JP2006016000A - Temperature adjusting device of battery mounted on electric vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve the heat utilization efficiency when a battery is cooled or heated. <P>SOLUTION: Air used for air-conditioning in a cabin 10 is introduced in a case 18 through a flow passage 22 to cool or heat a battery 14 in the case 18. Since the waste heat of air used for air-conditioning the cabin 10 is utilized, the heat utilization efficiency is improved. In addition, even if gas is discharged from the battery 14, the gas does not leak in the cabin 10. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an apparatus for adjusting the temperature of a battery mounted on an electric vehicle such as an electric vehicle, that is, an electric vehicle mounted battery temperature adjusting apparatus.

  An electric vehicle such as an electric vehicle is generally equipped with a large-scale battery for supplying electric power for vehicle propulsion to a motor or the like. In general, a battery suitable for this type of application can continue to be used for a longer period of time if its operating temperature is always within a predetermined range. Therefore, conventionally, several methods for cooling / warming the battery have been proposed in order to ensure or extend the life of the battery. For example, in an electric vehicle described in JP-A-8-40088, a branch is provided in the middle of a duct for introducing air into the cabin from the outside of the vehicle, and a duct for introducing air into the battery is connected to this branch point. ing. Furthermore, at this branch point, switching between whether the air from the outside of the vehicle is introduced into the cabin or the battery side, and what ratio is the amount of air introduced into the cabin and the amount of air introduced into the battery side A valve is provided for setting this. Therefore, in the electric vehicle described in the above publication, the air introduction destination is switched in some cases to the cabin, and in other cases to the battery, and the ratio of the air introduction amount between the cabin and the battery is controlled. Is possible.

JP-A-8-40088

  However, in such a configuration using a branch, it is difficult to achieve both air conditioning in the cabin and battery cooling / warming appropriately. For example, when the air conditioning in the cabin is in the refresh mode (a mode in which the air inside the cabin is discharged outside the vehicle as air outside the vehicle is introduced), it is necessary to introduce a large amount of air into the cabin. The amount of introduction must be reduced, and sufficient cooling / warming may not be performed. Of course, cooling / warming of the battery can be prioritized, but in that case, the cabin may not be sufficiently air-conditioned.

  One of the objects of the present invention is to make the air conditioning in the cabin and the cooling / warming of the battery suitably compatible by changing the air introduction path to the battery side, and the air conditioning in the cabin. The purpose is to increase the heat utilization efficiency combined with the cooling / warming of the battery. Another object of the present invention is to more reliably prevent or reduce air pollution in the cabin by utilizing or applying a change made to the air introduction path to the battery side.

  In order to achieve such an object, the battery temperature adjusting device mounted on an electric vehicle according to the present invention includes an introduction flow path from the cabin to the inside of the battery storage case, and a discharge flow path from the battery storage case to the outside of the vehicle. . That is, the air introduced into the battery storage case through the introduction flow path is air used for air conditioning of the cabin, and this air is used to cool the vehicle propulsion battery stored in the battery storage case. After being used for warm air, it is discharged outside the vehicle through a discharge channel. Therefore, for example, even if the air conditioning in the cabin is in the refresh mode, the amount of air introduced to the battery side cannot be reduced, so that sufficient cooling / warming can be performed. Furthermore, since the air used for air conditioning of the cabin is used for battery cooling / warming, so to speak, the efficiency effect by utilizing waste heat occurs, and energy waste is reduced as compared with the conventional case. As a result, the heat utilization efficiency combining the air conditioning in the cabin and the cooling / warming of the battery is enhanced. These effects are particularly noticeable when using a battery whose temperature is in the preferred operating temperature range that matches or is close to the temperature at which humans feel comfortable.

  Further, some batteries mounted on electric vehicles generate gas inside when overcharged or overdischarged. A battery that can generate gas is usually provided with a means to release the generated gas to the outside of the battery, for example, an explosion-proof valve. If this type of battery is placed in the cabin, the gas concentration in the cabin will be Gradually rises and the cabin habitability is impaired. The structure used in the present invention is effective in preventing the occurrence of such problems. In other words, since the battery is stored in the battery storage case, even if gas is released from the battery, the gas once accumulates in the battery storage case and then is discharged outside the vehicle through the discharge channel. It is difficult for gas to leak into the cabin. Therefore, in the present invention, the cabin comfort is also improved. It should be noted that the release of gas from the battery does not occur by providing a control device that manages the temperature and state of charge (SOC) of the battery so that the battery does not reach a high temperature, overcharge state, or overdischarge state. Is preferable. The function of preventing gas leakage into the cabin according to the present invention is preferably used as a function that assists in managing the SOC of the battery and prevents gas from leaking into the cabin even if there is some failure in the management. Further, the function of preventing gas leakage into the cabin according to the present invention can be further enhanced by various methods as described below.

  The first method is a method of estimating the possibility and degree of gas emission from the battery based on, for example, the detection result of the SOC of the battery, and switching the discharge channel from the battery storage case according to the result. . For example, a direct discharge channel from the battery storage case directly to the outside of the vehicle and an indirect discharge channel from the battery storage case through the dilution chamber to the outside of the vehicle can be formed selectively or simultaneously. The dilution chamber here is a chamber separated from the cabin, such as a luggage, for example, and is preferably a chamber having a volume sufficient for gas dilution. Under such a configuration, when there is a possibility of gas release, a direct discharge channel is used. When there is no possibility of gas release and when there is a possibility of gas release, but it is less than a predetermined level, it is for indirect discharge. If each of the flow paths is formed, gas leakage to the cabin can be prevented without affecting the air conditioning of the cabin or the air recirculation in the cabin. That is, even if it is estimated that gas is released from the battery, if the estimated amount of emission is very small, the gas concentration is lowered in the dilution chamber that constitutes the indirect discharge flow path, and then the outside of the vehicle. Therefore, it is not necessary to introduce a large amount of air into the battery storage case in order to discharge the gas to the outside of the vehicle, and a decrease in heat utilization efficiency due to the discharge of the air outside the vehicle is suppressed. For example, even when cabin air conditioning is in the recirculation mode (mode that circulates air in the cabin and keeps air from entering the cabin to a small amount), the gas is suitably discharged without changing the cabin air conditioning mode. it can. In addition, when there is a possibility of gas release, the direct discharge channel is formed regardless of the estimated amount, so that the gas can be quickly discharged out of the vehicle. In particular, when the estimated value of the gas discharge amount is relatively large, the indirect discharge flow path is closed, so that no gas is stored in the dilution chamber. Moreover, when implementing the 1st method described here, the channel for indirect discharge is needed. By using this indirect discharge flow path, it is possible to realize a configuration capable of recirculation via a dilution chamber that returns from the battery storage case to the battery storage case through the dilution chamber. That is, the amount of air introduced from the cabin is low by adopting a configuration capable of forming a reintroduction channel from the dilution chamber to the introduction channel in accordance with the cabin air conditioning mode and the battery state (temperature, etc.). Even in such a state, it becomes possible to secure an amount of air necessary for battery cooling / warming, and it is possible to effectively use waste heat of air introduced little by little from the cabin. In addition, the recirculation via the dilution chamber can be realized even in a configuration in which a direct discharge channel cannot be formed, and in this case, an effect of efficiently using waste heat occurs.

  In the second method, the communication position between the introduction flow path and the battery storage case, the communication position between the introduction flow path and the cabin, or the communication position between the discharge flow path and the battery storage case is higher than the position outside the vehicle. This is a method of providing a gas guiding channel that opens toward the battery and communicates with any of the battery storage case, the introducing channel, and the discharging channel. When the specific gravity of the gas discharged from the battery into the battery storage case is smaller than air, the gas flows from the bottom to the top due to the buoyancy that acts, so the opening of the gas guiding channel to the outside of the vehicle is high as described above If the position is set, gas can be quickly discharged without being stored in the battery storage case for a long time. The third method is a method in which the communication position between the introduction flow path and the battery storage case is set lower than the communication position between the discharge flow path and the battery storage case. This method also uses gas buoyancy. That is, if the communication position between the introduction flow path and the battery storage case is set to a low position, even if the gas is released into the battery storage case, the gas hardly leaks into the introduction flow path. . And the 4th method presupposes the ventilation member which is arrange | positioned in the introduction flow path and forcibly blows air into the battery storage case. That is, if a flow path opening / closing member is provided that closes the flow path for introduction when the air blowing member is blowing air, and the air flow is stopped, the air flow is stopped. Even if the air that pushes in is no longer introduced, and the gas leaks from the battery storage case to the introduction flow path for some reason in that state, the gas does not leak into the cabin. Further, these second to fourth methods can be combined with each other or the first method, and the combination becomes more effective. For example, when the second method and the third method are combined, the gas released into the battery storage case is discharged through both the discharge channel and the gas guide channel, so that the gas can be discharged quickly. Become. Further, when the second method and the fourth method are combined, the gas can flow into the gas guiding channel when the introduction channel is closed, so that the gas is discharged quickly.

  In any of the first to fourth methods described above, the flow path for passing air for cooling / warming the battery and the flow path for discharging the gas released from the battery are separated. It is to be implemented under no configuration. That is, the gas is pushed in the discharge direction by the air flow, and, for example, the introduction channel is selected by selectively using the discharge channel (first method) or using the buoyancy of the gas (second to fourth methods). Prevents the gas from flowing backward. The fifth method is based on a different idea. That is, the fifth method is to provide a ventilation channel that communicates with the introduction channel and circulates inside the battery storage case, and as a discharge channel, an air discharge channel that communicates with the ventilation channel; This is a method of providing a gas discharge flow path separated from the flow path, and a flow path for air for cooling / warming the battery (flow path for introduction → flow path for ventilation → flow path for air discharge) And a flow path for discharging the gas released from the battery (battery storage case interior → gas discharge flow path) is separated. Thereby, for example, there is no possibility that the gas flows backward through the introduction flow path.

  In the present application, it is described that the present invention is an invention of “electric vehicle mounted temperature adjustment device”. However, those skilled in the art who have referred to the disclosure of the present application will recognize the present invention in other categories, for example, adjustment methods, electric vehicles. It is possible to grasp and change the expression.

  As described above, according to the present invention, the air passage used for air conditioning of the cabin is provided with the introduction flow path from the cabin to the inside of the battery storage case and the discharge flow path from the battery storage case to the outside of the vehicle. Is introduced into the battery storage case through the introduction flow path, and the air used for cooling or warming the vehicle propulsion battery stored in the battery storage case is discharged outside the vehicle through the discharge flow path. Therefore, sufficient air conditioning in the cabin and sufficient cooling / warming of the battery can be suitably achieved, and wasteful use of energy can reduce energy waste. Furthermore, even when a battery that may release gas is used, the released gas once accumulates in the battery storage case and then is discharged to the outside of the vehicle through the discharge passage, so that the gas leaks into the cabin. The habitability is not impaired.

  Furthermore, the possibility and degree of gas emission from the battery are estimated, and according to the result, a direct discharge path from the battery storage case directly to the outside of the vehicle, and an indirect discharge from the battery storage case to the outside of the vehicle through the dilution chamber If the flow paths are formed selectively or simultaneously, the air conditioning to the cabin and the recirculation of the air in the cabin are not affected, and the heat utilization efficiency is not impaired. Gas leakage can be prevented and gas can be quickly discharged out of the vehicle. In addition, if a reintroduction flow path from the dilution chamber to the introduction flow path is formed according to the cabin air conditioning mode and the battery state, the battery storage case returns to the battery storage case through the dilution chamber. Recirculation via a dilution chamber becomes possible, and more efficient use of waste heat becomes possible. In addition, the battery storage case and the introduction case are positioned higher than the communication position between the introduction flow path and the battery storage case, the communication position between the introduction flow path and the cabin, or the communication position between the discharge flow path and the battery storage case. If the gas guiding channel communicating with either the channel or the discharging channel is opened to the outside of the vehicle, the gas can be quickly discharged by the buoyancy acting. Furthermore, if the communication position between the introduction flow path and the battery storage case is set lower than the communication position between the discharge flow path and the battery storage case, it is assumed that gas is released into the battery storage case. However, it is difficult for the gas to leak into the introduction flow path. In addition, if the air blowing member that is disposed in the introduction flow path and forcibly blows air into the battery storage case is blowing air, the introduction flow path is not opened and the battery is closed. Even if gas leaks from the storage case into the introduction flow path, the gas will not leak into the cabin. In addition, a flow passage for ventilation around the inside of the battery storage case is provided in communication with the introduction flow passage, and the discharge flow passage is separated from the air discharge flow passage communicating with the flow passage for ventilation and the flow passage for ventilation. If a gas discharge channel is provided, it is possible to separate the channel through which air for cooling / warming the battery passes and the channel for discharging the gas released from the battery. As a result, for example, there is no possibility that the gas flows backward through the introduction channel.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 shows a configuration of an electric vehicle equipped with an apparatus according to an embodiment of the present invention, particularly a schematic structure of the rear part thereof. As shown in this figure, in this embodiment, a battery assembly 16 having a structure in which a large number of batteries 14 are integrated in a luggage 12 that is a chamber independent of the cabin 10 is arranged in a state of being housed in a case 18. Has been. For example, as shown in FIG. 2, the battery assembly 16 has a structure in which an essential battery 14 or a block in which a plurality of the batteries are connected is supported by a plurality of bulkheads 19. The inside of the case 18 in which the battery assembly 16 is housed communicates with a flow path 22 by an air intake 20 provided at the lower part of the front surface, and the flow path 22 is provided in the air that is disposed in the upper back 24. It communicates with the suction port 26. A blower 28 for forcibly blowing the air of the cabin 10 from the air suction port 26 to the inside of the case 18 is provided inside the flow path 22. Further, a valve 30 that is controlled to open and close by a control unit (not shown) is provided on the side of the air inlet 26 as viewed from the blower 28, and air is blown by the blower 28 on the side of the air intake 20 as viewed from the blower 28. A valve 32 is provided to close the flow path 22 when the opening is not performed. Further, a flow path 34 communicates with a portion on the air intake 20 side as viewed from the valve 32. The flow path 34 communicates with a discharge grill 36 that is open to the outside of the vehicle as viewed from the case 18. On the other hand, a flow path 40 communicating with the ventilation 38 communicates with the upper back of the case 18, and air from the case 18 is switched and introduced to the ventilation 38 side or the luggage 12 into the flow path 40. The valve 42 is provided. These various members for cooling or warming the battery 14 are disposed on the back surface of the rear seat 44. Further, as shown in FIG. 3, the ventilation 38 opens to the left and right of the vehicle, one of which communicates with the case 18 through the flow path 40, and the other communicates with the case 18 through the interior space of the luggage 12. Communicate.

  Therefore, in the present embodiment, first, air can be introduced from the cabin 10 through the flow path 22 into the case 18. Therefore, since the air used for air conditioning in the cabin 10 can be used, that is, the battery 14 can be cooled or warmed up by using waste heat, the efficiency of heat use for cooling or warming up the battery 14 can be improved. Can do. Furthermore, since the valves 30 and 42 are opened and an air flow from the flow path 40 through the luggage 12 to the flow path 22 can be formed, air recirculation in the luggage 12 can be used for air conditioning in the cabin 10. The heat of the used air can be used efficiently, and the heat utilization efficiency is also increased in this respect.

  Furthermore, even if gas is sometimes released from the battery 14, the gas is temporarily stored in the case 18 and then discharged outside the vehicle via the luggage 12 or the flow path 40. The air in the cabin 10 is unlikely to be polluted by the gas. Further, since the flow path 40 communicates with the relatively upper part of the case 18 and the air intake 20 is located at the lower part of the case 18, the gas released from the battery 14 leaks to the air intake 20 side. On the contrary, it will flow to the flow path 40 side. This is because the gas released from the battery 14 is generally a gas having a relatively small specific gravity and flows from the bottom to the top in the figure by the buoyancy that acts. Further, even if gas leaks to the flow path 22 side through the air intake 20, this gas is present to the air intake port 26 side because air is present when the blower 28 is operating. It flows to the discharge grill 36 side without flowing, and is discharged outside the vehicle. Further, when the blower 28 is stopped for some reason, the flow path to the air suction port 26 side is closed by the valve 32, so that the gas is also discharged outside the vehicle through the discharge grill 36. In addition, when the gas release from the battery 14 is relatively small, the valve 42 is in a half-open state, and when it is in a large amount, the valve 42 is in a fully-closed state. Gas dilution using volume can be realized.

  FIG. 4 shows a control unit 44 for controlling the apparatus shown in FIG. As shown in this figure, the control unit 44 controls the cabin air conditioning mode set by a switch operation or the like by the vehicle operator, the battery assembly 16 detected by the SOC sensor 46 and the temperature sensor 48, particularly the SOC of the battery 14 and the like. Based on the temperature, the blower 28, the valve 30 and the valve 42 are controlled.

  FIG. 5 shows an example of the operation procedure of the control unit 44. In the procedure shown in this figure, the control unit 44 first determines whether cooling / warming of the battery 14 is necessary based on the temperature of the battery 14 (100). When it is determined that it is necessary, the control unit 44 operates the blower 28 (102) and starts introducing air into the case 18 via the flow path 22. However, the amount of air introduced at this time is the amount introduced according to the air conditioning mode in the cabin. When it is determined that the air introduction amount thus determined is insufficient for cooling / warming the battery 14 (104), the control unit 44 opens the valves 30 and 42 (106). That is, recirculation is formed from the case 18 through the flow path 40, particularly through the valve 42, to the luggage 12, and further from the luggage 12 through the valve 30, to the flow path 22, and back to the case 18. Conversely, when it is determined that the air introduction amount is not insufficient (104), the control unit 44 keeps the valves 30 and 42 closed (108).

  After executing step 106 or 108 or when it is determined in step 100 that cooling / warming is not necessary, the control unit 44 determines whether the battery 14 is overcharged or overdischarged based on the SOC of the battery 14 or the like. It is determined whether or not (110). When the overcharge or overdischarge state has not occurred, the operation of the control unit 44 returns to Step 100. Conversely, when it is detected that the battery is overcharged or overdischarged, the control unit 44 controls the valve 42 to a half-open state (112). By executing this control, a flow path from the case 18 through the flow path 40 to the ventilation 38 and a flow path from the case 18 through the luggage 12 to the other ventilation 38 are formed. In this state, a small amount of gas that will be released from the battery 14 into the case 18 is discharged outside the vehicle via the flow path 40, while being diluted by the volume in the luggage 12 and discharged outside the vehicle. Therefore, the gas can be quickly discharged while suppressing the concentration of the gas in the luggage 12. Furthermore, it is not necessary to increase the amount of air introduced from the cabin 10 to the case 18. In the case where it can be considered that overcharge or overdischarge of the battery 14 has further progressed in spite of such control (114), the control unit 44 fully closes the valves 30 and 42, and the blower 28 The amount of air introduced is increased (116). As a result, the gas released into the case 18 is quickly discharged from the ventilation 38 to the outside of the vehicle. When it is determined in step 114 that overcharge or overdischarge has not further progressed, the operation of the control unit 44 returns to step 110.

  Therefore, in this embodiment, it is possible to cool and warm the battery 14 without affecting the air conditioning and air recirculation in the cabin 10 and using heat more efficiently than in the past. become. Further, even if a gas such as hydrogen gas is generated in the battery 14, this gas does not leak out to the cabin 10 side, and it is possible to prevent the air in the cabin 10 from being polluted, and thus the deterioration of the habitability.

  FIG. 6 shows a modified example of the arrangement position of the discharge grill 36. In the example shown in this figure, the discharge grill 36 communicates with the case 18 through a flow path 34 provided at the top of the case 18. Even with this configuration, the gas released into the case 18 can be discharged out of the vehicle.

  7 and 8 show a modified example of the battery assembly 16. As shown in FIG. 8, the battery assembly 16 shown in these drawings has a configuration in which the battery 14 is enclosed in a heat conductive resin block 50 except for its end portion. Further, an air passage 52 is formed in the heat transfer resin block 50, and an air introduction pipe 54 and an air discharge pipe 56 communicate with the air passage 52. Both the air introduction pipe 54 and the air discharge pipe 56 are drawn from the outside of the case 18, and the gas discharge pipe 58 is led out from the case 18. In the drawing, seals 60, 62 and 64 prevent gas leakage from the contact portion between the air introduction pipe 54, the air discharge pipe 56 and the gas discharge pipe 58 and the case 18, respectively.

  In this configuration, the air from the cabin 10 introduced into the air introduction pipe 54 through the air suction port 26 and the flow path 22 passes through the air passage 52 of the heat transfer resin block 50 and passes through the air discharge pipe 56. It is guided to the flow path 40 or the luggage 12. On the other hand, the gas released from the battery 14 accumulates in the internal space of the case 18 and is discharged outside the vehicle via the gas discharge pipe 58. Therefore, in the configuration shown in FIGS. 7 and 8, since air and gas are introduced or discharged through separate flow paths, in principle, gas is mixed into the air and returned into the cabin 10. The phenomenon does not occur.

  Although the above description refers to the release of gas from the battery 14, in reality, almost no release of gas from the battery 14 can occur. This is because by detecting the SOC of the battery 14, it can be detected at an early stage that the battery 14 has reached an overcharged state or an overdischarged state or indicates a tendency thereof. That is, since there is a possibility of gas release from the battery 14 and the amount of gas release can be estimated by detecting the SOC of the battery 14 and detecting that the battery 14 is overcharged or overdischarged. Therefore, conversely, if the SOC of the battery 14 is maintained within a predetermined range by managing the charge / discharge current amount, for example, gas emission from the battery 14 can be prevented. The countermeasures against gas emission in the above-described embodiment are positioned to assist gas emission prevention by SOC management of the battery 14. That is, it is intended to more reliably prevent gas leakage into the cabin 10 assuming that some abnormality or failure occurs in the SOC management of the battery 14.

It is a figure which shows the rear part schematic structure of the vehicle carrying the apparatus which concerns on one Embodiment of this invention. It is a perspective view which shows an example structure of a battery assembly. It is a top view which shows the formation site | part of ventilation. It is a block diagram which shows a control part. It is a flowchart which shows the flow of operation | movement of a control part. It is a conceptual diagram which shows the modification of the formation position of a discharge grille. It is a partially cutaway perspective view showing an example configuration of a battery assembly. It is a front view which shows the positional relationship of a battery and an air path.

Explanation of symbols

  10 cabin, 12 luggage, 14 battery, 16 battery assembly, 18 case, 20 air intake, 22, 34, 40 flow path, 26 air inlet, 28 blower, 30, 32, 42 valve, 36 discharge grille, 38 ventilation .

Claims (8)

  An introduction flow path from the cabin to the inside of the battery storage case, a discharge flow path from the battery storage case to the outside of the vehicle, and a forced air blow to the inside of the battery storage case disposed in the introduction flow path A battery for vehicle propulsion stored in the battery storage case by air introduced into the battery storage case through the introduction flow path and used for air conditioning of the cabin. The air used for cooling or warming the battery is discharged to the outside of the vehicle through the discharge passage, and when the gas is released from the battery, the air is introduced by the air blowing member. An electric vehicle-mounted battery temperature adjusting device characterized in that the amount is controlled based on the SOC or temperature of the battery, and the gas is discharged out of the vehicle through the discharge passage.   An introduction flow path from the cabin to the inside of the battery storage case and a discharge flow path from the battery storage case to the outside of the vehicle are provided, and the air used for air conditioning of the cabin passes through the introduction flow path into the battery storage case. In the battery temperature control device mounted on an electric vehicle, the air used for cooling or warming the vehicle propulsion battery stored in the battery storage case is discharged outside the vehicle through the discharge passage. An electric vehicle mounted battery characterized in that a blower member controlled based on the SOC or temperature of the battery is provided in the flow path, and a valve controlled based on the SOC or temperature of the battery is provided in the discharge flow path. Temperature control device.   3. The battery temperature adjusting apparatus for an electric vehicle according to claim 1 or 2, wherein means for estimating the possibility and degree of gas release from the battery, and when there is a possibility of gas release, directly from the battery storage case to the outside of the vehicle. When there is no possibility of gas release and when there is a possibility of gas release but the degree is less than a predetermined level, the direct discharge path leading to is passed through a dilution chamber separated from the cabin from the electric storage case. An electric vehicle mounted battery temperature adjusting device comprising: means for forming indirect discharge passages extending outside the vehicle as the discharge passages.   4. The battery temperature adjusting device mounted on an electric vehicle according to claim 3, wherein means for forming a reintroduction flow path from the dilution chamber to the introduction flow path according to an air conditioning mode of the cabin and a state of the battery. An electric vehicle-mounted battery temperature adjusting device comprising:   5. The electric vehicle-mounted battery temperature adjustment device according to claim 1, wherein the introduction channel and the battery storage case communicate with each other, the introduction channel and the cabin communicate with each other, or the above. Gas induction that opens toward the outside of the vehicle at a higher position than the communication position between the discharge flow path and the battery storage case and communicates with any of the battery storage case, the introduction flow path, and the discharge flow path. An electric vehicle-mounted battery temperature adjusting device comprising a flow path for the vehicle.   6. The electric vehicle-mounted battery temperature adjustment device according to claim 1, wherein a communication position between the introduction flow path and the battery storage case is a communication position between the discharge flow path and the battery storage case. An electric vehicle mounted battery temperature adjusting device characterized by being in a position lower than the position.   7. The electric vehicle-mounted battery temperature adjustment device according to claim 1, wherein a flow path opening and closing member that is closed when the air blowing member is not blowing and the introduction flow path is not opened is provided. An electric vehicle-mounted battery temperature adjusting device comprising:   3. The battery temperature adjustment device mounted on an electric vehicle according to claim 1, further comprising a ventilation channel that communicates with the introduction channel and circulates inside the battery storage case, and the ventilation channel serves as the ventilation channel. An electric vehicle-mounted battery temperature adjusting device comprising: an air discharge channel communicating with the flow channel; and a gas discharge channel separated from the ventilation channel.

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