Electro-Thermal Model of Lithium-ion Batteries for

Electrified Vehicles Applications

I. Baghdadi, O. Briat, A. Eddahech, J.M. Vinassa I. Baghdadi, P. Gyan

University of Bordeaux Renault
IMS, UMR 5218 CNRS Technocentre de Guyancourt
Talence 33400, France Guyancourt 78288, France
issam.baghdadi@ims-bordeaux.fr issam.baghdadi@renault.com

Abstract— Lithium batteries are key solutions for sustainable (Newman models) which are more complex and require
energies storage and particularly interesting for green intensive computing, a system approach using equivalent
transportation. Vehicle manufacturers are making a clear circuits could be easily implemented in BMS and is sufficiently
transition to a more efficient and ecofriendly transport. In fact, accurate to meet vehicle manufacturer’s requirements [5][6][7].
Battery Management Systems (BMS) are crucial for a safe and
optimized use of these energy storage systems. This article This paper present a dynamic electro-thermal model
presents an accurate dynamic electro-thermal model for lithium implemented using MATLAB (Simulink). The modeled battery
batteries, designed for high power applications. The model has is a 12Ah Nickel Manganese Cobalt (NMC) commercial
been implemented using MATLAB (Simulink) and parameters battery from Kokam. The model uses nonlinear parameters as
were obtained from experiments. Most parameters depend on Open Circuit Voltage (OCV) and battery resistances which
current, temperature, and Battery State of Charge (SOC). The most depend on temperature, current and battery SOC.
accuracy of this model is tested under different operating Simulations were validated against experiments under static
conditions (static and dynamic current profiles) and simulations and dynamic current profiles and at different operating
are in agreement with experimental results, even after twenty conditions.
hours of test.
II. BATTERY MODEL
Keywords— Energy storage systems; Lithium batteries; Electric
and Hybrid vehicles; Electro-Thermal modeling; Equivalent A. Equivalent Circuit Electric Model
Circuits In this section, the equivalent circuit model structure, used
to model the NMC battery, is presented (Fig. 1). The
I. INTRODUCTION
bidirectional structure of the model, using diodes, was set to
Energy Storage systems are particularly revolutionizing our take into account voltage polarization, ηΩ (V), due to battery
lifestyle. Batteries are widely present in everyday uses as internal resistance and to a possible difference between
phones, cameras, and most of portable applications. Moreover, discharge and charge resistances, RDischarge and RCharge (Ohm).
storing sustainable energies, at a large scale, became crucial for The model is called a dual polarization model due to the
next generations, because of fossil fuel energies decay and association of two RC circuits (R1 (Ohm)//C1 (F) and R2
environmental problems, due to greenhouse gases. In fact due (Ohm)//C2 (F)) [6].
to their high energy density, power density and safety, lithium
batteries become central to industrial and academic concerns
[1]. Different axes of research are aimed to develop and to
master these electrochemical systems, and at all levels
(chemistry, production, safety, lifetime, modeling etc.).
Particularly for vehicle manufacturers, modeling accurately
lithium batteries is strategic for a better battery packs design
and for embedded Battery Management Systems. Likewise,
battery lifetime aging models are crucial for vehicle
manufacturers to manage their vehicle fleet, their warranties,
and to predict failure in vehicles battery systems [2]. Lithium
batteries performances highly depend on temperature. Thus,
battery capacity and resistance are influenced by temperature,
in terms of electric performance or in terms of lifetime aging
endurance [3][4]. In fact, several approaches to predict battery
voltage and temperature have been developed. Equivalent
Fig. 1 Equivalent Circuit Model structure
circuits models are the most common approach of lithium
batteries modeling. Contrary to the electrochemical models

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 The RC circuits offer accuracy during battery relaxation 4,2 3,5
(battery rest after charging or discharging). In fact due to
4,1
concentration polarization caused by relatively slow lithium 3,0
diffusion within crystallographic structure of active material, a 4
simple Thevenin model (equivalent circuit model without RC 2,5

Voltage (V)
3,9
circuits) could be inaccurate and especially inappropriate for 3,8 2,0
power applications. RC circuits offer also an additional heat
3,7
source during battery relaxation when full capacitors discharge

Resistance (mOhm)
3,6 1,5
on corresponding parallel connected resistance. This additional
heat could correct the temperature decrease of battery during 3,5 OCV
R_1s Discharge at 25°C 1,0
rest and represents active material friction due to lithium 3,4 R_1s Charge at 25°C
rearrangement when battery relaxes. The discharge and charge R_1s Discharge at 55°C 0,5
3,3
internal battery resistance depends on current, temperature, and R_1s Charge at 55°C
3,2 SOC 0,0
battery SOC and the battery OCV (V) depends also on SOC. 0 0,2 0,4 0,6 0,8 1
The battery SOC is defined in (1): Fig. 2 OCV and internal resistance (model parameters)

ଵ ௧
ܱܵ‫ݐܥܱܵ = ܥ‬0 + ‫ߜ ׬‬ሺ‫ܫ‬ሻ‫ݐ݀ܫ‬ (1)
ଷ଺଴଴×஼௔௣௔ ௧బ
SOCt0 is the initial battery SOC (SOC=1 if battery is fully
charged and SOC=0 if battery is fully discharged), Capa is the
battery nominal capacity (Ah), I is the battery current (A), and
δ is a current depending efficiency (δ=1 during discharge and
δ=0.995 during charge). The governing equations (passive sign
convention) of this model during discharge are summarized
below (During charge equations are same):
B. Thermal Model
The temperature is assumed to be homogenous in whole
volume of the cell, for simplification. The experimental
temperature, confronted to the model, was measured at the
middle of the battery surface using thermocouple.
The thermal model is governed by the heat equation
described below (6):
ௗ்
݉‫ܥ‬௣ ௗ௧ = ܳΩ + ܳ௥௘௩ + ܳ௘௡௩ (6)

ηΩ = ܴ஽௜௦௖௛௔௥௚௘ ‫ܫ‬ (2)
−ηୢ୧
ൗሺܴ ‫ ܥ‬ሻ + ‫ܫ‬ൗ‫ܥ‬
ௗ஗ౚ౟
ௗ௧
= (3)
௜ ௜ ௜
ܷ = ܱ‫ ܸܥ‬+ ηΩ + ηௗଵ + ηௗଶ (4)
The battery OCV was determined at 25°C. The battery was
fully charged using a 1C constant current constant voltage
protocol (CCCV). In fact the battery was charged using
constant current (1C) until reaching voltage limit, 4.2V, and
then voltage was maintained under floating condition until
battery current reaches C/20. The different battery SOC for
OCV and resistances identifying were set by discharging the
battery at 1C from a fully charged state with amperhours
control. At each SOC, the corresponding OCV was measured
after one hour rest and the corresponding “one second”
resistance was measured from voltage polarization in response
to current using (5):
∆ܸଵ௦
ܴଵ௦ = ൗ∆‫ܫ‬ (5)
ଵ௦
The principal model parameters are summarized in Fig. 2.
For the electric model and in this first approach the OCV is
independent from temperature. The internal charge and
discharge resistance are not measured under SOC=0.2 and
could be fitted if needed to fit end of discharges.
Where m is the battery mass (kg), Cp the battery calorific
capacity (J/kg/K), T is the battery temperature (K). The heat
sources are divided in three parts: The ohmic heat (QΩ)
generated by battery resistances, the reversible heat (Qrev) due
to electrochemical dynamics within the battery and finally the
heat loss (Qenv) due to heat convection with surrounding air.
These heat sources are described using equations:
ௗఎ೏భ ଶ ௗఎ೏మ ଶ
ܳΩ = ߙሺܴ஽௜௦௖௛௔௥௚௘ ‫ ܫ‬ଶ + ܴଵ ቀ‫ ܫ‬− ‫ܥ‬ଵ ቁ + ܴଶ ቀ‫ ܫ‬− ‫ܥ‬ଶ ቁ ሻ(7)
ௗ௧ ௗ௧
డை஼௏
ܳ௥௘௩ = ‫ܶܫ‬ ሺܱܵ‫ܥ‬ሻ (8)
డ்
ܳ௘௡௩ = ℎܵሺܶ௔௠௕ − ܶሻ (9)
α is an Ohmic heat source coefficient (number), h is the
convection transfer coefficient (W/m2), S is the battery contact
surface with surrounding air, which is at Tamb (K) temperature.
Figure. 3 presents OCV derivative to temperature
depending to battery SOC. Five different SOC (0.2, 0.3, 0.4,
0.6, 0.8) and five temperatures (15°C, 25°C, 35°C, 45°C, 55°C)
for each SOC were used to establish OCV derivative to
temperature and battery SOC. For more information about
experimental protocols and model parameters please refer to
our last articles [3].
Between SOC=0.3 and SOC=0.7, the Battery OCV
increases with temperature. Thus during discharge (I<0), the
battery absorbs a part of the available heat (Qrev<0), unlike it
releases heat at the end of discharge (opposite scenario during
charge).

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 0,25 4,2
12

Voltage (V)
Experimental Voltage
0,20 4,1 Simulated Voltage

Current (A)
dOCV/dT (mV/K)
0,15 7
4 Current
0,10
3,9 2
0,05
0,00 3,8
0 0,2 0,4 0,6 0,8 1 -3
-0,05
3,7
-0,10 SOC
-8
-0,15 3,6
Fig. 3 OCV variation function to temperature vs. battery SOC Time (hours) -13
3,5
0 2 4 6 8
III. EXPERIMENTAL AND SIMULATIONS RESULTS Fig. 4 Voltage simulation compared to experiments at several partial
discharges and charges at 1C current rate and relaxations in between
Simulations from the developed electro-thermal model
were compared to experimental tests at different operating
From Fig. 5 a good precision for the simulated voltage is
conditions (several C-rates and a dynamic profile). In this
noted. For more accuracy the discharge and charge resistances
section the experimental protocols are described as concise as
should be precisely determined at SOC limits, to fit end of
possible. For more information about complete experiments
charges and discharges. Particularly RC circuits parameters
protocols please refer to our last articles [4].
should be better calibrated to fit charges during floating
First, the model was compared to experimental results conditions (constant voltage) and battery relaxation after full
which were set to identify model parameters at 25°C (OCV and charge and discharge. RC parameters calibration should take
internal resistances function of battery SOC). This preliminary into account the dependent simulated temperature, and a
test is interesting to calibrate RC circuit parameters and to compromise between the two simulated physical variables (T,
verify the structure of the equivalent circuit model. From Fig. 4 U) must be specified.
interesting results are shown, during discharges and charges.
The model shows a better fit for charge phases. This could 4,2

Current (A)
suggest the necessity of a bidirectional OCV to take into 4 Voltage (V) 16
account possible hysteresis between charge and discharge that 11
3,8
should be set for more accuracy. Relaxation phase dynamics
were validated and this confirms the necessity of RC circuits to 6
3,6
simulate voltage profile under battery rest. Normally for more 3,4 1
precision and to meet different rest scenarios, ranging from one
3,2 -4
second to hours of rest, the model could be extended by adding
several RC circuits to get a wide range of different time 3 Experimental Voltage -9
constants (τ=RC), so to cover different transient dynamics. Simulated Voltage
2,8 -14
Because of the complexity of RC circuits parameters Current
identification an optimum of RC circuit number could be set Time (hours)
2,6 -19
for an interesting compromise. In literature several works set to 0 5 10 15 20 25 30
solve this problem are found [8]. Contrariwise, in this article Fig. 5 Simulated voltage compared to experiments at several C-rates
the priority was set to simulated temperature rather than and at 25°C
simulated voltage. In fact, adding several RC circuits could
influence the overall resistance that could generate
inappropriate ohmic heat. Two RC circuits are considered so From Fig. 6 the simulated temperature fits well the
experiments. The model precision meets highly vehicle
sufficient for a simple approach.
manufacturer requirements (precision under 0.5°C). The
In a second time the electro-thermal model was validated at dynamics of the temperature and especially temperature bumps
different current rates (C/2, 1C, and 1.5C) under charge and due to endothermic heat resulting from reversible heat source
discharge at 25°C (Fig. 5 and Fig. 6). Experimental tests were are well reproduced by the model. In fact from Fig. 3 we note
done at 25°C in a controlled room but not in a climatic that between battery SOC=0.2 and SOC=0.7 the derivative of
chamber, surrounding air was not forced for cooling. For each OCV versus T is positive which led to a heat consumption
current rate the battery was fully charged (CCCV protocol) and during discharge between this SOC range (Qrev<0). Moreover
then, after 30 minutes of battery rest, fully discharged (until this bump disappears at high current rates because Qrev become
reaching discharge voltage limit 2.7V). relatively negligible compared to ohmic heat source (QΩ).
Unlike the reversible heat is overriding at low rates (C/2). The
simulated temperature decrease during rest fits well the
experiment, so this proves that the convection transfer
coefficient h is well calibrated. The developed electro-thermal
model shows acceptable simulation results and proves that the

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 equivalent circuit structure of the model is sufficient for
constant discharge and charge current approach. 40
Under driving conditions the battery current profile is 20
totally random and depends on the driving style and the path
0
type (driving in a town or on a highway). Different current

Current (A)
0 50 100 150 200 250 300
profiles were set to get as close as possible to the normal -20
driving conditions and so many different norms and profiles
-40
are found in literature [9]
-60
30 Experimental Temperature
-80
Temperature (°C)

Simulated Temperature 16

Current (A)
28 Current 11 -100 Micro Discharge Current
Time (s) Micro Charge Current
6 -120
26 Fig. 7 Rich in discharge and rich in charge Micro-cycles current
1 profile
24 -4
Figure 8 compares simulation and experimental results of
-9
22 the developed electro-thermal model during all test period
-14 (20h). Interesting results for simulated temperature profile with
20 -19
an excellent precision. Thus the battery temperature dynamics
Time (hours)
0 5 10 15 20 25 30 are very well predicted by the model. A good matching
Fig. 6 Simulated Temperature compared to experiments at several C- between simulation and experimental voltage profiles even
rates and at 25°C after 20h of test with a low simulated voltage drift at the end of
the test. The testing profile is rich of high current levels (7.5C)
and the good fit of simulation temperature and voltage proves
To test the electro-thermal model on dynamic conditions, a that measured internal resistances at 55°C are in agreement
current solicitation designed for power application, using HEV with model structure without changing RC circuits parameters.
IEC62660 (P) testing profile, was chosen. The current profile
was therefore adapted to the modeled 12Ah Kokam battery to 4,2 55
respect manufacturer current limits. The test was done at 55°C 54
4,1

Temperature (°C)
in a climatic chamber with forced air convection and battery Experimental Voltage 53
Voltage (V)

was charged and discharged using rich discharging and rich 4,0 52
charging macro-cycles composed by successive micro-cycles Simulated Voltage
51
presented in Fig. 7. The micro-cycles profile consists of many 3,9
charge/discharge pulses and rest periods. The discharge Simulated Temperature 50
3,8
currents range from 1.5C to 7.5C and the charge current ranges Experimental
49
from 1.5C to 3C. Every micro-cycle (rich in discharge or rich 3,7 Temperature 48
in charge) removes or restores 0.4Ah per micro-cycle which 47
corresponds to 2.205Ah charge throughput. 3,6
46
The battery was at first fully charged and then discharged at 3,5 Time (hours) 45
55°C using 1C current to SOC=0.8. Successive micro 0 5 10 15 20
discharging cycles were then imposed to the battery until Fig. 8 Simulated temperature and voltage compared to
extracting 6Ah from the battery that corresponds to 33.075Ah experiments under dynamic current profile and at 55°C (20 hours of
test)
charge throughput (one rich in discharge macro-cycle
composed of 15 rich in discharge micro-cycles) so battery Figure 9 presents a zoom of approximately the first hour of
reaches SOC=0.3 and then successive micro charging cycles test. The voltage is in good agreement with experiments and
were imposed to regain battery SOC=0.8 (one rich in discharge that confirms that 2 RC circuits model structure is sufficient
macro-cycle composed of 15 rich in charge micro-cycles). even at dynamic current profile designed for high power
Successive rich in discharge macro-cycles followed application. At the end of the test (circled zone at the end of
immediately by successive rich in charge macro-cycles (8 of last macro-charge Fig. 10) a slight simulated voltage drift could
each macro-cycle) composed the test that lasts for about 20 be due to estimated battery SOC drift. Contrariwise the
hours. For more information about experimental protocol simulated temperature is insensitive to battery SOC drift (for a
please refer to our last publications [4]. 20 hours test) and simulation results still fitting experimental
temperature dynamics accurately.

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 needs parameter optimization to cover voltage dynamics
4,2 54,8 especially during relaxation, and end of charge (during constant
54,6 voltage charge) and end of discharge. For more model
4,1
54,4
complexity and for reliability concerns a total coupling
4,0 between model parameters is suggested and a structure of three

Temperature (°C)
54,2 compartments including electric model with different SOC
3,9 54,0 estimating techniques to prevent SOC drift and three
3,8 53,8 dimensional thermal model to take into account pack
Voltage (V)

geometries, all coupled to an aging model to update battery

Experimental Voltage 53,6
3,7 capacity and resistance. To build such a kind of models a best
Simulated Voltage 53,4 compromise between model complexity, computing time, and
3,6 Simulated Temperature 53,2 accuracy even for hundreds of simulated days must be taken
Experimental Temperature Time (hours) into account and set beforehand.
3,5 53,0
0,4 0,6 0,8 1,0 1,2 1,4 1,6
Fig. 9 Zoom of model results and experiments during the first ACKNOWLEDGMENT
hour of test under dynamic current profile at 55°C This work was funded by the French FUI (United
Interministerial Fund) under the MOBICUS industrial research
program. Network partners are Renault, ADM Concept, CEA,
4,2 Experimental Voltage 55,0
Simulated Voltage
Controlsys, DBT, EDF, EIGSI, IFPEN, IFSTTAR, IMS,
54,8
4,1 Simulated Temperature Siemens, Valeo.
54,6
4,0 Experimental Temperature
54,4
Voltage (V)

3,9 54,2
54,0
REFERENCES
Temperature (°C)

3,8
3,7
3,6
3,5 Time (hours)
19,0 19,5 20,0
Fig. 10 Zoom of model results and experiments during the last hour of
test under dynamic current profile at 55°C
For reliability concerns the model must be as accurate as
possible even after hundreds of hours or days of test. To avoid
battery SOC drift, electro-thermal models must be coupled to
other SOC estimating models using different techniques of
simply amperehours counting as adaptive neural networks or
Kalman filters, etc [2].
IV. CONSLUSION AND PERSPECTIVES
This paper describes a simple and fast method for lithium
batteries voltage and temperature modeling. The model
discussed in this work is a dynamic electro-thermal model
based on equivalent electric circuits with two RC circuits and a
bidirectional structure to take into account difference between
charge and discharge. The model shows excellent results on
simulated temperature at different current solicitation (static
and dynamic) and different surrounding conditions (25°C and
55°C with forced and natural convection). Likewise modeled
voltage is generally in good agreement with experiment but
53,8
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[5] M. Coleman, C. K. Lee, C. Zhu, and W. G. Hurley, Fellow, IEEE,
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[6] H. He, R. Xiong and J. Fan, “Evaluation of Lithium-Ion Battery
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[7] N. Baba, H. Yoshida, M. Nagaoka, C. Okuda, and S. Kawauchi,
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[8] R. C. Kroeze, and P. T. Krein, “Electrical Battery Model for Use in
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