Patent Publication Number: US-2019184852-A1

Title: Device temperature adjusting apparatus

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     The present application is a continuation application of International Patent Application No. PCT/JP2017/028054 filed on Aug. 2, 2017, which designated the United States and claims the benefit of priority from Japanese Patent Application No. 2016-176785 filed on Sep. 9, 2016. The entire disclosures of all of the above applications are incorporated herein by reference. 
    
    
     TECHNICAL FIELD 
     The present disclosure relates to a device temperature adjusting apparatus for controlling a temperature of a target device. 
     BACKGROUND 
     A general cooling device transfers heat by circulation of working fluid in an order of a heat receiving portion, a heat release path, a heat releasing portion, a return path, and the heat receiving portion. More specifically, heat transferred from a semiconductor switching element to a heat receiving plate of the heat receiving portion heats the working fluid which is liquid and supplied onto the heat receiving plate, and instantaneously vaporizes the working fluid. Steam having received latent heat of vaporization from the heat receiving plate flows from a discharge port of the heat receiving portion to the heat release path, and condenses at the heat releasing portion to release the heat to outside air. 
     The heat releasing portion disposed in a front part of a vehicle cools and condenses the working fluid by using airflow generated during traveling. 
     SUMMARY 
     According to an aspect of the present disclosure, a device temperature adjusting apparatus is mounted on a vehicle and controls a temperature of a target device by a phase transition of working fluid between a liquid phase and a gas phase, the working fluid circulating in the device temperature adjusting apparatus. The device temperature adjusting apparatus includes: a heat absorbing portion that evaporates the working fluid by causing the working fluid to absorb heat from the target device; a heat releasing portion disposed above the heat absorbing portion, and condensing the working fluid by causing heat release from the working fluid; a forward path portion that defines a forward flow passage through which the working fluid flows from the heat releasing portion to the heat absorbing portion; and a return path portion that defines a return flow passage through which the working fluid flows from the heat absorbing portion to the heat releasing portion. The heat releasing portion is disposed in an inside air circulation path through which inside air circulates while vehicle interior air conditioning is performed by an air conditioning unit that blows out temperature-controlled air to an interior of the vehicle. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a schematic diagram showing a schematic configuration of a device temperature adjusting apparatus in a first embodiment. 
         FIG. 2  is a schematic diagram schematically showing a vehicle on which the device temperature adjusting apparatus is mounted in the first embodiment. 
         FIG. 3  is a schematic cross-sectional view showing a schematic configuration of an air conditioning unit on which a condenser of the device temperature adjusting apparatus is disposed in the first embodiment. 
         FIG. 4  is a schematic cross-sectional view showing a schematic configuration of an air conditioning unit on which a condenser of a device temperature adjusting apparatus is disposed in a second embodiment. 
         FIG. 5  is a block diagram showing electrical connection of a controller included in a device temperature adjusting apparatus in a third embodiment. 
         FIG. 6  is a flowchart showing a control process executed by the controller in the third embodiment. 
     
    
    
     EMBODIMENTS 
     Embodiments of the present disclosure will be hereinafter described with reference to the drawings. In the respective embodiments described hereinafter, identical or equivalent parts in the figures are given identical reference numbers. 
     First Embodiment 
     As shown in  FIG. 2 , a device temperature adjusting apparatus  10  of the present embodiment shown in  FIG. 1  is mounted on an electric vehicle  90  such as an electric car and a hybrid vehicle. In the present embodiment, the device temperature adjusting apparatus  10  functions as a cooling device which cools a secondary battery  12  (hereinafter also simply referred to as “battery  12 ”) mounted on the electric vehicle  90 . Accordingly, a target device to be cooled by the device temperature adjusting apparatus  10  is the battery  12 . 
     According to the electric vehicle  90  (hereinafter also simply referred to as “vehicle  90 ”) on which the device temperature adjusting apparatus  10  is mounted, electric energy, which is stored in a power storage device (i.e., battery pack) including the secondary battery  12  as a main component, is supplied to a motor via an inverter or the like to allow traveling of the vehicle  90 . The battery  12  generates self-heat during use of the vehicle, such as traveling of the vehicle. When the temperature of the battery  12  becomes excessively high, deterioration of battery cells  121  constituting the battery  12  develops. It is therefore necessary to set limitations to output and input levels of the battery cells  121  to reduce self-heat. Accordingly, a cooling device for maintaining the temperature of the battery  12  at a predetermined temperature or lower is required to secure output and input levels of the battery cells  121 . 
     Moreover, the battery temperature increases not only during traveling of the vehicle but also during parking in the summertime. In addition, the power storage device is often disposed under a floor or under a trunk room of the vehicle  90 . In this case, the heat amount per unit time given to the battery  12  is small, but the battery temperature gradually increases during long-time parking. When the battery  12  is left in a high temperature condition, the life of the battery  12  considerably decreases. It is therefore demanded to maintain the battery temperature at a low temperature by cooling the battery  12  or by other methods, even while the vehicle  90  is left in a parking state. 
     Moreover, as shown in  FIGS. 1 and 2 , the battery  12  is constituted as a battery pack including a plurality of the battery cells  121 . When the respective battery cells  121  have different temperatures, deterioration of the respective battery cells  121  develops in an unbalanced manner. In this case, performance of the power storage device drops. This drop of performance is produced in accordance with characteristics of the most deteriorated battery cell  121  which determine input-output characteristics of the power storage device. Accordingly, for achieving desired performance of the power storage device for a long period of time, temperature equalization for reducing temperature variations between the plurality of battery cells  121  is essential. 
     For another type of cooling device which cools the battery  12 , air blowing by a blower, air cooling or water cooling using a refrigeration cycle, or a direct refrigerant cooling system has been generally adopted. However, a blower only blows air in an interior of the vehicle, and therefore has low cooling performance. Furthermore, air blowing by the blower cools the battery  12  by using sensible heat of air. In this case, a temperature difference increases between the airflow upstream side and the airflow downstream side, wherefore temperature variations between the battery cells  121  are difficult to sufficiently reduce. The refrigeration cycle system has high cooling performance, but a heat exchange portion included in this system for heat exchange with the battery cells  121  performs sensible heat cooling in both air cooling and water cooling. Accordingly, sufficient reduction of temperature variations between the battery cells  121  is difficult to achieve. In addition, driving a compressor or a cooling fan of a refrigeration cycle during parking is undesirable in view of possibilities of increase in power consumption, noise, or other problems. 
     In consideration of these circumstances, the device temperature adjusting apparatus  10  of the present embodiment adopts a thermosiphon system which cools the battery  12  by natural circulation of a refrigerant without using a compressor. 
     More specifically, as shown in  FIG. 1 , the device temperature adjusting apparatus  10  includes a battery cooler  14 , a condenser  16 , a forward pipe  18  as a forward path portion, and a return pipe  20  as a return path portion. The condenser  16 , the forward pipe  18 , the battery cooler  14 , and the return pipe  20  are annularly connected to constitute a fluid circulation circuit  26  through which a refrigerant as working fluid of the device temperature adjusting apparatus  10  circulates. 
     In other words, the fluid circulation circuit  26  is a heat pipe which evaporates and condenses a refrigerant for heat transfer. The fluid circulation circuit  26  constitutes a loop type thermosiphon (i.e., thermosiphon circuit) where a flow path through which a gaseous refrigerant flows and a flow path through which a liquid refrigerant flows are separated from each other.  FIG. 1  shows a cross section of the battery cooler  14  and portions of the pipes  18  and  20  connecting to the battery cooler  14 . Arrows DR 1  and DR 2  shown in  FIGS. 1 and 2  each indicate a direction of the vehicle  90  on which the device temperature adjusting apparatus  10  is mounted. Specifically, the arrow DR 1  indicates a vehicle up-down direction DR 1 , while the arrow DR 2  indicates a vehicle front-rear direction DR 2 . 
     A refrigerant is sealed and filled in the fluid circulation circuit  26 . The inside of the fluid circulation circuit  26  is filled with the refrigerant. The refrigerant circulates through the fluid circulation circuit  26 . The device temperature adjusting apparatus  10  controls the temperature of the battery  12  by a phase change of the refrigerant between liquid phase and gas phase. More specifically, the battery  12  is cooled by a phase change of the refrigerant. 
     For example, the refrigerant filled in the fluid circulation circuit  26  is a fluorocarbon refrigerant such as HFO-1234yf and HFC-134a. 
     As shown in  FIGS. 1 and 2 , the battery cooler  14  of the device temperature adjusting apparatus  10  is a heat absorbing portion which causes the refrigerant to absorb heat from the battery  12 . In other words, the battery cooler  14  cools the battery  12  by heat transfer from the battery  12  to the refrigerant. For example, the battery cooler  14  is made of metal having high heat conductivity. 
     More specifically, a cooler chamber  14   a  which accumulates a liquid phase refrigerant is formed inside the battery cooler  14 . The battery cooler  14  evaporates the refrigerant inside the cooler chamber  14   a  by causing the refrigerant to absorb heat from the battery  12 . 
     The battery  12  cooled by the battery cooler  14  includes the plurality of battery cells  121  electrically connected in series. The plurality of battery cells  121  are stacked in a battery stacking direction DRb. The battery stacking direction DRb is horizontal in a vehicle horizontal state where the vehicle  90  is horizontally disposed. 
     According to the present embodiment, the battery  12  is disposed under a floor of the vehicle  90 . Accordingly, the battery cooler  14  is also disposed under the floor of the vehicle  90 . It is confirmed herein that  FIG. 2  is a schematic diagram, and does not show specific connection portions of the respective pipes  18  and  20  with each of the battery cooler  14  and the condenser  16 . 
     For example, the battery cooler  14  has a rectangular parallelepiped box shape, and extends in the battery stacking direction DRb. In addition, the battery cooler  14  has an upper surface portion  141  including an upper surface  141   a  of the battery cooler  14 . Specifically, an upper inner wall surface  141   b  forming the upper side of the cooler chamber  14   a  is provided on the side opposite to the upper surface  141   a  side of the upper surface portion  141 . 
     The filling amount of the refrigerant filled into the fluid circulation circuit  26  is an amount sufficient for filling the cooler chamber  14   a  in a liquid phase state in the vehicle horizontal condition when the liquid phase refrigerant accumulated in the cooler chamber  14   a  does not contain air bubbles produced by boiling of the refrigerant or the like. Accordingly, the liquid level of the liquid phase refrigerant is formed both inside the forward pipe  18  and inside the return pipe  20 , and is positioned above the upper inner wall surface  141   b  of the battery cooler  14 . In  FIG. 1 , a liquid level position SF 1  of the liquid phase refrigerant inside the forward pipe  18  is indicated by a broken line SF 1 , while a liquid level position SF 2  of the liquid phase refrigerant inside the return pipe  20  is indicated by a broken line SF 2 . 
     The plurality of battery cells  121  are each disposed in a line on the upper surface  141   a  of the battery cooler  14 . Each of the plurality of battery cells  121  is connected to the upper surface portion  141  in such a condition as to allow heat conduction to the upper surface portion  141  of the battery cooler  14 . In this arrangement, the upper surface  141   a  of the battery cooler  14  functions as a battery cooling surface for cooling the battery  12 , while the upper surface portion  141  of the battery cooler  14  functions as a cooling surface forming portion which forms the battery cooling surface. 
     An inlet port  14   b  and an outlet port  14   c  are formed in the battery cooler  14 . The inlet port  14   b  communicatively connects a forward flow passage  18   a  formed inside the forward pipe  18  to the inside of the battery cooler  14  (i.e., cooler chamber  14   a ). Accordingly, when the refrigerant circulates through the fluid circulation circuit  26 , the refrigerant in the forward flow passage  18   a  flows into the cooler chamber  14   a  via the inlet port  14   b  of the battery cooler  14 . The forward flow passage  18   a  is a refrigerant flow path through which a refrigerant flows from the condenser  16  to the battery cooler  14 . For example, the inlet port  14   b  of the battery cooler  14  is provided at an end of the battery cooler  14  on one side in the battery stacking direction DRb. 
     The outlet port  14   c  of the battery cooler  14  communicatively connects a return flow passage  20   a  formed inside the return pipe  20  to the inside of the battery cooler  14 . Accordingly, when the refrigerant circulates through the fluid circulation circuit  26 , the refrigerant in the cooler chamber  14   a  flows out to the return flow passage  20   a  via the outlet port  14   c  of the battery cooler  14 . The return flow passage  20   a  is a refrigerant flow path through which a refrigerant flows from the battery cooler  14  to the condenser  16 . For example, the outlet port  14   c  of the battery cooler  14  is provided at an end of the battery cooler  14  on the other side in the battery stacking direction DRb. The battery cooler  14  has a not-shown structure for allowing a gas phase refrigerant in the cooler chamber  14   a  to flow out exclusively from the outlet port  14   c  as one of a pair of the inlet port  14   b  and the outlet port  14   c.    
     The condenser  16  of the device temperature adjusting apparatus  10  is a heat releasing portion which causes heat release from the refrigerant inside the condenser  16  to heat receiving fluid. More specifically, a gas phase refrigerant flows into the condenser  16  from the return pipe  20 . The condenser  16  condenses the refrigerant by causing heat release from the refrigerant. In the present embodiment, the heat receiving fluid subjected to heat exchange with the refrigerant inside the condenser  16  is air as described below. 
     The condenser  16  is disposed above the battery cooler  14 . The forward pipe  18  is connected to a lower portion of the condenser  16 , while the return pipe  20  is connected to an upper portion of the condenser  16 . In short, the forward pipe  18  is connected to the condenser  16  below the return pipe  20 . Accordingly, the refrigerant condensed in the condenser  16 , that is, the liquid phase refrigerant inside the condenser  16  flows from the inside of the condenser  16  to the forward flow passage  18   a  by gravity. 
     According to the device temperature adjusting apparatus  10  in  FIG. 1  configured as described above, when the battery temperature increases by heat generated from the battery  12  during traveling of the vehicle, for example, the heat is transferred to the upper surface portion  141  of the battery cooler  14  via lower surfaces of the battery cells  121 . The liquid phase refrigerant inside the battery cooler  14  therefore boils by the heat. Each of the battery cells  121  is cooled by latent heat of vaporization generated by boiling of the liquid phase refrigerant. The refrigerant boiled inside the battery cooler  14  gasifies and moves upward. Specifically, the gasified refrigerant (i.e., gas phase refrigerant) moves toward the condenser  16  via the return flow passage  20   a.  In this case, the gas phase refrigerant having flowed into the condenser  16  is cooled and liquefied at the condenser  16 , and again flows into the battery cooler  14  via the forward pipe  18 . 
     In short, with a start of a thermosiphoning phenomenon in the device temperature adjusting apparatus  10 , the refrigerant circulates through the fluid circulation circuit  26  as indicated by arrows ARc. According to the device temperature adjusting apparatus  10 , therefore, these operations are performed by natural circulation of the refrigerant sealed in the fluid circulation circuit  26  without requiring a drive device such as a compressor. 
     Similarly to an ordinary vehicle, the vehicle  90  of the present embodiment includes an air conditioning unit  40  which blows temperature-controlled air to the interior of the vehicle. As shown in  FIG. 3 , the condenser  16  of the device temperature adjusting apparatus  10  is disposed in an inside air circulation path  42  through which inside air circulates during vehicle interior air conditioning performed by the air conditioning unit  40 . The state “inside air circulates” refers to a state that “substantially only inside air circulates”. The state that “substantially only inside air circulates” includes a state that a small amount of outside air is mixed. The small amount of the mixed outside air is an amount small enough to produce substantially no temperature change from a temperature in case of circulation of only the inside air even when the small amount of the outside air is mixed into the inside air. 
     For explaining an arrangement of the condenser  16 , the air conditioning unit  40  shown in  FIG. 3  will be herein described. 
     As shown in  FIG. 3 , the air conditioning unit  40  is substantially similar to an ordinary vehicle air-conditioning unit except the point that the condenser  16  is provided. 
     For example, the air conditioning unit  40  shown in  FIG. 3  is disposed inside an instrument panel in a foremost part of the interior of the vehicle. The air conditioning unit  40  sucks one or both of the inside air which is the air in the interior of the vehicle, and the outside air which is the air outside the interior of the vehicle, and also blows out the sucked air to the interior of the vehicle after controlling the temperature of the sucked air. As shown in  FIG. 3 , the air conditioning unit  40  includes an air conditioning case  44 , an inside/outside air switching door  46 , a blower  48  as a blower, an evaporator  50 , an air heater  52 , an air mixing door  54 , and a plurality of air outlet switching doors  56   a  to  56   d,  and others. For example, each of the air outlet switching doors  56   a  to  56   d  is constituted by a butterfly door. 
     The air conditioning case  44  forms a housing of the air conditioning unit  40 . Air introduction ports  44   a  and  44   b  are formed on one side of the air conditioning case  44 , while a plurality of air outlet ports through which air flows toward the interior of the vehicle are formed on the other side. An air flow path  44   c  is formed inside the air conditioning case  44 . The air flow path  44   c  directs blown air from the air introduction ports  44   a  and  44   b  toward the air outlet ports. 
     The air conditioning case  44  also includes an air suction portion  441 , which has the two air introduction ports  44   a  and  44   b,  on the upstream side (i.e., one side) of the air conditioning case  44 . One of the two air introduction ports  44   a  and  44   b  constitutes the inside air introduction port  44   a  through which inside air is sucked, while the other constitutes the outside air introduction port  44   b  through which outside air is sucked. Accordingly, the air conditioning unit  40  sucks inside air from the inside air introduction port  44   a,  and sucks outside air from the outside air introduction port  44   b.    
     The inside/outside air switching door  46  is an opening/closing device which increases and decreases the degree of opening of the inside air introduction port  44   a,  and the degree of opening of the outside air introduction port  44   b.  The inside/outside air switching door  46  rotates inside the air suction portion  441 , and is driven by an actuator such as a servo motor. More specifically, the inside/outside air switching door  46  rotates in such a manner that opening of one of the inside air introduction port  44   a  and the outside air introduction port  44   b  decreases as opening of the other increases, thereby controlling a flow ratio of inside air to outside air each flowing into the air suction portion  441 . The degree of opening of the inside air introduction port  44   a  is a level of opening of the inside air introduction port  44   a,  while the degree of opening of the outside air introduction port  44   b  is a level of opening of the outside air introduction port  44   b.    
     For example, the inside/outside air switching door  46  switches a mode of the air conditioning unit  40  between an inside air mode for introducing exclusively inside air into the air conditioning unit  40 , and an outside air mode for introducing exclusively outside air into the air conditioning unit  40 . In the inside air mode, the inside/outside air switching door  46  opens the inside air introduction port  44   a  and closes the outside air introduction port  44   b.  In short, the inside/outside air switching door  46  sets the degree of opening of the inside air introduction port  44   a  to 100%, and the degree of opening of the outside air introduction port  44   b  to 0%. 
     In the outside air mode, the inside/outside air switching door  46  closes the inside air introduction port  44   a  almost completely, and opens the outside air introduction port  44   b.  In short, the inside/outside air switching door  46  sets the degree of opening of the inside air introduction port  44   a  close to 0%, and the degree of opening of the outside air introduction port  44   b  to substantially 100%. Accordingly, in the outside air mode, the air conditioning unit  40  of the present embodiment comes into a semi-inside air introduction state where inside air is also introduced into the air conditioning unit  40  together with outside air. 
     In this manner, the air conditioning unit  40  provided with the inside/outside air switching door  46  can switch between the inside air mode and the outside air mode. 
     Each of the inside air introduction port  44   a  and the outside air introduction port  44   b  has a short duct shape. The inside air introduction port  44   a  is an introduction port through which inside air passes during interior vehicle air conditioning. Accordingly, the inside air introduction port  44   a  is included in the inside air circulation path  42 . The condenser  16  of the device temperature adjusting apparatus  10  is disposed in the inside air introduction port  44   a.  Accordingly, when the inside air introduction port  44   a  is opened, inside air flowing into the inside air introduction port  44   a  exchanges heat with the refrigerant inside the condenser  16  at the condenser  16 , and is sucked into the blower  48  after the heat exchange. 
     The condenser  16  is disposed on the airflow upstream side with respect to the inside/outside air switching door  46 . 
     The blower  48  directs air having flowed into the air suction portion  441  toward the evaporator  50 , and directs the air having passed through the evaporator  50  to the interior of the vehicle. In short, the blower  48  directs air from the inside of the air conditioning unit  40  to the interior of the vehicle. For producing this airflow, the blower  48  includes an impeller  481 , which is a centrifugal fan, and a not-shown motor which rotates the impeller  481 . 
     The impeller  481  of the blower  48  is disposed on the downstream side of the air suction portion  441  and on the upstream side of the evaporator  50  in the airflow inside the air conditioning case  44 . 
     The evaporator  50  is disposed on the airflow downstream side with respect to the impeller  481  of the blower  48  inside the air conditioning case  44 . The evaporator  50  is a heat exchanger for air cooling. The evaporator  50  constitutes a part of a not-shown vapor compression refrigeration cycle. The evaporator  50  achieves heat exchange between a heat exchange medium circulating in the refrigeration cycle and the blown air fed from the blower  48 , and evaporates and gasifies the heat exchange medium and cools the blown air by the heat exchange. 
     The air heater  52  is disposed on the airflow downstream side with respect to the evaporator  50  inside the air conditioning case  44 . The air heater  52  is a heater core which heats air passing through the air heater  52  by heat exchange between the air and engine cooling water for engine cooling. 
     The air heater  52  is so disposed as to cross a part of the air flow path  44   c  on the airflow downstream side with respect to the evaporator  50  inside the air conditioning case  44 . 
     The air mixing door  54  is disposed on the airflow upstream side with respect to the air heater  52  and on the airflow downstream side with respect to the evaporator  50 . The air mixing door  54  driven by an actuator such as a servo motor changes the blowing temperature of conditioned air blown from the respective air outlet ports to the interior of the vehicle. In other words, the air mixing door  54  controls an air amount ratio of cold air passing through the evaporator  50  and bypassing the air heater  52  to warm air passing through the evaporator  50  and then passing through the air heater  52  in accordance with a rotation position of the air mixing door  54 . 
     The air conditioning case  44  has a defroster opening  442 , a face opening  443 , a front seat foot opening  444 , and a rear seat foot opening  445 . The respective openings  442 ,  443 ,  444 ,  445  are disposed at a portion on the most downstream side in the airflow inside the air conditioning case  44 . 
     A defroster duct  442   a  is connected to the defroster opening  442 . A defroster door  56   a  is provided at the defroster opening  442 . The defroster door  56   a  opens and closes the defroster opening  442 . The defroster opening  442  is an opening through which air (chiefly warm air, for example) is blown toward an inner surface of a front window of the vehicle  90  via the defroster duct  442   a  when the defroster opening  442  is opened by the defroster door  56   a.    
     A face duct  443   a  is connected to the face opening  443 . A face door  56   b  is provided at the face opening  443 . The face door  56   b  opens and closes the face opening  443 . The face opening  443  is an opening through which air (chiefly cold air, for example) is blown toward a head and chest part of a front seat occupant via the face duct  443   a  when the face opening  443  is opened by the face door  56   b.    
     A front seat foot duct  444   a  is connected to the front seat foot opening  444 . A front seat foot door  56   c  is provided at the front seat foot opening  444 . The front seat foot door  56   c  opens and closes the front seat foot opening  444 . The front seat foot opening  444  is an opening through which air (chiefly warm air, for example) is blown toward a foot part of a front seat occupant via the front seat foot duct  444   a  when the front seat foot opening  444  is opened by the front seat foot door  56   c.    
     A rear seat foot duct  445   a  is connected to the rear seat foot opening  445 . A rear seat foot door  56   d  is provided at the rear seat foot opening  445 . The rear seat foot door  56   d  opens and closes the rear seat foot opening  445 . The rear seat foot opening  445  is an opening through which air (chiefly warm air, for example) is blown toward a foot part of a rear seat occupant via the rear seat foot duct  445   a  when the rear seat foot opening  445  is opened by the rear seat foot door  56   d.    
     An air outlet port mode of the air conditioning unit  40  is switched in accordance with opening and closing operations of the respective air outlet switching doors  56   a  to  56   d.  Examples of the air outlet port mode include a face mode, a bi-level mode, a foot mode, a foot-defroster mode, and a defroster mode. 
     According to the present embodiment, as described above, the condenser  16  of the device temperature adjusting apparatus  10  is disposed in the inside air circulation path  42  through which inside air circulates during vehicle interior air conditioning performed by the air conditioning unit  40 . More specifically, the condenser  16  is disposed in the inside air introduction port  44   a  of the air conditioning unit  40  in the inside air circulation path  42 . 
     Cold air cooled in the interior of the vehicle passes through the inside air introduction port  44   a  in the summertime, while heated warm air passes through the inside air introduction port  44   a  in the wintertime. In a comparative example in which a cooling device is disposed in a front part of a vehicle, however, working fluid corresponding to a refrigerant is always cooled by airflow generated during traveling as outside air. In case of the cooling device which cools working fluid by using airflow generated during traveling like the cooling device of the comparative example, cooling performance of the cooling device deteriorates by a drop of heat release performance of the heat releasing portion at a higher outside air temperature in the summertime, for example. On the contrary, a target device corresponding to a cooling target (e.g., battery, semiconductor switching element) is cooled more than necessary at a lower outside air temperature in the wintertime. In short, the target device is excessively cooled. In contrast, according to the present embodiment, therefore, cold air (i.e., inside air) having a lower temperature than the temperature of cold air of the cooling device of the comparative example can be supplied to the condenser  16  in the summertime. Moreover, according to the present embodiment, warm air having a higher temperature than the temperature of warm air of the cooling device of the comparative example can be supplied to the condenser  16  in the wintertime. Accordingly, cooling performance of the device temperature adjusting apparatus  10  in the summertime can improve, and excessive cooling of the battery  12  in the wintertime can decrease. 
     The operation performed in the summertime will be described in detail. Cold air, which is inside air passing through the inside air introduction port  44   a,  flows to the condenser  16 . In this case, a temperature difference between the battery cooler  14  and the condenser  16  becomes large in the device temperature adjusting apparatus  10  of the present embodiment in comparison with the cooling device of the comparative example. A circulation amount of the refrigerant in the fluid circulation circuit  26  is substantially proportional to the temperature difference. Accordingly, cooling performance of the device temperature adjusting apparatus  10  improves as the circulation amount of the refrigerant increases. 
     Incidentally, the mode of the air conditioning unit  40  is expected to be switched to the outside air mode in the summertime. In this case, the air conditioning unit  40  of the present embodiment comes into the semi-inside air introduction state described above in the outside air mode for the purpose of energy saving similarly to air conditioning units available in recent years. Accordingly, the air conditioning unit  40  has such a structure that constantly directs wind (i.e., inside air) toward the inside air introduction port  44   a  during air conditioning operation by the air conditioning unit  40 . 
     The operation performed in the wintertime will be described in detail. Warm air, which is inside air passing through the inside air introduction port  44   a,  flows toward the condenser  16 . In this case, the temperature difference between the battery cooler  14  and the condenser  16  becomes small in the device temperature adjusting apparatus  10  of the present embodiment in comparison with the cooling device of the comparative example. Alternatively, a reverse temperature difference, i.e., a state that the temperature of the condenser  16  becomes higher than the temperature of the battery cooler  14 , is produced. In this case, the circulation amount of the refrigerant decreases, or circulation of the refrigerant stops in the device temperature adjusting apparatus  10  of the present embodiment unlike the cooling device of the comparative example. Accordingly, excessive cooling of the battery  12  can decrease in the wintertime. 
     According to the present embodiment, air blowing to the condenser  16  is achieved by the blower  48  of the air conditioning unit  40 . Accordingly, as an advantageous effect produced by this configuration, the necessity of providing a dedicated blower for blowing air to the condenser  16  can be eliminated. 
     According to the present embodiment, the condenser  16  is disposed in the inside air introduction port  44   a  of the air conditioning unit  40 . In this case, the condenser  16  is disposed within an occupied space of the air conditioning unit  40 . Accordingly, a mounting space for the condenser  16  need not be prepared. In short, mountability of the device temperature adjusting apparatus  10  easily improves. 
     According to the cooling device of the comparative example, the heat releasing portion corresponding to the condenser  16  is disposed in the front part of the vehicle. However, the condenser  16  of the device temperature adjusting apparatus  10  of the present embodiment is disposed in the inside air introduction port  44   a  of the air conditioning unit  40 . The battery  12  is often disposed under the floor or under the trunk room of the vehicle  90 . In this case, the distance between the condenser  16  and the battery cooler  14  can become shorter in the device temperature adjusting apparatus  10  of the present embodiment than that in the cooling device of the comparative example. Accordingly, reduction of deterioration of cooling performance caused by pressure losses and heat transfer in the respective pipes  18  and  20  is achievable, for example. 
     In a scene where cooling of the battery  12  and heating operation of the air conditioning unit  40  are both desired in an intermediate season such as spring or autumn, waste heat of the battery  12  is released to inside air at the condenser  16 . Accordingly, the waste heat of the battery  12  can be utilized for heating of the interior of the vehicle. 
     According to the present embodiment, the plurality of battery cells  121  are disposed in a line on the upper surface  141   a  of the battery cooler  14 . In other words, the respective battery cells  121  of the battery  12  are carried on the upper surface portion  141  of the battery cooler  14 . Assuming herein a comparative example where the respective battery cells  121  come into contact with not the upper surface  141   a  but the side surface of the battery cooler  14 , a certain level of pressing load (e.g., restraining force) for promoting heat transfer between the battery cooler  14  and the battery cells  121  is needed between the battery cooler  14  and the battery cells  121  in the comparative example. 
     However, according to the device temperature adjusting apparatus  10  of the present embodiment as described above, the respective battery cells  121  are carried on the battery cooler  14 . In other words, the battery cooler  14  is disposed not on the side surfaces but on the lower surfaces of the battery cells  121 . In this case, a contact load can be securely produced between the battery cells  121  and the battery cooler  14  by the own weight of the battery cells  121 . Accordingly, for cooling the battery  12 , a lower surface cooling method which positions the battery cooler  14  on the lower side of the battery  12  as in the present embodiment is more advantageous than the arrangement method of the comparative example. 
     Second Embodiment 
     A second embodiment will now be described. In the present embodiment, points different from the above-described first embodiment will be chiefly described. Description of parts identical or equivalent to corresponding parts in the above embodiment will be omitted or simplified. This omission or simplification is also applied to a third embodiment described below. 
     According to the present embodiment, the arrangement of the air conditioning unit  40  and the condenser  16  is different from the corresponding arrangement of the above-described first embodiment as shown in  FIG. 4 . Other points of the present embodiment are similar to corresponding points of the first embodiment. 
     The air conditioning unit  40  of the present embodiment has an inside/outside air two-layer structure where an outside air passage  44   e  through which outside air flows, and an inside air passage  44   d  through which inside air flows are formed in parallel to each other. In other words, the inside air passage  44   d  and the outside air passage  44   e  are formed inside the air conditioning case  44  as a part of the air flow path  44   c.    
     More specifically, the air conditioning case  44  includes a partition wall  446  which vertically partitions the air flow path  44   c  on the airflow upstream side with respect to the evaporator  50 . On the airflow upstream side of the evaporator  50 , the inside air passage  44   d  is formed below the partition wall  446 , and the outside air passage  44   e  is formed above the partition wall  446 . 
     The inside air passage  44   d  is a passage through which inside air passes during vehicle interior air conditioning, and is therefore included in the inside air circulation path  42 . The condenser  16  of the device temperature adjusting apparatus  10  is disposed in the inside air passage  44   d.  Accordingly, inside air flows to the inside air passage  44   d  when the inside air introduction port  44   a  is opened. The inside air flowing through the inside air passage  44   d  exchanges heat with the refrigerant inside the condenser  16  at the condenser  16 , and flows to the evaporator  50  after the heat exchange. 
     The air conditioning unit  40  of the present embodiment includes an inside air introduction port door  46   a  and an outside air introduction port door  46   b  instead of the inside/outside air switching door  46  of the first embodiment. The inside air introduction port door  46   a  opens and closes the inside air introduction port  44   a,  while the outside air introduction port door  46   b  opens and closes the outside air introduction port  44   b.  According to the present embodiment, the degree of opening of the inside air introduction port  44   a  and the degree of opening of the outside air introduction port  44   b  are controlled by operations of the respective introduction port doors  46   a  and  46   b  in either the inside air mode or the outside air mode in a manner similar to the manner of the first embodiment. 
     The blower  48  of the present embodiment includes an inside air impeller  481   a  and an outside air impeller  481   b  instead of the impeller  481  of the first embodiment. Each of the inside air impeller  481   a  and the outside air impeller  481   b  is a centrifugal fan. 
     In the airflow inside the air conditioning case  44 , the inside air impeller  481   a  is disposed on the downstream side of the inside air introduction port  44   a  and on the upstream side of the inside air passage  44   d.  The outside air impeller  481   b  is disposed on the downstream side of the outside air introduction port  44   b  and on the upstream side of the outside air passage  44   e.  Accordingly, the inside air impeller  481   a  directs inside air sucked from the inside air introduction port  44   a  toward the inside air passage  44   d  in accordance with rotation of the inside air impeller  481   a.  The outside air impeller  481   b  directs outside air sucked from the outside air introduction port  44   b  toward the outside air passage  44   e  in accordance with rotation of the outside air impeller  481   b.  The blower  48  is configured to prevent mixture between the inside air blown by the inside air impeller  481   a  and the outside air blown by the outside air impeller  481   b.    
     The air conditioning unit  40  of the present embodiment has a first air mixing door  54   a  and a second air mixing door  54   b  instead of the air mixing door  54  of the first embodiment. Each of the first air mixing door  54   a  and the second air mixing door  54   b  rotates. The first air mixing door  54   a  and the second air mixing door  54   b  control the air amount ratio of cold air to warm air by rotation of both the first air mixing door  54   a  and the second air mixing door  54   b  similarly to the air mixing door  54  of the first embodiment. 
     The air conditioning unit  40  of the present embodiment includes a first air flow path change door  58  and a second air flow path change door  60  disposed on the airflow downstream side with respect to the evaporator  50 . Rotation of the two air flow path change doors  58  and  60  changes the path of airflow on the airflow downstream side of the evaporator  50 . 
     According to the present embodiment, effects similar to those of the first embodiment described above can be produced by common configurations of the present embodiment and the first embodiment. 
     According to the present embodiment, the condenser  16  of the device temperature adjusting apparatus  10  is disposed in the inside air passage  44   d  of the air conditioning unit  40 . This configuration therefore can produce effects similar to the effects produced when the condenser  16  is disposed in the inside air introduction port  44   a  of the air conditioning unit  40  as in the first embodiment. 
     Third Embodiment 
     A third embodiment will now be described. In the present embodiment, points different from the above-described first embodiment will be chiefly described. 
     According to the present embodiment, the device temperature adjusting apparatus  10  includes a controller  64  shown in  FIG. 5 . The controller  64  executes a control process in  FIG. 6 . The present embodiment is different from the first embodiment in this point. Other points of the present embodiment are similar to corresponding points of the first embodiment. For example, the air conditioning unit  40  of the present embodiment is configured as shown in  FIG. 3 . 
     For example, the controller  64  in  FIG. 5  constitutes one functional unit of an air conditioning control device which executes air conditioning control performed by the air conditioning unit  40 . The air conditioning control device is an electronic control device which includes a known microcomputer including a central processing unit (CPU), a read-only memory (ROM), a random-access memory (RAM), and the like, and peripheral circuits of the microcomputer. Accordingly, the controller  64  executes a computer program stored in a non-transitional tangible storage medium such as a semiconductor memory. This computer program is executed to perform a method corresponding to the computer program. 
     The controller  64  of the present embodiment outputs various control signals to each actuator of the air conditioning unit  40 . For example, the controller  64  can control respective operations of the inside/outside air switching door  46 , the blower  48 , the air mixing door  54 , and the plurality of air outlet switching doors  56   a  to  56   d  by outputting control signals. 
     The control process in  FIG. 6  will now be described.  FIG. 6  is a flowchart showing the control process executed by the controller  64  according to the present embodiment. The controller  64  cyclically and repeatedly executes the control process in  FIG. 6 . 
     As shown in  FIG. 6 , the controller  64  initially determines in step S 101  whether or not the operation of the vehicle  90  has ended. The end of the operation of the vehicle  90  is determined based on on/off of an ignition switch  66  (see  FIG. 5 ). Specifically, when the ignition switch  66  is on, it is determined that the operation of the vehicle  90  has not ended. When the ignition switch  66  is turned off, it is determined that the operation of the vehicle  90  has ended. 
     When it is determined in step S 101  in  FIG. 6  that the operation of the vehicle  90  has ended, the process proceeds to step S 102 . When it is determined that the operation of the vehicle  90  has not ended yet, processing of step S 101  is repeated. In other words, processing of step S 102  and thereafter is executed after an end of the operation of the vehicle  90 . 
     In step S 102 , the controller  64  acquires a battery level SOC of the battery  12 . After acquisition of this level, the controller  64  determines whether or not the battery level SOC is equal to or higher than a predetermined battery level threshold SOC 1 . The battery level threshold value SOC 1  is experimentally determined in advance to check whether the battery level SOC is sufficient for operating the blower  48  in step S 106  described below. 
     When it is determined in step S 102  that the battery level SOC is equal to or higher than the battery level threshold SOC 1 , the process proceeds to step S 103 . When it is determined that the battery level SOC is lower than the battery level threshold SOC 1 , the control process in  FIG. 6  is again started from step S 101 . 
     In step S 103 , the controller  64  acquires each of an inside air temperature which is the temperature of inside air, and a battery temperature which is the temperature of the battery  12 . More specifically, the controller  64  acquires the temperature of inside air sucked into the inside air introduction port  44   a,  that is, an inside air intake temperature as the inside air temperature. For example, the inside air intake temperature is detected by an inside air temperature sensor disposed on the airflow upstream side of the condenser  16  in the inside air introduction port  44   a.  The controller  64  acquires the inside air intake temperature based on a detection signal of the inside air temperature sensor. The controller  64  may temporarily blow a breeze to the blower  48  as required for temperature detection by the inside air temperature sensor. 
     The controller  64  further acquires a maximum value in temperatures of the respective battery cells  121  (i.e., battery cell temperatures) as the battery temperature, for example. Each of the battery cell temperatures is detected by a battery cell temperature sensor provided for each of the battery cells  121 . The controller  64  acquires the respective battery cell temperatures from detection signals of the battery cell temperature sensors. 
     After acquiring the battery temperature and the inside air temperature, the controller  64  in step S 103  determines whether or not the battery temperature is higher than the inside air temperature. 
     When it is determined in step S 103  that the battery temperature is higher than the inside air temperature, the process proceeds to step S 104 . When it is determined that the battery temperature is equal to or lower than the inside air temperature, the control process in  FIG. 6  is again started from step S 101 . 
     In step S 104 , the controller  64  determines whether or not the air conditioning unit  40  is in the outside air mode. More specifically, it is determined whether the air conditioning unit  40  is in the outside air mode or the inside air mode based on a door rotation position of the inside/outside air switching door  46 . 
     When it is determined in step S 104  that the air conditioning unit  40  is in the outside air mode, the process proceeds to step S 105 . When it is determined that the air conditioning unit  40  is not in the outside air mode, the process proceeds to step S 106  based on a state that the air conditioning unit  40  has been already in the inside air mode. 
     In step S 105 , the controller  64  switches the mode of the air conditioning unit  40  to the inside air mode by operating the inside/outside air switching door  46 . After completion of step S 105 , the process proceeds to step S 106 . 
     In step S 106 , the controller  64  operates the blower  48 . Specifically, the blower  48  is turned on. The on-state of the blower  48  continues until the blower  48  is turned off in step S 109  described below. For example, the rotation speed of the blower  48  at this time is experimentally set in advance to such a speed for generating an air blowing amount sufficient for condensing the refrigerant at the condenser  16 , and to a lowest possible rotation speed. 
     Blown air may be blown from any of the openings  442  to  445  during air blowing from the blower  48  started in step S 106 . According to the present embodiment, the controller  64  sets the air outlet port mode of the air conditioning unit  40  exclusively to the foot mode where air is blown exclusively from the foot openings  444  and  445  of the plurality of openings  442  to  445  by operating the respective air outlet switching doors  56   a  to  56   d.  After completion of step S 106 , the process proceeds to step S 107 . 
     In step S 107 , the controller  64  acquires the battery level SOC of the battery  12 . The battery level SOC is detected and acquired similarly to step S 102 , but the detection time is different from the detection time in step S 102 . 
     Subsequently, the controller  64  determines whether or not the battery level SOC is equal to or higher than the predetermined battery level threshold SOC 1  similarly to step S 102  described above. 
     When it is determined in step S 107  that the battery level SOC is equal to or higher than the battery level threshold SOC 1 , the process proceeds to step S 108 . When it is determined that the battery level SOC is lower than the battery level threshold SOC 1 , the process proceeds to step S 109 . 
     In step S 108 , the controller  64  acquires each of the inside air temperature and the battery temperature. The inside air temperature and the battery temperature are detected and acquired similarly to step S 103 , but the detection time is different from the detection time in step S 103 . 
     In step S 108 , the controller  64  having acquired the battery temperature and the inside air temperature determines whether or not the battery temperature has become lower than the inside air temperature. 
     When it is determined in step S 108  that the battery temperature has become lower than the inside air temperature, the process proceeds to step S 109 . When it is determined that the battery temperature is equal to or higher than the inside air temperature, the process proceeds to step S 107 . 
     In step S 109 , the controller  64  stops the blower  48 . Specifically, the blower  48  is turned off. 
     In this manner, while monitoring the battery level SOC, the controller  64  switches the mode of the air conditioning unit  40  to the inside air mode and operates the blower  48  when the battery temperature is higher than the inside air temperature after an end of the operation of the vehicle  90 . Specifically, the controller  64  causes circulation of inside air through the inside air circulation path  42  (more specifically, inside air introduction port  44   a ) by the operation of the blower  48 . 
     The battery  12  therefore can be cooled by cold air remaining in the interior of the vehicle (more specifically, inside air having temperature lower than temperature of battery  12 ) after the end of the operation of the vehicle  90 . Accordingly, an average temperature of the battery  12  of the vehicle during parking can decrease, for example, wherefore deterioration prevention and life elongation of the battery  12  are achievable. 
     The foregoing processing performed in the respective steps in  FIG. 6  constitutes a function section for implementing the corresponding function. 
     In addition, effects similar to the effects of the first embodiment can be produced in the present embodiment by the configurations common to the present embodiment and the first embodiment described above. 
     The present embodiment presented as a modified example based on the first embodiment can be combined with the second embodiment described above as well. 
     Other Embodiments 
     (1) According to the respective embodiments described above, the target device to be cooled by the device temperature adjusting apparatus  10  is the secondary battery  12  as shown in  FIG. 1 . However, the target device is not limited to any particular device. For example, the target device may be an electronic device other than the secondary battery  12 , such as a motor, an inverter, and a charger, or may be a simple heating element. In addition, the target device is not limited to an in-vehicle device, but may be a device which requires stationary cooling, such as a base station. 
     (2) According to the respective embodiments described above, the air heater  52  is a heater core. However, the air heater  52  may be an indoor condenser constituting a part of a refrigeration cycle. 
     (3) According to the respective embodiments described above, the condenser  16  of the device temperature adjusting apparatus  10  is disposed on the airflow upstream side with respect to the evaporator  50 . However, this arrangement is presented only by way of example. For example, the condenser  16  may be disposed on the airflow downstream side with respect to the evaporator  50  as long as the condenser  16  is located in the inside air circulation path  42 . 
     (4) According to the respective embodiments described above, the inside air circulation path  42  includes the inside air introduction port  44   a  and the inside air passage  44   d  of the air conditioning unit  40 . However, the inside air circulation path  42  may include a portion other than the air conditioning unit  40 . For example, when an air flow duct connected to the inside air introduction port  44   a  to guide inside air to the inside air introduction port  44   a  is provided outside the air conditioning unit  40 , the inside air circulation path  42  includes a duct passage inside the air flow duct. The condenser  16  of the device temperature adjusting apparatus  10  may be disposed in the duct passage. In short, the condenser  16  may be disposed anywhere in the inside air circulation path  42  either inside or outside the air conditioning unit  40 . 
     (5) According to the third embodiment described above, the battery temperature compared with the inside air temperature in steps S 102  and S 108  in  FIG. 6  is the maximum value in the temperatures of the respective battery cells  121 , for example. However, this value is presented by way of example. For example, the average value of the temperatures of the respective battery cells  121  may be calculated as the battery temperature. 
     (6) According to the third embodiment described above, the inside air intake temperature is acquired as the inside air temperature in steps S 102  and S 108  in  FIG. 6 . However, instead of the inside air intake temperature, a room temperature detected at any position in the interior of the vehicle may be acquired as the inside air temperature. 
     (7) According to the respective embodiments described above, the air conditioning unit  40  is a front air conditioning unit disposed in the foremost part of the interior of the vehicle, for example. However, this configuration is presented by way of example. The air conditioning unit  40  where the condenser  16  of the device temperature adjusting apparatus  10  is disposed may be a rear air conditioning unit included in a dual air conditioner, for example. 
     (8) According to the respective embodiments described above, the forward pipe  18  is provided as the forward path portion of the device temperature adjusting apparatus  10 . However, the forward path portion may be a component other than a piping member. For example, when a hole formed in a block-shaped object is provided as the forward flow passage  18   a,  a portion included in the block-shaped object and forming the forward flow passage  18   a  corresponds to the forward path portion. This configuration is also applicable to the return pipe  20 . 
     (9) According to the respective embodiments described above, the one condenser  16  is provided as shown in  FIG. 1 . However, a plurality of the condensers  16  may be provided. When a plurality of the condensers  16  are provided as described herein, any one or all of a heat exchanger performing heat exchange between the air and the refrigerant in the fluid circulation circuit  26  as in the respective embodiments described above, a refrigerant-refrigerant heat exchanger, and a chiller may be included in the plurality of condensers  16 , for example. The refrigerant-refrigerant heat exchanger is a heat exchange which constitutes a part of a refrigeration cycle different from the refrigeration cycle to which the evaporator  50  (see  FIG. 3 ) belongs, and cools the refrigerant in the fluid circulation circuit  26  by evaporating a heat exchange medium circulating in the refrigeration cycle. The chiller is a cooling device which cools the refrigerant in the fluid circulation circuit  26  by using a liquid medium such as cooling water. 
     (10) According to the respective embodiments described above, the refrigerant filled in the fluid circulation circuit  26  is a fluorocarbon refrigerant, for example. However, the refrigerant inside the fluid circulation circuit  26  is not limited to a fluorocarbon refrigerant. For example, other refrigerants such as propane and CO2, or other mediums each achieving a phase change may be used as the refrigerant filled into the fluid circulation circuit  26 . 
     (11) According to the respective embodiments described above, the device temperature adjusting apparatus  10  controls the temperature of the battery  12  by cooling the battery  12 . However, in addition to this cooling function, the device temperature adjusting apparatus  10  may have a heating function for heating the battery  12 . 
     (12) According to the first embodiment described above, the air conditioning case  44  of the air conditioning unit  40  is configured such that the air flow path  44   c  extends approximately in the vehicle front-rear direction DR 2  as shown in  FIG. 3 . However, this configuration is presented by way of example. The shape of the air conditioning case  44  and the arrangement of respective devices inside the air conditioning case  44  are determined according to a specific vehicle on which the air conditioning unit  40  is mounted. This point is also applicable to the air conditioning unit  40  of the second embodiment shown in  FIG. 4 . 
     (13) According to the respective embodiments described above, the air conditioning case  44  of the air conditioning unit  40  has the two foot openings  444  and  445 . However, the air conditioning case  44  not having one of the two foot openings  444  and  445  may be adopted. 
     (14) According to the third embodiment described above, processing in the respective steps shown in the flowchart in  FIG. 6  is performed by a computer program. However, this processing may be constituted by hard logic. 
     (15) According to the third embodiment described above, the controller  64  is configured as one functional unit of the air conditioning control device of the air conditioning unit  40 , for example. However, the controller  64  may constitute a control device different from the air conditioning control device. 
     (16) According to the respective embodiments described above, the condenser  16  of the device temperature adjusting apparatus  10  is disposed in the inside air circulation path  42  of the air conditioning unit  40  shown in  FIGS. 3 and 4 . However, the condenser  16  may be disposed in the inside air circulation path  42  provided in an air conditioning unit other than the air conditioning unit  40 . 
     For example, the condenser  16  may be disposed in the inside air circulation path  42  provided in a rear seat cooler. The rear seat cooler is an air conditioning unit for air conditioning around a rear seat in the interior of the vehicle. The rear seat cooler is disposed on a side trim of the vehicle and includes the inside air introduction port  44   a,  but does not include the outside air introduction port  44   b.    
     Alternatively, the condenser  16  may be disposed in the inside air circulation path  42  provided in a seat air conditioner. The seat air conditioner is an air conditioning unit which feeds air to vehicle seats disposed in the interior of the vehicle. The seat air conditioner includes the inside air introduction port  44   a,  but does not include the outside air introduction port  44   b.    
     It should be noted that the present disclosure is not limited to the above-described embodiments, but includes various modified examples and modifications within the equivalent scope. The respective embodiments described herein are not embodiments unrelated to each other, and therefore can be appropriately combined unless such combinations are obviously inappropriate. 
     According to the respective embodiments described above, needless to say, elements constituting the respective embodiments are not necessarily essential unless clearly expressed as particularly essential, or considered as obviously essential in principle, for example. According to the respective embodiments described above, values such as numbers of the constituent elements, numerical values, quantities, and ranges in the embodiments are not limited to specific values unless clearly expressed as particularly essential, or considered as obviously limited to the specific values in principle, for example. 
     According to the respective embodiments described above, materials, shapes, positional relationships, or others of the constituent elements and the like described in the embodiments are not limited to specific materials, shapes, positional relationships, or others unless clearly expressed, or limited to the specific materials, shapes, positional relationships, or others in principle. 
     CONCLUSION 
     According to a first aspect presented as a part or all of the respective embodiments described above, the heat releasing portion is disposed in the inside air circulation path through which the inside air circulates during vehicle interior air conditioning performed by the air conditioning unit that blows out temperature-controlled air to the interior of the vehicle. 
     According to a second aspect, the heat releasing portion is disposed in the inside air introduction port. Accordingly, similarly to the first aspect described above, cooling performance of the device temperature adjusting apparatus in the summertime can improve, and excessive cooling of the target device in the wintertime can decrease. Furthermore, air blowing to the heat releasing portion is performed by an air blowing function of the air conditioning unit, wherefore, as an advantageous effect, the necessity of providing a dedicated blower for blowing air to the heat releasing portion is eliminated. 
     Moreover, the heat releasing portion is disposed within the occupied space of the air conditioning unit. Accordingly, a mounting space for the heat releasing portion need not be prepared. In short, mountability of the device temperature adjusting apparatus easily improves. 
     In a scene where cooling of the target device by the device temperature adjusting apparatus and heating operation by the air conditioning unit are both performed, waste heat of the target device is released to inside air at the heat releasing portion. Accordingly, the waste heat of the target device can be utilized for heating of the interior of the vehicle. 
     According to a third aspect, the air conditioning unit has an inside/outside air two-layer structure where an outside air passage through which outside air flows, and an inside air passage through which inside air flows are formed in parallel to each other. The inside air passage is included in the inside air circulation path. The heat releasing portion is disposed in the inside air passage. Accordingly, effects similar to the effects of the second aspect can be produced by the air conditioning unit having the inside/outside air two-layer structure. 
     According to a fourth aspect, the controller operates the blower and causes the inside air to circulate through the inside air circulation path by the operation of the blower when the temperature of the battery is higher than the temperature of the inside air after an end of the operation of the vehicle. The battery therefore can be cooled by cold air remaining in the interior of the vehicle (more specifically, inside air having temperature lower than temperature of battery) after the end of the operation of the vehicle. Accordingly, an average temperature of the battery of the vehicle during parking decreases, for example, wherefore deterioration prevention and life elongation of the battery are achievable. 
     According to a fifth aspect, the controller switches the mode of the air conditioning unit to the inside air mode and operates the blower when the battery temperature is higher than the inside air temperature after an end of the operation of the vehicle. Accordingly, effects similar to the effects of the fourth aspect can be produced.