is, when operating as a cooler,
When the temperature of the high heat capacity unit 44 is low and the high-temperature ATF can be sufficiently cooled, the flow rate is reduced to prevent a large amount of the cooled ATF from being supplied. Thereby, the durability can be improved.

In each of the above embodiments, a hybrid drive system having a plurality of types of prime movers has been described. However, the present invention can also be applied to a drive system transmission in which only an internal combustion engine serves as a prime mover. Furthermore, the present invention provides a transmission other than a transmission combining a gear converter having a torque converter and a planetary gear mechanism, for example, a transmission capable of continuously changing a transmission ratio by combining a pulley and an endless flexible member. It is also possible to apply to. In addition, transfer (T /
The same applies to the oil of F).

In each of the above embodiments, it is also preferable to provide an indicator near the driver's seat indicating whether the heat conversion means is currently operating in the heating mode or the cooling mode. Specifically, it indicates whether the ATF is circulating in the main circuit or the bypass circuit, and whether it is functioning in the heating mode (for example, the heat conversion means is displayed in red), or cooling. It is conceivable to indicate whether the function is operating in the mode (for example, the heat conversion means is displayed in blue).

[0042]

As described above, according to the present invention,
It is possible to perform warm-up or cooling with a small size and efficiently, and to adjust the temperature of the fluid.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of a drive system according to an embodiment of the present invention.

FIG. 2 is a processing flowchart in FIG. 1;

FIG. 3 is a graph showing the amount of release from a heat storage tank.

FIG. 4 is a graph showing the amount of release from a heat storage tank.

FIG. 5 is a configuration diagram of a drive system according to another embodiment of the present invention.

FIG. 6 is a processing flowchart in FIG. 5;

FIG. 7 is a graph showing the ATF flow rate of the high heat capacity device.

FIG. 8 is a graph showing the ATF flow rate with a high heat capacity.

[Explanation of symbols]

Reference Signs List 10 drive system 12 internal combustion engine, 14 rotating electric machine, 18
Automatic transmission, 20 torque converter, 22 gear transmission section, 24 hydraulic control section, 32 radiator, 38 A
TF piping, 42 bypass piping, 44 heat storage tank (or high heat capacity device).

Claims (9)

[Claims] 1. A heat conversion means provided on a fluid path for changing the temperature of the fluid; a means for detecting temperature information; and a heat mode and a cooling mode for the heat conversion means based on the temperature information. Switching means for switching, and a fluid temperature adjusting device, characterized by comprising: 2. The apparatus according to claim 1, wherein the temperature information is an outside air temperature, and the switching unit sets the heat exchange unit to a cooling mode when the outside air temperature is equal to or higher than a predetermined temperature. Temperature control device for fluid. 3. The apparatus according to claim 1, wherein the temperature information is an outside air temperature, and the switching unit sets the heat exchange unit to a heating mode when the outside air temperature is equal to or lower than a predetermined temperature. Temperature control device for fluid. 4. The apparatus according to claim 1, wherein said temperature information is seasonal information, and said switching means sets said heat exchange means to a heating mode when said seasonal information is winter. Fluid temperature controller. 5. The apparatus according to claim 1, wherein the temperature information is a temperature of the fluid when an ignition is turned on, and the switching unit switches the heat exchange unit to a heating mode when the temperature is equal to or lower than a predetermined temperature. A fluid temperature adjusting device, characterized in that: 6. The apparatus according to claim 1, wherein the heat exchange means includes a heat storage tank, and heats the fluid by heat accumulated in the heat storage tank in the heating mode. In the cooling mode, a fluid having a relatively low temperature stored in the heat storage tank is discharged. 7. The apparatus according to claim 1, wherein the heat exchange means is a heat capacity member, and heats the fluid by heat accumulated in the heat capacity member in the heating mode. In the cooling mode, the heat capacity material removes heat from the fluid, wherein the temperature of the fluid is adjusted. 8. An apparatus according to claim 1, wherein the fluid is oil for a driving device. 9. An apparatus according to claim 1, wherein said fluid is transmission oil.