Battery identification system

Abstract

To provide a battery identification system, in which, when the type of a battery such as a manufacturer difference is identified, identification can be achieved by only existing components, without newly providing dedicated components such as dedicated circuits and dedicated terminals for identification.SOLUTION: There is provided a battery identification system for identifying the battery type of a battery module in a battery device that includes the battery module comprising a plurality of battery cells and an electronic control unit connected to the battery module via a conductor inherent to the battery module. The battery identification system includes: a resistance value acquisition section for obtaining the internal resistance of the battery module, the resistance of a conductor inherent to the battery module, and the resistance value of pass resistance consisting of the internal resistance of the electronic control unit; and a battery type identification section for identifying the battery type of the battery module from the resistance value acquired by the resistance value acquisition section.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a battery identification system, and more particularly to a battery identification system for identifying the manufacturer of a battery.

Background Art

[0002] When a battery control software of a manufacturer different from the manufacturer of the battery is assembled in the battery, the battery may deteriorate. Therefore, it has been conventionally necessary to identify the manufacturer of the battery and grasp which manufacturer manufactured the battery. As a method for identifying differences such as the manufacturer of the battery, conventionally, a method of identifying by detecting a predetermined potential of the battery, a method of assembling a resistor in the battery module and measuring the resistance value of the resistor for identification, a method of identifying the battery module using an ID set in a dedicated electronic control unit (ECU) for the battery module, etc. have been adopted.

[0003] In the conventional battery identification methods, it has been necessary to use dedicated components such as a dedicated circuit and a dedicated terminal for identification. An increase in cost for providing these dedicated circuits and dedicated terminals has been a problem.

[0004] Patent Document 1 discloses an invention in which a discrimination terminal having a predetermined potential corresponding to the type of the battery is provided in the battery in advance, and the type of the battery is identified by detecting the potential of this discrimination terminal as a voltage which is a potential difference from the installation potential. In the invention of Patent Document 1, it is necessary to provide a dedicated discrimination terminal corresponding to the type of the battery, and an increase in cost for that is inevitable.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of the Invention

[0006] To date, no method has been developed to identify differences between battery manufacturers without requiring dedicated circuits, terminals, or other specialized components for identification.

[0007] In view of the above circumstances, the present invention aims to enable the identification of different types of batteries, such as those from different manufacturers, using only existing components without requiring the creation of dedicated circuits, terminals, or other special components for identification, thereby contributing to cost reduction and weight reduction of identification devices. [Means for solving the problem]

[0008] To solve the above problems, the battery identification system of the present invention is a battery identification system for identifying the battery type of a battery module in a battery device comprising a battery module consisting of a plurality of battery cells and an electronic control unit (ECU) connected to the battery module via a conductor unique to the battery module, and is characterized by comprising: a resistance value acquisition unit that obtains the resistance value of a path resistance consisting of the internal resistance of the battery module, the resistance of the conductor unique to the battery module, and the internal resistance of the electronic control unit (ECU); and a battery type identification unit that identifies the battery type of the battery module from the resistance value obtained by the resistance value acquisition unit.

[0009] With the configuration of the above invention, when identifying battery types, it becomes possible to identify battery types solely by the difference in the existing components of the battery module, namely the conductors (harnesses) connected to the battery module, without having to provide dedicated components such as dedicated terminals for identification. This eliminates the need to incorporate resistors for battery identification into the battery module, thus contributing to cost reduction in battery identification and weight reduction of the battery.

[0010] Furthermore, in this invention, the battery type is the manufacturer type of the battery module. With this configuration, this invention makes it possible to identify the battery manufacturer solely by the difference in the wires (harnesses) connected to the battery module.

[0011] In the present invention, the resistance value acquisition unit also determines the resistance value of the path resistance connected to each of the plurality of battery cells from the voltage value of each of the plurality of battery cells measured by the voltage detection circuit (CVS) of the electronic control unit (ECU) when the switch (equalization SW) in the equalization circuit of the electronic control unit (ECU) is turned on. With this configuration, the present invention enables the identification of battery types using the voltage detection circuit (CVS) of the existing electronic control unit (ECU) without installing a new dedicated circuit, thereby contributing to cost reduction in battery identification.

[0012] In the present invention, the battery type identification unit also identifies the battery type from the difference in resistance values ​​of the path resistors connected to each of the plurality of battery cells, which are obtained by the resistance value acquisition unit. This configuration provides the advantage that the present invention can identify the battery type more accurately than identifying the battery type from the resistance value of a single path resistor.

[0013] In the present invention, the battery type identification unit identifies the battery type by patterning the relationship between whether the difference in resistance values ​​of the path resistances connected to each of the plurality of battery cells, obtained by the resistance value acquisition unit, exceeds a preset threshold or is below a preset threshold. With this configuration, the present invention has the effect of being able to identify the battery type more accurately and more efficiently. [Effects of the Invention]

[0014] According to the present invention, as described above, in a battery, it becomes possible to identify the type of battery, such as the difference in the manufacturer, solely by the difference in the wires (harness) connected to the battery module, which is an existing component. This eliminates the need to incorporate resistors for battery identification into the battery module, thus contributing to cost reduction and weight reduction in battery identification. Furthermore, it becomes possible to identify the battery type by patterning based on the difference in resistance values ​​of the path resistance of each battery, thereby enabling more accurate and efficient identification of the battery type. [Brief explanation of the drawing]

[0015] [Figure 1] This is a block diagram showing a battery identification system for a battery device in which the battery module of the present invention is connected to an electronic control unit (ECU). [Figure 2] This figure shows the voltage detection circuit configuration of a battery device in which one battery cell in the battery module of the present invention is connected to an electronic control unit (ECU) via a harness (wire). [Figure 3] This figure shows the circuit configuration of the path resistance of a battery device in which multiple battery cells in the battery module of the present invention are connected to an electronic control unit (ECU) via a harness (wire). [Figure 4] This figure shows a table illustrating the pattern of the difference in path resistance values ​​according to the present invention. [Figure 5] This is a flowchart illustrating the procedure for performing battery identification according to the present invention. [Modes for carrying out the invention]

[0016] The embodiments of the present invention will be described below with reference to the drawings. Figure 1 is a block diagram showing the battery module of the present invention connected to the battery identification system of an electronic control unit. 10 represents the battery module, 20 represents the electronic control unit (ECU), and 30 represents the battery identification system.

[0017] The battery module 10 is connected to a harness (wire) 11, which is a wire specific to the battery module. The harness (wire) 11 is a wire used to connect the battery module 10 to another electronic device and supply power from the battery module 10 to that other electronic device.

[0018] In this invention, the harness (wire) 11 is designed as a wire specific to the battery module 10. That is, a user of the battery module 10 (for example, an automobile manufacturer that uses the battery in an electric vehicle) designs the harness (wire) 11 corresponding to the battery module 10 according to the battery module 10, and orders the battery manufacturer and the harness manufacturer, respectively, to manufacture the battery module 10 and the harness (wire) 11 corresponding to the battery module, based on that design. The battery module 10 and the harness (wire) 11 corresponding to the battery module that have been ordered to be manufactured are ultimately delivered to the user with the harness (wire) 11 connected to the battery module 10.

[0019] In the design of the battery module 10 and the harness (conductive wire) 11 corresponding to the battery module 10, if a user designs by changing the wire diameter and wire length of the harness (conductive wire) 11 for each manufacturer of the battery module 10, the resistance values of the harness (conductive wire) 11 connected to each battery cell of the battery module 10 will be different for each battery cell. In the delivered product in a state where the harness (conductive wire) 11 is joined to the battery module 10, since the user who is the designer of the harness (conductive wire) 11 can know the path resistance value including the harness (conductive wire) 11 coupled to the battery module 10, by measuring the path resistance value including the resistance value of the harness (conductive wire) 11 of the delivered product, the manufacturer (manufacturer type) of the battery module 10 can be identified. The present invention is an invention made by taking advantage of the merits for the user due to being in charge of the design of the harness (conductive wire) 11.

[0020] The electronic control unit (ECU) 20 incorporates an integrated circuit (LIB-TC: Lithium ion battery integrated circuit) 21 including a voltage detection circuit (CVS: cell voltage sensor) 22 and an equalization circuit 23. If the cell voltages of the respective battery cells of the battery module 10 are not equal, the degradation of the battery module 10 progresses rapidly. Therefore, the switch (SW: switch) of the equalization circuit 23 is controlled so that the cell voltages of the respective battery cells are equalized by the equalization circuit 23. That is, in a battery cell with a high cell voltage, the switch (SW) of the equalization circuit 23 is turned ON to allow current to flow and discharge, so as to consume the surplus energy.

[0021] When the switch (SW) in the equalization circuit 23 is turned ON, the voltage detection circuit (CVS) 22 measures the voltage value, thereby obtaining the resistance value of the path resistance composed of the internal resistance of the battery module 10, the resistance of the harness (conductive wire) 11, and the internal resistance of the electronic control unit (ECU) 20. It can be said that the resistance value of this path resistance reflects the resistance value of the harness (conductive wire) 11. The data of the voltage value measured by the voltage detection circuit (CVS) 22 is transmitted to the battery identification system 30.

[0022] The battery identification system 30 includes a resistance value acquisition unit 31 and a battery type identification unit 32. The data of the measured voltage of each battery cell transmitted from the voltage detection circuit (CVS) 22 of the electronic control unit (ECU) 20 to the battery identification system 30 is received by the resistance value acquisition unit 31. In the resistance value acquisition unit 31, from the measured voltage of each battery cell, the resistance value of the path resistance composed of the internal resistance of the battery module 10, the resistance of the harness (conductive wire) 11, and the internal resistance of the electronic control unit (ECU) 20, which are connected to each battery cell, is obtained. The data of the resistance value of the path resistance obtained by the resistance value acquisition unit 31 is sent to the battery type identification unit 32.

[0023] In the battery type identification unit 32, by utilizing the fact that the resistance value of the path resistance is a unique value for each battery module 10 to which the harness (conductive wire) 11 included in the path resistance is connected, the type of the battery module 10 is identified from the data of the resistance value of the path resistance. As a specific example, the data of the resistance value of the path resistance is compared with the data of the document showing the relationship between the path resistance value of the battery module 10 and each battery cell held by the user and the manufacturer to identify the manufacturer of the battery module 10.

[0024] In addition to the method of identifying the type of battery module 10 from the resistance values ​​of the path resistors themselves, as described above, there is also a method of identifying the type of battery module 10 from the difference in resistance values ​​of multiple path resistors. The method of identifying the type of battery module 10 from the difference in resistance values ​​of multiple path resistors will be described later.

[0025] Figure 2 shows a circuit configuration for determining the resistance value of the path resistance, including the harness (wire) 11, in a battery device in which one battery cell in the battery module 10 is connected to an electronic control unit (ECU) 20 via a harness (wire) 11. It is shown that the output voltage V2 is measured in the voltage detection circuit (CVS) 22 based on the voltage value V1 of one battery cell in the battery module 10.

[0026] One battery cell of the battery module 10 is connected to the terminals of the battery module 10 via the internal resistors Rm0 and Rm1 of the battery module 10, and each of the terminals connected to the internal resistors Rm0 and Rm1 is connected to the harness (wires) 11 of resistors Rh0 and Rh1.

[0027] The harnesses (wires) 11 of resistors Rh0 and Rh1 are connected to the terminals of the electronic control unit (ECU) 20 on the opposite side of the battery module 10. From the terminal to which the harness (wire) 11 of resistor Rh0 is connected, the path branches into two paths: one that is grounded via the filter resistor Rc0 and capacitor C0 of the electronic control unit (ECU) 20, and another that is connected to the terminals of the equalization circuit (SW) 23 via the discharge resistor Re0 of the electronic control unit (ECU) 20.

[0028] On the other hand, the terminal to which the harness (wire) 11 of resistor Rh1 is connected branches within the electronic control unit (ECU) 20 into two paths: one that connects to the terminal of the voltage detection circuit (CVS) 22 via the filter resistor Rc1 of the electronic control unit (ECU) 20, and another that connects to the opposite terminal of the equalization circuit (SW) 23 via the discharge resistor Re1 of the electronic control unit (ECU) 20. In addition, the terminal of the electronic control unit (ECU) 20 to which the harness (wire) 11 of resistor Rh0 is connected and the terminal of the voltage detection circuit (CVS) 22 to which the filter resistor Rc1 of the electronic control unit (ECU) 20 is connected are connected via capacitor C1.

[0029] With the circuit configuration shown in Figure 2 above, when a voltage V1 is applied by one battery cell of the battery module 10, the voltage detection circuit (CVS) 22 measures the voltage V2, thereby determining the resistance values ​​of the internal resistance Rm1 of the battery module 10, the harness (wire) 11 of the resistor Rh1, the discharge resistances Re1 and Re0 of the electronic control unit (ECU) 20, the harness (wire) 11 of the resistor Rh0, and the path resistance of the internal resistance Rm0 of the battery module 10. From these resistance values, it is possible to identify the type of battery.

[0030] Herein, we will provide a supplementary explanation that, with the circuit configuration shown in Figure 2 above, when a voltage V1 is applied by one battery cell of the battery module 10, the voltage detection circuit (CVS) 22 measures the voltage V2, thereby allowing us to determine the resistance value of the path resistance. In the circuit configuration shown in Figure 2 above, while the switch (SW) of the equalization circuit 23 is off, charge is stored in capacitors C0 and C1. When the switch (SW) of the equalization circuit 23 is turned on in this state, in the instant immediately following, the charge in capacitors C0 and C1 is discharged, causing current to flow through the filter resistors Rc0 and Rc1 of the electronic control unit (ECU) 20, and a current of value i flows through the harness (wire) 11 of the internal resistance Rm1 and resistor Rh1 of the battery module 10, the harness (wire) 11 of the discharge resistors Re0 and Re1 of the electronic control unit (ECU) 20, and resistor Rh0, and the path of the internal resistance Rm0 of the battery module 10. At this time, the voltage V1 from one battery cell of the battery module 10 is V1=i×(Rm0+Rm1+Rh0+Rh1+Re0+Re1) Equation (1) It is represented as follows.

[0031] When the above discharge state is maintained and a sufficient amount of time has elapsed, and the charge in capacitors C0 and C1 has been depleted, if the resistance values ​​of filter resistors Rc0 and Rc1 are sufficiently larger than the resistance values ​​of discharge resistors Re0 and Re1, then although a current of value i continues to flow through the path formed by the internal resistance Rm1 and resistor Rh1 harness (wire) 11 of the battery module 10, the discharge resistors Re1 and Re0 and resistor Rh0 harness (wire) 11 of the electronic control unit (ECU) 20, and the internal resistance Rm0 of the battery module 10, almost no current flows through the filter resistors Rc0 and Rc1 of the electronic control unit (ECU) 20. Therefore, the voltage across the path formed by the discharge resistors Re0 and Re1 of the electronic control unit (ECU) 20 is equal to the voltage V2 measured in the path formed by the filter resistors Rc0 and Rc1 of the electronic control unit (ECU) 20, which is configured in parallel with that path. Therefore, the voltage value V2 measured by the voltage detection circuit (CVS) 22 is V2 = i × (Re0 + Re1) Equation (2) This is expressed as follows. Thus, from equations (1) and (2), since the value of the above resistance (Re0+Re1) is known, the resistance value of the above path (Rm0+Rm1+Rh0+Rh1+Re0+Re1) can be determined.

[0032] Figure 2 shows a circuit configuration for determining the resistance value of the path resistance including the harness (wire) 11 for identifying the battery type of the battery module 10, as described above. However, in addition to identifying the battery type of the battery module 10 from the raw data of the resistance value of the path resistance including the harness (wire) 11, there is also a method for identifying the battery type from the difference in the path resistance including the harness (wire) 11. To explain the method of identifying the battery type from the difference in the path resistance including the harness (wire) 11, Figure 3 shows the circuit configuration diagram, and Figure 4 shows a table for identifying the battery type by patterning the difference.

[0033] Figure 3 shows three battery cells from the battery module 10 (standards include 72 cells, 60 cells, 48 ​​cells, etc.), with electromotive forces V1, V2, and V3, respectively. A battery cell with electromotive force V1 has a circular path connected to the harness (wire) 11 of the battery module 10 with internal resistance Rm0 and resistance Rh0, and the internal resistance Re0 of the electronic control unit (ECU) 20 (let the total resistance of this path be R0, i.e., R0 = Rm0 + Rh0 + Re0), and the harness (wire) 11 of the electronic control unit (ECU) 20 with internal resistance Re1 and resistance Rh1, and the internal resistance Rm1 of the battery module 10 (let the total resistance of this path be R1, i.e., R1 = Rm1 + Rh1 + Re1), and is connected to the equalization circuit (SW) 23. Furthermore, the terminal of the electronic control unit (ECU) 20 to which the harness (wire) 11 of resistance Rh0 and the internal resistance Re0 of the electronic control unit (ECU) 20 are connected is grounded.

[0034] A battery cell with electromotive force V2 is connected to the equalization circuit (SW) 23 via a circular path that connects to the harness (wire) 11 of the battery module 10 with internal resistance Rm1 and resistance Rh1, and the internal resistance Re1 of the electronic control unit (ECU) 20 (the total resistance value of the above paths is R1 as described above), and the harness (wire) 11 of the electronic control unit (ECU) 20 with internal resistance Re2 and resistance Rh2, and the internal resistance Rm2 of the battery module 10 (the total resistance value of the above paths is R2, i.e., R2 = Rm2 + Rh2 + Re2). Furthermore, the battery cell with electromotive force V3 has a circular path connected to the harness (wire) 11 of the battery module 10 with internal resistance Rm2 and resistance Rh2, and the internal resistance Re2 of the electronic control unit (ECU) 20 (the total resistance value of the above paths is R2 as described above), and the harness (wire) 11 of the electronic control unit (ECU) 20 with internal resistance Re3 and resistance Rh3, and the internal resistance Rm3 of the battery module 10 (the total resistance value of the above paths is R3, i.e., R3 = Rm3 + Rh3 + Re3), and is connected to the equalization circuit (SW) 23. For simplicity, the description of the voltage detection circuit (CVS) 22 has been omitted.

[0035] In measuring the voltage of a battery cell, taking the difference in the voltage measurements of the path resistances connected to each of the two battery cells in the battery module 10 ensures that the difference is obtained under identical temperature conditions. This eliminates the influence of temperature variations and cancels out errors due to differences in degradation, resulting in a more accurate value than measuring the voltage of a single battery cell. Therefore, in measuring the voltage of a battery cell, it is also an effective method to focus on multiple battery cells, determine the difference in resistance values ​​(e.g., R0-R2) of the path resistances including two resistors (e.g., resistor Rh0 and resistor Rh2) from among multiple harnesses (wires) 11 (resistors Rh0-Rh3), and identify the battery type based on this difference in resistance values.

[0036] Furthermore, a method has been devised to identify battery types by patterning the difference in path resistance values ​​(for example, R0–R2 and R1–R3) of combinations of path resistances (for example, resistor R0 and resistor R2, and resistor R1 and resistor R3) that include two resistors from multiple harnesses (wires) 11 (resistors Rh0 to Rh3).

[0037] Figure 4 is a table illustrating the patterned differences in path resistance values ​​from each battery cell to the equalization circuit (SW) 23. Specifically, the table in Figure 4 focuses on the path resistances (R0 to R3) from the battery cell in the circular path to the equalization circuit (SW) 23, each containing the four resistance values ​​(Rh0 to R03) of the harness (wire) 11 in Figure 3. The difference between two combinations (R0 and R2, and R1 and R3) (R0-R2, and R1-R3) is calculated, and the difference is set to 0 if it is below a predetermined threshold, and to 1 if it exceeds the threshold. The table then patterns these differences into four patterns, A to D (A=0,0, B=0,1, C=1,0, D=1,1).

[0038] By measuring the path resistance values ​​(R0~R3) from the battery cell to the equalization circuit (SW) 23, the battery type can be identified by determining which of the patterns A to D in the pattern table corresponds to the pattern of the battery module 10 to be identified. In the above example, since we focused on the harness (wire) 11 with four resistance values ​​(Rh0~R03), it was possible to identify four patterns A to D. However, the number of cells in the battery module 10 is much greater than three cells, such as 72 cells, 60 cells, or 48 cells according to the standard, so the number of identifiable patterns will be even greater. Identifying the battery type by matching patterns as described above makes identification more efficient and accurate.

[0039] Next, the implementation flow of the present invention will be explained with reference to the flowchart in Figure 5. First, a battery user (for example, an automobile manufacturer that installs batteries in electric vehicles) designs a unique harness (wire) 11 for each battery module 10 (St1). In this step, the battery module user (the automobile manufacturer mentioned above) designs a unique harness (wire) 11 for each manufacturer of the battery module 10 by changing the wire diameter and wire length. Therefore, the user can know the resistance value of each harness (wire) 11 for each battery module 10. In other words, the user can identify the manufacturer of the battery module 10 from the resistance value of the harness (wire) 11.

[0040] The battery module 10 manufacturer and the harness (wire) 11 manufacturer each manufacture the battery module 10 and harness (wire) 11 based on the user's design, and the battery product is delivered to the user with the harness (wire) 11 connected to each terminal of the battery module 10 (St2).

[0041] In order to identify the manufacturer of the battery module 10, the user connects the battery module 10, which is connected to a corresponding unique harness (wire) 11, to the electronic control unit (ECU) 20 via the harness (wire) 11. The voltage detection circuit (CVS) 22 included in the integrated circuit (LIB-IC) 21 built into the electronic control unit (ECU) 20 measures the voltage value V2 generated by the electromotive force V1 of each battery cell when the switch (SW) of the equalization circuit 23 is turned on (St3).

[0042] Then, the resistance value of the path resistance including each harness (wire) 11 is determined from the measured voltage values ​​(St4). Depending on the method used to identify the manufacturer of the battery module 10, there are two methods: one uses the resistance value of the path resistance itself, i.e., the raw data of the resistance value of the path resistance, and the other uses the difference between the resistance values ​​of each path resistance.

[0043] When using the resistance value of the path resistance itself, including each harness (wire) 11, i.e., the raw data of the resistance value of the path resistance, the manufacturer of the battery module 10 is identified by comparing the raw data of the resistance value of the path resistance with the data in the user's documentation (St5-1).

[0044] When calculating the difference in resistance values ​​of the path resistance and using that difference, the manufacturer of the battery module 10 is identified from that difference (St5-2, St5-3). By calculating and using the difference in resistance values ​​of the path resistance, measurement errors caused by temperature and degradation during measurement are canceled out, resulting in a more accurate value.

[0045] As a method for identifying the manufacturer of the battery module 10 from the difference in resistance values ​​of the path resistance, there is one method that identifies the manufacturer of the battery module 10 from the raw data of the difference in resistance values ​​of the path resistance (St5-2), and another method that identifies the manufacturer of the battery module 10 by patternizing the difference in resistance values ​​of the path resistance (St5-3).

[0046] One method for patterning the difference in resistance values ​​of the path resistance is to distinguish whether the difference in resistance values ​​of the path resistance is below or above a predetermined threshold. By patterning the difference in resistance values ​​of the path resistance and identifying the manufacturer of the battery module 10, it is possible to identify the manufacturer of the battery module 10 more efficiently and accurately.

[0047] Although embodiments of the present invention have been described above using examples, the present invention is not limited in any way to these examples, and can be implemented in various forms without departing from the spirit of the invention. [Explanation of Symbols]

[0048] 10 Battery Modules 11. Harness (wires) 20 Electronic Control Unit (ECU) 21 Integrated Circuits (LIB-IC) 22 Voltage detection circuit (CVS) 23 Equalization Circuit 30 Battery Identification System 31 Resistance Value Acquisition Section 32 Battery type identification unit

Claims

1. In a battery identification system for identifying the battery type of a battery module in a battery device comprising a battery module consisting of multiple battery cells and an electronic control unit connected to the battery module via a specific wire, A resistance value acquisition unit that obtains the resistance value of the path resistance, which is composed of the internal resistance of the battery module, the resistance of the wires specific to the battery module, and the internal resistance of the electronic control unit. A battery type identification unit identifies the battery type of the battery module from the resistance value acquired by the resistance value acquisition unit. A battery identification system equipped with the following features.

2. The battery identification system according to claim 1, wherein the battery type is the manufacturer type of the battery module.

3. The battery identification system according to claim 1 or 2, wherein the resistance value acquisition unit determines the resistance value of the path resistance connected to each of the plurality of battery cells from the voltage value of each of the plurality of battery cells measured by the voltage detection circuit of the electronic control unit when the switch in the equalization circuit of the electronic control unit is turned on.

4. The battery identification system according to claim 3, wherein the battery type identification unit identifies the battery type from the difference in resistance values ​​of the path resistances connected to each of the plurality of battery cells, which are obtained by the resistance value acquisition unit.

5. The battery identification system according to claim 3, wherein the battery type identification unit identifies the battery type based on the difference in resistance values ​​of the path resistances connected to each of the plurality of battery cells obtained by the resistance value acquisition unit, by patterning the relationship of whether the difference exceeds a preset threshold or is below a preset threshold.

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