Method for thermal management of a battery of an electrical device

Abstract

The invention relates to a method for thermal management of a battery (BATT), said battery being configured to supply a voltage to an electrical appliance over a so-called operational voltage range, said method being implemented using a thermal management unit (U_TH), said thermal management unit (U_TH) being configured to generate a setpoint temperature (T°cons) to be applied to the battery, during the power demand (PWR) of the battery, said setpoint temperature (T°cons) being generated from a thermal management model (M_TH) receiving as input the state of health (SoH) of the battery, said thermal management model (M_TH) being configured to determine the setpoint temperature to ensure the realization of a predetermined power profile (PU_i) by maintaining the voltage supplied by the battery over its operational voltage range, while minimizing the drop in the state of health (SoH) of the battery.Figure to be published with the abstract: Figure 1.

Description

Title of the invention: Method for thermal management of a battery of an electrical device Technical field of the invention

[0001] The present invention relates to a method for thermal management of a battery of an electrical device. The electrical device will be, for example, an electric or hybrid type car. State of the art

[0002] The lifespan of an electric battery, for example of the lithium-ion type, is a subject of particular study, notably in the automotive field.

[0003] Currently, to assess the aging of a battery, the battery management system determines its state of health (SoH for "State of Health"). This state of health, expressed in percentages, corresponds to the ratio between the current capacity of the battery and the initial capacity of the battery. When the battery is new, its state of health is 100%. Conventionally, the system determines the evolution of the state of health SoH of the battery over time by regular estimations or analyses. It is then common to define the end of battery life, that is to say the need to replace it, on the basis of a comparison of the SOH with a threshold, for example 80%.

[0004] It is also known to control the temperature of the battery, often to optimize its autonomy, that is to say its state of charge (SoC for "State of Charge"). This is the case for example in patent US8410760B2 which describes a method of thermal management of a battery, the objective of which is to optimize the general autonomy of the system, without harming the performance of the battery, nor its lifespan.

[0005] In this patent, a minimum battery temperature map is defined. A battery thermal management system is associated with this map; this system comes into action and heats the battery when the battery temperature drops below the minimum temperature defined in the map.

[0006] Conversely, when the battery temperature is naturally higher than the minimum temperature defined in the mapping (due to intense use, or because of a high ambient temperature), the system does not act.

[0007] This patent highlights that lowering the minimum temperature when the battery's state of charge (SoC) and state of health (SoH) are high increases the system's autonomy, because energy is saved by having to heat the battery pack less. The general trend is therefore to heat the system as little as possible in order to maximize overall autonomy.

[0008] The patent also states that operating the battery pack at a lower temperature has no adverse effect on its durability or performance, and furthermore, it would also increase the battery's longevity somewhat.

[0009] However, this is not the objective of this previous solution, since the thermal management of the battery is mainly used to optimize its system autonomy.

[0010] There are few solutions in the state of the art whose main objective is to maximize the actual lifespan of the battery, that is to say to maximize the number of usage cycles that it is capable of performing during its life.

[0011] However, in an electric vehicle, the battery generally acts as a voltage source within the system. Since this voltage source is not ideal, its voltage varies depending on its state of charge (SoC), the current supplied by the battery, the temperature of the battery and its state of health (SoH). Generally, the older a battery gets, the more its voltage excursion, i.e. the voltage range over which the battery is capable of operating, widens for a given electrical power profile. In other words, in operation, depending on the application, when the battery is particularly worn, it is likely to provide a very high or very low voltage. And if the voltage excursion of the battery exceeds the threshold limits acceptable by the other equipment connected to the battery, it is then considered that the battery no longer fulfills its function and that it is truly at the end of its life for this type of application.

[0012] This is very different from a classic approach to determining end of life based on comparing the state of health SoH with a threshold value.

[0013] The objective of the invention is thus to maximize the actual lifespan of the battery, and therefore to delay as long as possible the moment when the voltage excursion of the battery exceeds the authorized voltage limit values. Statement of the invention

[0014] This aim is achieved by a method for thermal management of a battery, said battery being configured to supply a voltage to an electrical device over a so-called operational voltage range for operating said electrical device, said method being implemented using a thermal management unit of the battery, said thermal management unit being configured to generate a setpoint temperature to be applied to the battery, when the battery is powered, said setpoint temperature being generated from a thermal management model receiving as input the state of health of the battery, said thermal management model being configured to determine the setpoint temperature to be applied to ensure the achievement of a predetermined power profile while maintaining the voltage supplied by the battery over its operational voltage range, while minimizing the decline in battery health.

[0015] The invention thus makes it possible to postpone the end of life of the battery by ensuring that the battery reaches a voltage limit value as late as possible.

[0016] The idea of ​​the invention is to warm the battery cells when they are close to the end of their life. This may appear contradictory because the aging of the battery, in the sense of the decline in its state of health SoH, is then accelerated, but it turns out in fact that this warming will ultimately make it possible to postpone the moment when a voltage limit value (synonymous with end of life) is reached by the battery, thus extending its life.

[0017] The principle implemented within the framework of the invention is therefore counter-intuitive compared to existing approaches, in which the end of life is determined on the basis of a health state threshold SoH, and therefore in which the objective for increasing the lifespan is solely to minimize the drop in this health state SoH.

[0018] In order to maximize the longevity of the battery, and this for example for different usage profiles of a vehicle, the principle of the invention is therefore to increase the temperature (of the battery) only when the voltage limit is about to be exceeded. The rest of the time, the temperature of the cells can be kept quite low, in the optimal zone from a capacity loss point of view, in order to slow down its aging defined by the state of health SoH.

[0019] As indicated above, the strategy is to implement in the thermal management unit of the battery, a thermal management model which makes it possible to generate set temperatures which depend both on the state of health SoH and possibly on the state of charge SoC of the battery. This solution makes it possible to increase the battery life compared to previous thermal management solutions. In addition, this solution proves to be quite flexible because it can adapt to different usage profiles of the vehicle. For example, when the vehicle is used only for home-work journeys, the voltage limit value is reached for a different state of health SoH than if the vehicle is used for continuous use over a day.

[0020] Advantageously, the thermal management model is configured to determine the set temperature while also taking into account the state of charge of the battery.

[0021] According to a particular feature, the thermal management model is obtained by simulating the behavior of the battery.

[0022] According to another feature, obtaining the thermal management model is carried out offline.

[0023] According to another feature, the simulation of the battery behavior is implemented using a battery performance model, a battery thermal model and a battery aging module.

[0024] According to another feature, the battery performance model is configured to generate the voltage delivered by the battery as well as the state of charge of the battery and its thermal power, as a function of the predetermined power profile to be applied to the battery, the temperature of the battery simulated using the thermal model, and the state of health of the battery generated by the aging model.

[0025] According to another feature, the thermal model is configured to generate the temperature of the battery as a function of the thermal power supplied by the battery and determined by the performance model and the temperature of the cooling fluid.

[0026] According to another feature, the aging model is configured to determine the state of health of the battery by taking into account the power profile applied to the battery, the state of charge of the battery obtained by the performance model, and the temperature (of the battery obtained by the thermal model.

[0027] Advantageously, the thermal management model is defined in the form of a mapping of the setpoint temperature as a function of the state of health of the battery and its state of charge.

[0028] The invention also relates to a thermal management system for a battery, said battery being configured to supply a voltage to an electrical appliance over a so-called operational voltage range for operating said electrical appliance, said thermal management system comprising a thermal management unit for the battery, said thermal management unit being configured to generate a setpoint temperature to be applied to the battery, when the battery is powered, the thermal management system being configured to generate said setpoint temperature from a thermal management model receiving as input the state of health of the battery, said thermal management model being configured to determine the setpoint temperature to be applied to ensure the achievement of a predetermined power profile, by maintaining the voltage supplied by the battery over its operational voltage range,while minimizing the decline in battery health.

[0029] Advantageously, the thermal management model is configured to determine the set temperature while also taking into account the state of charge of the battery.

[0030] According to a particular feature, the thermal management model is obtained by simulating the behavior of the battery.

[0031] According to another feature, obtaining the thermal management model is carried out offline.

[0032] According to another feature, the simulation of the behavior of the battery is implemented using a battery performance model, a battery thermal model and a battery aging module.

[0033] According to another feature, the battery performance model is configured

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[0039] to generate the voltage delivered by the battery, as well as the state of charge of the battery and its thermal power, based on the predetermined power profile to be applied to the battery, the temperature of the battery simulated using the thermal model, the state of health of the battery generated by the aging model. According to another feature, the thermal model is configured to generate the battery temperature based on the thermal power supplied by the battery and determined by the performance model and the temperature of the coolant. According to another feature, the aging model is configured to determine the health status of the battery by taking into account the power profile applied to the battery, the state of charge of the battery and the temperature of the battery obtained by the thermal model. According to another feature, the thermal management model is defined in the form of a mapping of the set temperature as a function of the battery health and its state of charge. Brief description of the figures Other features and advantages will become apparent in the detailed description which follows, in conjunction with the attached figures listed below: - [Fig.l] schematically represents the architecture of the management system of the invention; - [Fig.2] schematically illustrates the principle of battery simulation, implemented for establishing the thermal management model used in the management system of the invention; - Figures 3A and 3B schematically show respectively an example of the implementation of the performance model and an example of the implementation of the thermal model used for the simulation of the operation of the battery; - Figures 4A to 4C represent three diagrams illustrating the simulation of the operation of a battery used according to a determined usage profile; - [Fig.5] shows a graphical representation of a temperature map obtained after simulation of battery operation and optimization; - Figures 6A and 6B show two diagrams highlighting the advantages of the invention compared to a prior solution; Detailed description of at least one embodiment Battery management system [Fig.l]

[0040] The invention aims at the thermal management of a B ATT battery of an electrical device.

[0041] The invention applies to at least one B ATT battery, for example of the Lithium-Ion type. By battery, it is meant that it can comprise one or more cells, the cells being connected in series and / or parallel. The term "battery" also encompasses what is commonly called a "battery pack", composed of several batteries.

[0042] In the remainder of the description, the expression "configured to" or "configured for" means that the system considered has the hardware and / or software means to implement the function described.

[0043] In the remainder of the description, we are more particularly interested in the battery used for the traction of an electric or hybrid vehicle, but without being limited to this application case.

[0044] As is known, in an electric or hybrid vehicle, a management system is responsible for monitoring the battery. This management system includes what is known as BMS (for "Battery Management System" - hereinafter referred to as management system), intended for monitoring and managing the battery, in particular its temperature, its state of charge, the current and the power it delivers. The management system is associated with sensors responsible for measuring the various quantities.

[0045] In a known manner, a battery is subject to power demands and, within the framework of the invention, several different power profiles are therefore defined. Depending on the use of the electric vehicle, the battery will in fact be subject to different demands. The vehicle may, for example, make short journeys every day, or only be used on weekends.

[0046] For example, for a power profile designated “commuting”, the vehicle drives thirty minutes during the week morning and evening in an urban environment, and at the weekend, it drives two hours on Saturday morning then two hours on Sunday evening, with passages on the motorway.

[0047] Each power profile can be defined by a power demand curve of the battery, over a given duration. These power profiles are used in the context of determining a thermal model M_TH of the battery (see below).

[0048] It is possible to predefine different power profiles, also called PU_i usage profiles. The closer the actual power demand (PWR in [Fig.l]) of the B ATT battery is to that which corresponds to the selected power profile, the more effective the thermal management of the battery which is implemented will be.

[0049] According to the invention, the management system notably comprises a thermal management unit U_TH of the BATT battery. Thermal management unit

[0050] [Fig.l]

[0051] In operation, the thermal management unit U_TH of the battery B ATT is configured to generate at output a setpoint temperature T°cons to be applied to means 10 for regulating the temperature of the battery of the system, these means of regulation 10 being coupled to heating / cooling means 11 of the battery BATT.

[0052] The heating / cooling means 11 are arranged to heat or cool the battery to the set temperature T°cons. A temperature control loop can be executed by the control means 10 of the system to maintain the battery BATT at the set temperature T°cons.

[0053] The invention also resides in the principle of determining the set temperature T°cons.

[0054] According to the invention, to determine the setpoint temperature T°cons, the thermal management unit U_TH uses a thermal management model M_TH. This thermal management model M_TH corresponds to the model used by the thermal management unit U_TH to thermally control the battery BATT, via the regulation means 10 and the heating / cooling means IL.

[0055] To determine the set temperature T°cons, the thermal management unit U_TH relies on the state of health of the battery SoH, on its state of charge SoC and takes into account the real power profile (referenced PWR in [Fig.l]) encountered, according to which the battery BATT is used, which is preferably identical or at least close to a simulated power profile PU_i. Thermal management model

[0056] [Fig.l]

[0057] [Fig.2]

[0058] The thermal management model M_TH is configured to generate the setpoint temperature T°cons and can take the form of a temperature map, the temperature map being associated with a particular power profile PU_i as defined above.

[0059] The thermal management model M_TH could take other forms, such as a set of equations or a table of values ​​with several entries...

[0060] The temperature mapping is determined offline, by simulating battery operation (see below).

[0061] According to the invention, in operation, the mapping is executed by the thermal management unit U_TH based on the input of the state of health SoH of the battery and on the battery SoC state of charge.

[0062] As is known, the state of health SoH of the battery and the state of charge SoC of the battery are determined by the battery management system. This is data made readily available by the BATT battery management system.

[0063] The mapping used by the thermal management unit U_TH provides the optimal temperature values ​​to be applied to the battery BATT to maximize the battery life, and therefore delay as much as possible the moment when the battery voltage excursion exceeds the authorized thresholds.

[0064] The mapping is also established to ensure that the drop in the SoH state of health of the battery is minimized, while ensuring the feasibility of the actual PWR power profile encountered while respecting a constraint on the voltage: The voltage must remain within a range of authorized values, between a minimum voltage value and a maximum voltage value. These values ​​are hereinafter referred to as voltage limit values.

[0065] This thermal management model M_TH, for example the temperature map, is established offline by simulating the operation of the battery, this simulation being implemented using several models. By "offline", it is meant for example that the determination of the thermal management model M_TH can be carried out in the factory. Establishment of the thermal management model

[0066] [Fig.2]

[0067] [Fig.3A]

[0068] [Fig.3B]

[0069] [Fig.4A]

[0070] [Fig.4B]

[0071] [Fig.4C]

[0072] The thermal management model M_TH is determined offline by optimization, using a set of models to simulate the behavior of the battery.

[0073] For this simulation, we use a performance model M_perf and a thermal model M_therm of the battery, which are coupled with an aging model M_v of the battery.

[0074] The thermal management model M_TH is typically defined by a management system, designated S_Offline in [Fig.2], which is external to the on-board thermal management unit U_TH, for example during the factory configuration of the thermal management unit U_TH. It can of course be established by any other system suitable for simulating the behavior of the battery according to the principles described below. Alternatively, the BMS system and the thermal management unit U_TH may have the means to perform the determination of the thermal management model M_TH themselves.

[0075] To establish the mapping, the S_Offline management system chooses several health state points SoH of the battery B ATT and several charge state points SoC of the battery, for which it wishes to determine a temperature value.

[0076] Then, for each chosen health state point, the S_Offline management system solves an optimization problem intended to provide the optimal temperature at which the battery must be placed for each SoC state of charge point.

[0077] In addition, for each optimization problem, the S_Offline management system simulates an elementary use of the battery, having as its starting point the state of health point initially chosen. The elementary use of the battery corresponds to a power profile as defined above. In other words, the simulation consists of: - Setting a state of health SoH to the battery; - Simulate the battery load according to a determined PU_i power profile; Simultaneously optimize the temperature setpoints assigned to each battery SoC state of charge point to determine the optimal temperatures that ensure the achievement of the PU_i power profile, remaining within the permitted voltage limit value range, while minimizing the decline in the battery SoH state of health;

[0078] With reference to [Fig.3A], the performance model M_perf used by the system is of the equivalent electrical circuit type. In the model, the parameters R0, RI and Cl are defined by maps dependent on several factors such as the temperature T°batt, the state of charge SoC, the state of health SoH or the discharge rate of the battery (called "C-rate" and which corresponds to the ratio between the applied current and the battery capacity). The parameter designated OCV corresponds to the no-load voltage of the battery and depends on the state of charge SoC of the battery.

[0079] The performance model M_perf takes, as input, the power P defined by the power profile PU_i, the state of health SoH of the battery and the temperature T°batt of the battery and returns the voltage U that the battery BATT provides as output, as well as the heat source term (thermal power P_th) used by the thermal model, and the state of charge SoC of the battery. The discharge rate C-rate comes from the current, itself calculated from the required power profile and the returned voltage U. The temperature of the cells comes from the thermal model (see below).

[0080] The battery state of health SoH is generated by the battery aging model M_v. The relationship between the battery state of charge SoC, the current and the battery state of health SoH is given by the equation below:

[0081] SoC= - 100*^^- 100

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[0101] The aging model M_v used is also empirical and is governed by the following equations, Qioss representing the total loss of capacity of the BATT battery as it ages. Q, — Q, +Q, ■loss ^losS'Cyc In which, the Qiosscve cycling aging corresponds to: dQ, K, Survey t 1+À -i j- vv. Q, And the calendar aging Q[CwCüi corresponds to: / Who do you let it go dt “ Both parameters K^al and K^ai depend again on factors such as the battery temperature T°batt, state of charge SoC and discharge rate C-rate, which therefore correspond to the inputs of the aging model. This returns the health status SoH, the link between which and the loss of Qioss capacity is explained below. SoH = 100* Capa. .. , -Q, Capa. . . ' wiiïctle The term Capa. corresponds to the initial capacity of the battery. x initial rr The thermal model M_therm used is also represented by an equivalent electrical circuit, shown in [Fig.3B]. It allows the temperature T°batt of all the cells in the battery to be determined from the thermal resistance Rth of each cell and its capacity Cp. So, the equations for obtaining the temperature of a cell are as follows: I dTcdl i(\>. -.■d' ils ] [ dt - cÿ In which: q>extcorresponds to the heat flux applied from the environment to the cell (W); P_th corresponds to the heat source term generated within the cell (W); Tfluid corresponds to the temperature of the cooling or heating fluid (°K); Tceii corresponds to the cell temperature (°K); Rth (K.W1) corresponds to the thermal resistance; Cp (JK ') corresponds to the cell capacity; This set of models thus makes it possible to simulate the behavior of a BATT battery from an imposed PU_i power profile. If the voltage delivered by the battery goes outside the operating voltage range, the simulation stops and the end of life is considered reached.

[0102] The optimizations made to determine the ideal temperature mapping are based on the simulation of these three models.

[0103] Furthermore, the simulation carried out makes it possible to access the battery aging data, but also the time missing to complete the required power profile, from the moment when a voltage limit value is reached. Indeed, in certain situations, for a given health state SoH and state of charge SoC, the simulation carried out for the selected power profile PU_i may conclude that a voltage limit value has been reached, synonymous with the end of battery life, while the entire power profile PU_i has not been executed.

[0104] In this case, the system provides access to the time remaining to be completed for the BATT battery to complete the simulated power profile, hereinafter referred to as the remaining time.

[0105] This remaining duration is integrated into a cost calculation, in order to force the algorithm to tend towards a solution ensuring the feasibility of the entire power profile. If the optimization is done for different usage profiles (and therefore power) of the vehicle separately, a week is simulated for each of the profiles and the total cost is the sum of the costs corresponding to each profile. The total cost is therefore calculated from the following equations:

[0106] r-itib pro f ils Cost = Yprofü=i Costpn>fllj

[0107] Costprofii^j-Remaining duration,+ASoH,

[0108] When the remaining duration is zero (i.e. the power profile has been fully executed), it is understood that for the selected power profile, the optimization constraint will only be carried out on the variation of the ASoHf health state.

[0109] On the other hand, when the power profile is not completely achievable, that is to say a limit voltage value is reached before the end of execution of the power profile, the optimization algorithm seeks in this case as a priority to reduce the remaining duration to ensure the realization of the entire power profile.

[0110] Figures 4A to 4C show several diagrams simulating the operation of a battery on a particular power profile ([Fig.4A]) which lasts one week.

[0111] [Fig.4B] shows the voltage curve followed by the battery during an operating simulation on the one-week power profile.

[0112] And [Fig.4C] shows the evolution of the health status of the SoH battery over the week.

[0113] In this example, we see in [Fig.4B] that the battery reaches a limit value (low) voltage before the end of the power profile, synonymous with end of life. The algorithm thus determines the remaining time required to complete the power profile. Temperature mapping

[0114] [Fig.5]

[0115] [Fig.6A]

[0116] [Fig.6B]

[0117] [Fig.5] shows a diagram illustrating a temperature map obtained after simulating the operation of the BATT battery according to the “commuting” type power profile. This map is obtained based on the input data below: SoH points (%) 65, 67.5, 70, 72.5, 75, 100 SoC points (%) 0, 20, 40, 60, 80, 100 Vehicle usage profile / power profile Commuting type Outside ambient temperature 25°C

[0118] For the profile designated “commuting”, the vehicle drives 30 minutes during the week morning and evening in an urban environment, and on weekends, two hours on Saturday morning then two hours on Sunday evening, with passages on the motorway.

[0119] In [Fig.5], we observe in particular the zones of temperature rise when the SoH health status is low, in order not to find ourselves in fault from the voltage point of view.

[0120] Figures 6A and 6B show the evolution of the SoH state of health ([Fig.6A]) and the evolution of the minimum voltage reached during use ([Fig.6B]) for thermal management in accordance with the invention and reference thermal management imposing a constant set temperature at 16°C.

[0121] It can be seen that the thermal management solution of the battery according to the invention makes it possible in this example to increase the actual lifespan by +47%. It goes from 21 years and 7 months to 31 years and 10 months. The invention therefore has a very significant positive impact on the longevity of the battery.

[0122] The temperature mapping depending on both the SoH state of health and the SoC state of charge allows in a first phase to age in a manner comparable to the case of thermal management of the state of the art (called reference in the attached figures).

[0123] But, in a second step, by heating the cells when a voltage limit value is about to be crossed, the main objective of the invention, the state of health SoH decreases much lower than for the reference and the end of life is then significantly delayed. Benefits

[0124] The invention thus presents numerous advantages, among which: A simple solution to maximize battery life; A solution that can satisfy several usage profiles for an electrical device, for example an electric or hybrid vehicle; A solution that proves to be particularly innovative, in that it focuses on the end of life of a battery caused by reaching a voltage limit value and not by the decline in its state of health SoH;

Claims

Claims

1. Method for thermal management of a battery (BATT), said battery being configured to supply a voltage to an electrical device over a so-called operational voltage range to operate said electrical device, said method being implemented using a thermal management unit (U_TH) of the battery, said thermal management unit (U_TH) being configured to generate a setpoint temperature (T°cons) to be applied to the battery, during the power demand (PWR) of the battery, characterized in that said setpoint temperature (T°cons) is generated from a thermal management model (M_TH) receiving as input the state of health (SoH) of the battery, said thermal management model (M_TH) being configured to determine the setpoint temperature to be applied to ensure the realization of a predetermined power profile (PU_i) by maintaining the voltage supplied by the battery over its operational voltage range,while minimizing the decline in battery State of Health (SoH).,

2. Management method according to claim 1, characterized in that the thermal management model (M_TH) is configured to determine the set temperature (T°cons) also taking into account the state of charge (SoC) of the battery.

3. Management method according to claim 1 or 2, characterized in that the thermal management model (M_TH) is obtained by simulating the behavior of the battery.

4. Management method according to claim 3, characterized in that obtaining the thermal management model (M_TH) is carried out offline.

5. Management method according to claim 3 or 4, characterized in that the simulation of the behavior of the battery is implemented using a performance model (M_perf) of the battery, a thermal model (M_therm) of the battery and an aging module (M_v) of the battery.

6. Management method according to claim 5, characterized in that the performance model (M_perf) of the battery is configured to generate the voltage delivered by the battery as well as the state of charge (SoC) of the battery and its thermal power (P_th), as a function of the predetermined power profile (PU_i) to be applied to the battery, of the temperature (T°batt) of the battery simulated using the model thermal, and the state of health (SoH) of the battery generated by the aging model (M_v).

7. Management method according to claim 5 or 6, characterized in that the thermal model (M_therm) is configured to generate the temperature of the battery (T°batt) as a function of the thermal power (P_th) supplied by the battery and determined by the performance model (M_perf) and the temperature of the cooling fluid.

8. Management method according to one of claims 5 to 7, characterized in that the aging model (M_v) is configured to determine the state of health (SoH) of the battery by taking into account the power profile (PU_i) applied to the battery, the state of charge (SoC) of the battery obtained by the performance model (M_perf), and the temperature (T°batt) of the battery obtained by the thermal model (M_therm).

9. Management method according to one of claims 2 to 8, characterized in that the thermal management model (M_TH) is defined in the form of a mapping of the set temperature (T°cons) as a function of the state of health of the battery (SoH) and its state of charge (SoC).

10. Thermal management system for a battery (BATT), said battery being configured to supply a voltage to an electrical device over a so-called operational voltage range for operating said electrical device, said thermal management system comprising a thermal management unit (U_TH) of the battery, said thermal management unit (U_TH) being configured to generate a setpoint temperature (T°cons) to be applied to the battery, when the battery is under power demand (PWR), characterized in that the thermal management system is configured to generate said setpoint temperature (T°cons) from a thermal management model (M_TH) receiving as input the state of health (SoH) of the battery, said thermal management model (M_TH) being configured to determine the setpoint temperature to be applied to ensure the achievement of a predetermined power profile (PU_i),by maintaining the voltage supplied by the battery within its operational voltage range, while minimizing the decline in the battery's State of Health (SoH).

11. Management system according to claim 10, characterized in that the thermal management model (M_TH) is configured to determine the set temperature (T°cons) also taking into account the state of charge (SoC) of the battery.

12. Management system according to claim 10 or 11, characterized in that the thermal management model (M_TH) is obtained by simulating the behavior of the battery.

13. Management system according to claim 12, characterized in that obtaining the thermal management model (M_TH) is carried out offline.

14. Management system according to claim 12 or 13, characterized in that the simulation of the behavior of the battery is implemented using a performance model (M_perf) of the battery, a thermal model (M_therm) of the battery and an aging module (M_v) of the battery.

15. Management system according to claim 14, characterized in that the performance model (M_perf) of the battery is configured to generate the voltage delivered by the battery, as well as the state of charge (SoC) of the battery and its thermal power (P_th), as a function of the predetermined power profile (PU_i) to be applied to the battery, the temperature (T°batt) of the battery simulated using the thermal model, the state of health (SoH) of the battery generated by the aging model (M_v).

16. Management system according to claim 14 or 15, characterized in that the thermal model (M_therm) is configured to generate the temperature of the battery (T°batt) as a function of the thermal power supplied by the battery and determined by the performance model (M_perf) and the temperature of the cooling fluid.

17. Management system according to one of claims 14 to 16, characterized in that the aging model (M_v) is configured to determine the state of health (SoH) of the battery taking into account the power profile (PU_i) applied to the battery, the state of charge (SoC) of the battery and the temperature (T°batt) of the battery obtained by the thermal model (M_therm).

18. Management system according to one of claims 11 to 17, characterized in that the thermal management model (M_TH) is defined in the form of a mapping of the set temperature (T°cons) as a function of the state of health of the battery (SoH) and its state of charge (SoC).

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