## 1 Introduction  
Whether in mobile phones, in portable computers, for starting the car engine or for powering the satellite that sends radio communication signals down to earth [1; 2; 3], there is no wonder anymore that batteries have become essential components in our daily lives. Particularly, in the transportation sector as part of the daily mobility, electric vehicles (EVs) including hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs) and pure battery electric vehicles (BEVs) are predicted to dominate the vehicle market [4; 5]. In recent years, Lithium Nickel Manganese Cobalt (NMC) for use in positive electrodes eventually offered improved cycle life, thermal stability and energy density capabilities for lithium-ion batteries [6; 7; 8; 9]. In practice, limitations in the lifetime of lithium-ion batteries still reveal often to be an issue in battery applications as in automotive [10; 11; 12; 13]. Throughout their lifetime, batteries are experiencing several kinds of degradation mechanism. When cycled at high temperature, degradation mechanisms leading to capacity loss are observed through the rise of the positive electrode impedance especially at low lithium content. This may be due to the loss of conductive carbon or to a non-ionically conductive organic film at the surface of the electrode [14]. In addition, the electrodes expansion associated to the lithium insertion and extraction processes or the external stresses on the battery stack, are inducing mechanical mechanisms such as the viscoelastic creep behavior of the electrochemically inactive separator sheets. These mechanisms are altering the lithium-ion battery cells due to the pore closure effect, which is affecting the ion transport and is leading on the long term to internal resistance increase and capacity fade [15]. At the level of the porous electrodes (composed of solid active material particles and liquid electrolyte), diffusion-induced stresses are causing degradations in the active material particles, as demonstrated by non-local damage evolution modelling [16]. Life-prognostic methods for the predictions of damages on lithium-ion batteries caused by mechanical fatigue, can further be examined by physics-based modelling including the growth of solid electrolyte interface (SEI) at the carbonaceous negative electrode for instance, as single source of aging [17]. Further in case of advanced energy storage as Lithium metal (LMB) batteries, suitable for high energy density applications, robust SEI is required for improved cycling performances by preventing from the occurrence of dendrite growth. Factors such as the nature of the electrolyte, the temperature or the current density are influencing the SEI formation. Although, the introduction of pre-formed protective layer or modifications in electrode design or in electrolyte composition and additives represent efficient methods to modify the SEI layer [18]. Further in solid-state batteries, the expansion induced by the intercalation of Lithium ions in the electrodes active material particles is constrained by the solid-state electrolyte (SE), therefore leading to mechanical degradation. Mechanical degradation of the solid electrolyte (SE) is responsible for worsen transport properties, decreased capacity, and decrease in electrodes active material strength. Electro-chemo-mechanical finite element modelling are developed for this purpose for the study of the corresponding damage evolutions [19; 20]. In view of this, long-term cycling of battery cells and their decreased performances are extensively studied in the literature [21; 22; 23; 24; 25]. For battery-powered vehicles, the operating temperature and the uniformity of the temperature distribution are two important factors at the scale of battery modules in which batteries are embedded [26]. For lithium-ion batteries the best operating temperatures are in the range between 25 \({}^{\circ}\)C and 40 \({}^{\circ}\)C [27].