System and method for active energy management for electric vehicle

Abstract

An active energy management method for a vehicle including a rechargeable energy storage system (RESS). The method includes calculating, via a controller programmed with an available energy algorithm, an available energy for at least one power module based on an anode lithium surface density; comparing, via the controller, the calculated usable energy to a first threshold; providing, via the controller, a first notification to a user when the calculated available energy reaches a first threshold; providing, via the controller, a second notification to the user when the calculated available energy reaches a second threshold, and a third notification to the user when the calculated available energy reaches a third threshold; and suggesting an action to the user based on the notification.

Description

Technical Field

[0001] The concepts described herein generally relate to vehicles including a rechargeable energy storage system (RESS). More specifically, the concepts disclosed herein relate to systems and methods for active energy management of vehicles including a RESS, such as, but not limited to, an electric vertical take-off and landing (eVTOL), an automobile with an electrified powertrain or propulsion system (e.g., an electric vehicle (EV) or a plug-in hybrid vehicle (PHEV)), or another mobile platform operable to calculate the usable energy of the RESS based on the anode lithium surface density. Background Art

[0002] Each RESS can be a single-chemistry or hybrid-chemistry energy system comprising a battery pack with multiple power modules. The number of power modules required is application specific.

[0003] Each power module includes a plurality of battery cells, such as but not limited to lithium-ion battery cells. The chemical composition of each battery cell involves a trade-off between usable capacity, usable energy, and cycle life.

[0004] Each battery cell has a thermodynamic capacity defined when the battery cell is manufactured. However, the usable capacity of a battery cell is how much of the thermodynamic capacity is available for user access and is typically lower than the thermodynamic capacity of the battery cell during transient operating conditions.

[0005] The thermodynamic energy of a battery cell is the range at which the battery cell can be operated within a range of states of charge (SOC), e.g., 100% SOC means the battery cell is 100% charged to thermodynamic capacity. The usable energy varies over the cycle life of the battery cell and can be significantly reduced, such as, but not limited to, during periods of high discharge and / or when the battery cell is subject to low ambient temperatures. Thus, the usable energy varies in proportion to the thermodynamic energy of the battery cell contained therein.

[0006] Each vehicle comprising the RESS has an energy profile detailing the amount of energy required by the vehicle during operation.The energy profile of each vehicle defines the available capacity required to provide sufficient available energy to meet the needs defined by the vehicle energy profile.

[0007] However, vehicles, including but not limited to eVTOL vehicles, may be subject to low ambient temperatures, which may reduce the usable capacity contained within a battery pack that provides power to the eVTOL vehicle.

[0008] Additionally, applications like eVTOLs may experience constant and large load demands during use, requiring high discharge rates for extended periods of time. As a result, the usable energy available to power these applications has little recovery potential and may be reduced. Summary of the invention

[0009] In view of the above discussion, it is useful to develop systems and methods for active energy management for vehicles including RESS, such as but not limited to electric vertical take-off and landing (eVTOL), which are configured to actively manage the energy available to provide power to the vehicle by determining the available energy available to power the vehicle based on the anode lithium surface density. It is also useful that the disclosed systems and methods provide notifications of the available energy available to power the vehicle to a user and suggest user actions based on the provided notifications.

[0010] Accordingly, a system and method for an active energy management system for a vehicle including a rechargeable energy storage system (RESS) is disclosed.

[0011] An active energy management system may include a RESS configured for installation in the vehicle, a propulsion system configured for installation in the vehicle, and a controller in communication with the propulsion system and the RESS.

[0012] The RESS may include at least one power module, and the controller may be programmed with an available energy algorithm, which, when executed, may be configured to: calculate the available energy of the at least one power module based on the anode lithium surface density; compare the calculated available energy with a first threshold; and provide a first notification to a user when the calculated available energy reaches the first threshold.

[0013] According to one example of the present disclosure, the active energy management system may be installed in an electric vertical take-off and landing (eVTOL) vehicle.

[0014] When the active energy management system is installed in the eVTOL vehicle, the first notification may include notifying the user, who may be a pilot, to prepare to initiate a landing procedure.

[0015] The controller of the active energy management system may be further configured to provide a second notification to the user when the calculated usable energy reaches a second threshold. The second notification may include notifying the user to initiate a landing procedure.

[0016] The controller may be further configured to provide a third notification to the user when the calculated usable energy reaches a third threshold.

[0017] The controller may be further configured to initiate an automated landing procedure when the calculated usable energy reaches the third threshold if the landing procedure has not been initiated by the user before the third notification is provided.

[0018] The controller may be further configured to regulate energy consumption by selectively shutting down predefined systems when the calculated usable energy reaches the first threshold.

[0019] According to another example of the present disclosure, the active energy management system may be installed in an electric truck (eTruck).

[0020] When the active energy management system is installed in an eTruck, the user may be a driver, and the first notification may include notifying the driver of a potential increase in driving range based on the calculated usable energy.

[0021] The controller may be further configured to predict the potential increased driving range based on the calculated usable energy, and may suggest that the driver reduce the speed of the eTruck to a lower speed to achieve the predicted potential increased driving range.

[0022] The controller may be further configured to provide a second notification to the driver when the calculated usable energy reaches a second threshold. The second notification may include notifying the driver of an impending power loss based on the calculated usable energy and may suggest that the driver find a suitable place to stop the eTruck for usable energy recovery.

[0023] The controller may be configured to notify the driver of a potential range extension based on the recovered usable energy.

[0024] An active energy management method for a vehicle including a rechargeable energy storage system (RESS) may include: calculating, via a controller programmed with a usable energy algorithm, usable energy of at least one power module based on an anode lithium surface density; comparing, via the controller, the calculated usable energy with a first threshold; and providing, via the controller, a first notification to a user when the calculated usable energy reaches the first threshold.

[0025] According to one example of the present disclosure, the active energy management method may be used in electric vertical take-off and landing (eVTOL) vehicle applications.

[0026] When the active energy management method is used in an eVTOL vehicle application, the first notification provided may include notifying the user to prepare to initiate a landing procedure.

[0027] The active energy management method may further include providing a second notification to the user via the controller when the calculated usable energy reaches a second threshold. The second notification may include notifying the user to initiate a landing procedure.

[0028] The active energy management method may further include: providing a third notification to the user via the controller when the calculated available energy reaches a third threshold; and initiating an automated landing procedure via the controller when the calculated available energy reaches the third threshold if the landing procedure has not been initiated by the user before the third notification is provided.

[0029] The active energy management method may further include regulating energy consumption by selectively shutting down predefined systems via the controller when the calculated usable energy reaches the first threshold.

[0030] According to one example of the present disclosure, the active energy management method may be used in electric truck (eTruck) applications.

[0031] When the active energy management method is used in an electric truck (eTruck) application, the user may be a driver, and the first notification may include notifying the driver, via the controller, of a potential increase in driving range based on the calculated usable energy.

[0032] The active energy management method may further include predicting, via the controller, the increased driving range based on the calculated available energy.

[0033] The active energy management method may further include, via the controller, advising the driver to reduce the speed of the eTruck to a lower speed to achieve the predicted increased driving range.

[0034] The active energy management method may further include providing, via the controller, a second notification to the driver when the calculated usable energy reaches a second threshold, wherein the second notification includes notifying the driver of an impending power loss based on the calculated usable energy. The method may include advising, via the controller, the driver to find a suitable place to stop the eTruck for usable energy recovery.

[0035] The active energy management method may further include notifying the driver, via the controller, of a potential range extension based on the recovered usable energy.

[0036] A vehicle having an active energy management system is also disclosed.

[0037] A vehicle including an active energy management system may include a RESS having at least one power module; a propulsion system; and a controller in communication with the propulsion system and the RESS.

[0038] The RESS and / or the propulsion system may be configured for installation in the vehicle. The controller may be programmed with an available energy algorithm, which when executed may be configured to: calculate the available energy of the at least one power module based on the anode lithium surface density; compare the calculated available energy with a first threshold; provide a first notification to a user when the calculated available energy reaches the first threshold; provide a second notification to the driver when the calculated available energy reaches a second threshold; and provide a third notification to the driver when the calculated available energy reaches a third threshold.

[0039] Thus, by actively managing the energy available to provide power to a vehicle using available energy, a notification can be provided to a user when the calculated available energy reaches a threshold, and a suggested action can be provided to the user based on the notification provided, wherein the available energy is calculated using an available energy algorithm based on the anode lithium surface density.

[0040] The above features and advantages of the present disclosure and other features and attendant advantages will be apparent from the following detailed description of illustrative examples and modes for implementing the present disclosure when taken in conjunction with the accompanying drawings and the appended claims. In addition, the present disclosure explicitly includes combinations and sub-combinations of the elements and features presented above and below. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate implementations of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0042] Figure 1 is a schematic illustration of an electric vertical take-off and landing (eVTOL) vehicle with an active energy management system according to the present disclosure.

[0043] Figure 2 is a schematic illustration of an electric truck (eTruck) with an active energy management system according to the present disclosure.

[0044] Figure 3is an example graphical representation of state of charge versus open circuit voltage (SOC vs. OCV).

[0045] Figure 4A is a flow chart illustrating a method of active energy management including notification for an eVTOL vehicle according to the present disclosure.

[0046] Figure 4B is a flow chart illustrating a method of active energy management including notifications for an eTruck according to the present disclosure.

[0047] The drawings are not necessarily drawn to scale and may present somewhat simplified representations of various preferred features of the present disclosure as disclosed herein, including, for example, specific dimensions, orientations, locations, and shapes. The details surrounding such features will be determined in part by the specific intended application and use environment. DETAILED DESCRIPTION

[0048] The present disclosure allows for embodiments that exist in many different forms. Representative examples of the present disclosure are shown in the accompanying drawings and described in detail herein as non-limiting examples of the disclosed principles. For this reason, elements and limitations described in the abstract, background technology, summary of the invention, and detailed description but not explicitly stated in the claims should not be incorporated into the claims individually or collectively, by implication, inference, or otherwise.

[0049] For the purposes of this description, unless specifically disclaimed, the use of the singular includes the plural, and vice versa, the terms "and" and "or" shall be both conjunctive and disjunctive, and the words "including," "comprising," "containing," "having," and the like shall mean "including but not limited to." Furthermore, approximate words such as "about," "almost," "substantially," "generally," "approximately," and the like may be used herein in the sense of "at, around, or nearly at," or "within 0-5% of," or "within acceptable manufacturing tolerances," or their logical combinations.

[0050] Referring now to the drawings, wherein like numerals indicate like parts throughout the several views, systems and methods for active energy management of a vehicle including a rechargeable energy storage system (RESS) and vehicles including the same are shown and described herein.

[0051] like Figure 1 As schematically illustrated in , the vehicle 10 comprises an electric vertical take-off and landing (eVTOL) vehicle including a rechargeable energy storage system (RESS) 12 , a propulsion system 14 , and a controller module 16 that communicates with the RESS 12 and the propulsion system 14 installed in the vehicle 10 .

[0052] RESS 12 is configured to generate and store electrical energy through a heat-generating electrochemical reaction that is used to supply electrical energy to a propulsion system 14 that is configured to provide electric vertical thrust to vehicle 10 for vertical takeoff and to transition from vertical thrust to horizontal thrust to propel the vehicle horizontally.

[0053] The controller module 16 is programmable and may include a central processing unit (CPU) that coordinates various functions of the vehicle 10 including the propulsion system 14 and / or the RESS 12. Although the vehicle 10 is schematically illustrated as an eVTOL vehicle, the vehicle 10 may also include a land electric vehicle, such as a Figure 2 As shown in the figure.

[0054] like Figure 2 Schematically illustrated in FIG, a vehicle 10 includes: a land electric vehicle (EV) including a rechargeable energy storage system (RESS) 12, a propulsion system 14, and a controller module 16, the controller module 16 communicating with the RESS 12 and the propulsion system 14 installed in the vehicle 10. The vehicle 10 is schematically illustrated as an electric truck (eTruck), however, the vehicle 10 may also include, but is not limited to, for example, electric commercial vehicles, electric industrial vehicles, electric watercraft, electric trains, and the like.

[0055] RESS 12 is configured to generate and store electrical energy via an electrochemical reaction that produces heat for supplying electrical energy to propulsion system 14 to provide power to vehicle 10 during use, for example, to provide torque to wheels 18 to move vehicle 10 along road 20 .

[0056] The controller module 16 is programmable and may include a central processing unit (CPU) that coordinates various functions of the vehicle 10 including the propulsion system 14 and / or the RESS 12 .

[0057] exist Figure 1 and / or Figure 2 In any of the above configurations illustrated in , the controller module 16 includes a processor and a tangible non-volatile memory including instructions for operating the vehicle 10 including the propulsion system 14 and the RESS 12 programmed therein. The memory may be a suitable recordable medium that participates in providing computer-readable data or process instructions. Such recordable media may take many forms, including but not limited to non-volatile media and volatile media.

[0058] Non-volatile media for the controller module 16 may include, for example, optical or magnetic disks and other persistent memory. Volatile media may include, for example, dynamic random access memory (DRAM), which may constitute main memory. Such instructions may be transmitted by one or more transmission media, including coaxial cables, copper wires, and optical fibers, including the wires comprising a system bus coupled to a processor of a computer, or via a wireless connection.

[0059] The memory of the controller module 16 may also include a floppy disk, a hard disk, a tape, another magnetic medium, a CD-ROM, a DVD, another optical medium, etc. The controller module 16 may be configured or equipped with other required computer hardware, such as a high-speed clock, necessary analog-to-digital (A / D) and / or digital-to-analog (D / A) circuits, input / output circuits and devices (I / O), and appropriate signal conditioning and / or buffering circuits. Algorithms required or accessible thereby by the controller module 16 may be stored in the memory and automatically executed to provide the required functions of the vehicle 10 including the propulsion system 14 and the RESS 12, including but not limited to predictive algorithms.

[0060] The controller module 16 is disposed in the vehicle 10 and communicates with the RESS 12 and the propulsion system 14 installed in the vehicle 10 .

[0061] The RESS 12 includes at least one power module 12A including a plurality of battery cells 12A1. The controller module 16 is programmed with an energy algorithm EQ1 that can be used based on the surface density C of the anode lithium. S To calculate the usable energy UE of the at least one power module 12A in kilowatt-hours (kWhr), wherein the usable energy UE is calculated by the following formula: UE=Interpolation(SOC,OCV,C S )*(C S )*Cap / 1000[EQ1].

[0062] That is, the available energy UE is equal to (SOC, OCV) multiplied by (C S ) multiplied by Cap / 1000 and interpolated with C S The corresponding voltage.

[0063] Examples of SOC vs. OCV are shown in Figure 2 . SOC is the state of charge (SOC) from 0 to 1. Given the SOC, OCV is the open circuit voltage (OCV).

[0064] C S is the anode lithium surface density (normalized from 0 to 1), and Cap is the capacity of the battery in ampere-hours (Ah).

[0065] Since the power module 12A includes the plurality of batteries 12A1 , the usable energy UE of the power module 12A varies in proportion to the usable energy UE of the plurality of battery cells 12A1 included therein.

[0066] Each of the plurality of battery cells 12A has a thermodynamic energy capacity TC defined when each of the plurality of battery cells 12A is manufactured. The usable energy capacity UC of each of the plurality of battery cells 12A is how much of the thermodynamic energy capacity TC is available for user access. The usable energy capacity UC depends on operating conditions and is typically less than or equal to the thermodynamic energy capacity TC of the battery cell.

[0067] The usable energy UE is the amount of energy available from each of the multiple battery cells 12A1 based on the usable energy capacity UC of each of the multiple battery cells 12A1, and may vary based on operating conditions including temperature, i.e., the usable energy UE of each of the multiple battery cells 12A1 may be significantly reduced, for example but not limited to during periods of high discharge and / or when the battery cells are subject to low ambient temperatures.

[0068] For example, under steady-state conditions (ie, zero current discharge), when the SOC is equal to 80%, the SOC indicates the available energy UE.

[0069] However, under transient conditions (i.e., periods of high current (high charging rate)), when SOC equals 80%, the available energy UE decreases due to slow diffusion, which reduces the anode lithium surface density C S And reduce the terminal voltage V T Reducing the voltage results in reducing the power, which is consistent with reducing the energy available to the UE.

[0070] As the current decreases and approaches 0, the terminal voltage V T Gradually recover and the anode lithium surface density C S The recovery voltage leads to an increase in the available energy UE. As a result, the anode lithium surface density C S Indicates the available usable energy UE.

[0071] The controller module 16 is based on the anode lithium surface density C S The usable energy UE of the at least one power module is calculated, the calculated usable energy UE is compared with a first threshold TH1, and a first notification N1 is provided to the user when the calculated usable energy UE reaches the first threshold TH1. The first notification N1 is displayed on a user display 22 installed in the vehicle 10.

[0072] However, it should be appreciated that the first notification N1 may be provided to individuals other than the user, and the first notification N1 may be provided to an external display (not shown) that is not installed in the vehicle 10 and / or is remote from the vehicle 10 .

[0073] According to one aspect of the present disclosure, when the vehicle 10 is an eVTOL vehicle, the first notification N1 includes: notifying a user to prepare to initiate a landing procedure.

[0074] The controller module 16 is further configured to provide a second notification N2 to the user when the calculated usable energy UE reaches a second threshold TH2.

[0075] The second notification N2 includes notifying the user to initiate a landing procedure.

[0076] The controller module 16 is further configured to: provide a third notification N3 to the user when the calculated usable energy UE reaches a third threshold TH3; and if the landing procedure is not initiated by the user before the third notification N3 is provided, initiate an automated landing procedure when the calculated energy UE reaches the third threshold TH3.

[0077] The third notification N3 comprises notifying the user that the landing procedure is being automatically initiated, and the controller module is configured to initiate the automated landing procedure when the calculated energy UE reaches a third threshold TH3 if the landing procedure has not been initiated by the user before the third notification N3 is provided.

[0078] The controller module 16 may be further configured to adjust energy consumption by selectively shutting down predefined systems when the calculated usable energy UE reaches a first threshold TH1 , a second threshold TH2 , and / or a third threshold TH3 .

[0079] According to another aspect of the present disclosure, when the vehicle 10 is a land electric vehicle (such as but not limited to an electric truck (eTruck)), the user is a driver, and the first notification N1 includes notifying the driver of a potential increase in driving range based on the calculated usable energy UE.

[0080] The controller module 16 is further configured to: predict a potential increased driving range based on the calculated usable energy UE; and suggest the driver to reduce the speed of the eTruck to a lower speed to achieve the predicted potential increased driving range.

[0081] The controller module 16 is further configured to provide a second notification N2 to the driver when the calculated usable energy UE reaches a second threshold TH2.

[0082] The second notification includes notifying the driver of an impending power loss based on the calculated usable energy UE.

[0083] The controller module 16 is further configured to: advise the driver to find a suitable place to stop the eTruck for usable energy UE recovery; and notify the driver of potential range extension based on the recovered usable energy UE.

[0084] like Figure 4A As shown in the figure, continue to refer to Figure 1 , an active energy management method 1000 for a vehicle 10 including a RESS 12 is also disclosed.

[0085] The active energy management method 1000 includes: using the controller module 16 programmed with the energy algorithm EQ1, based on the anode lithium surface density C S To calculate 1100 the usable energy UE of the at least one power module 12A; compare 1200 the calculated usable energy UE with a first threshold via the controller module 16; and when the calculated usable energy UE reaches the first threshold TH1, provide 1300 a first notification N1 to the user via the controller module 16.

[0086] Providing 1300 the first notification N1 may include displaying the first notification N1 on a user display 22 installed within the vehicle 10 .

[0087] However, it should be appreciated that the first notification N1 may be provided to individuals other than the user and that the first notification N1 may be provided to other individuals on an external display (not shown) that is not installed in and / or remote from the vehicle 10 .

[0088] According to one aspect of the present disclosure, when the vehicle 10 is an eVTOL vehicle, providing the first notification N1 includes notifying 1310 a user to prepare to initiate a landing procedure.

[0089] The method 100 further includes providing 1400 a second notification N2 to the user via the controller module 16 when the calculated usable energy reaches a second threshold TH2.

[0090] Providing 1400 the second notification N2 includes notifying 1410 the user to initiate a landing procedure.

[0091] The method 1000 further comprises: when the calculated usable energy UE reaches a third threshold TH3, providing 1500 a third notification N3 to the user via the controller module 16.

[0092] The method 1000 further comprises: if the landing procedure has not been initiated by the user before the third notification N3 is provided, initiating 1600 an automated landing procedure via the controller module 16 when the calculated usable energy UE reaches a third threshold TH3.

[0093] The method 1000 may further include: when the calculated usable energy UE reaches a first threshold TH1, regulating 1315 energy consumption by selectively shutting down predefined systems via the controller module 16.

[0094] According to one aspect of the present disclosure, when the vehicle 10 is an electric truck (eTruck), Figure 4B As shown in the figure, continue to refer to Figure 4A , the user is a driver, providing 1300 the first notification N1 includes: notifying 2310 the driver, via the controller module 16 , of a potential increase in driving range based on the calculated usable energy UE.

[0095] The method 1000 further includes predicting 2400 , via the controller module, an increased driving range based on the calculated usable energy UE; and suggesting 2500 , via the controller module 16 , the driver to reduce the speed of the eTruck to a lower speed to achieve the predicted increased driving range.

[0096] The method 1000 further includes providing 2600 a second notification N2 to the driver via the controller module 16 when the calculated usable energy UE reaches a second threshold TH2.

[0097] Providing 2600 a second notification includes: notifying 2610 the driver of an impending power loss based on the calculated usable energy UE; suggesting 2700 the driver, via the controller module 16, to find a suitable place to stop the eTruck for usable energy UE recovery; and notifying 2800 the driver, via the controller module 16, of a potential range extension based on the recovered usable energy UE.

[0098] like Figure 1 and / or Figure 2 As further illustrated in FIG. 1 , a vehicle 10 having an active energy management system includes: a RESS 12 having at least one power module 12A installed in the vehicle 10; a propulsion system 14 installed in the vehicle 10; a controller module 16 communicating with the RESS 12 and the propulsion system 14, the controller module 16 being programmed with an available energy algorithm EQ1, which when executed is configured to: based on the anode lithium surface density C STo calculate the usable energy UE of the at least one power module 12A; compare the calculated usable energy UE with a first threshold value TH1; when the calculated usable energy UE reaches the first threshold value TH1, provide a first notification N1 to the user; when the calculated usable energy UE reaches the second threshold value TH2, provide a second notification N2 to the driver; and when the calculated usable energy UE reaches a third threshold value TH3, provide a third notification N3 to the driver.

[0099] Accordingly, by calculating the usable energy and comparing the usable energy calculated using the usable energy algorithm to various thresholds, notifications can be provided to the user at various thresholds, which notifications may, for example, include suggested actions that the user can take based on the calculated usable energy, and / or notify the user of automatic actions that will be taken by the system to adjust the energy usage and / or functionality of the vehicle.

[0100] Further, the usable energy algorithm used to calculate the usable energy is based on the anode lithium surface density, and thus is not based on tracking the history of charging and discharging the plurality of battery cells included in the power module.

[0101] Thus, by actively managing the energy available to provide power to a vehicle using available energy, a notification can be provided to a user when the calculated available energy reaches a threshold, and a suggested action can be provided to the user based on the notification provided, wherein the available energy is calculated using an available energy algorithm based on the anode lithium surface density.

[0102] These and other attendant advantages of the present disclosure will be appreciated by those skilled in the art in view of the above disclosure.

[0103] The detailed description and the accompanying drawings or figures support and describe the present teaching, but the scope of the present teaching is limited only by the claims. Although some of the best modes and other examples for implementing the present teaching have been described in detail, there are various alternative designs and embodiments for practicing the present teaching defined in the appended claims.

Claims

1. An active energy management system for a vehicle including a rechargeable energy storage system (RESS), the active energy management system comprising: A RESS comprising at least one power module, the RESS configured for installation in a vehicle; a propulsion system configured for installation in the vehicle; as well as a controller module in communication with the RESS and the propulsion system, the controller being programmed with an available energy algorithm that, when executed, is configured to: calculating usable energy of the at least one power module based on the anode lithium surface density; comparing the calculated available energy with a first threshold; as well as When the calculated usable energy reaches the first threshold, a first notification is provided to the user.

2. The active energy management system of claim 1, wherein the vehicle is an electric vertical take-off and landing (eVTOL) vehicle, and the first notification comprises notifying the user to prepare to initiate a landing procedure. 3 . The active energy management system of claim 2 , wherein the controller module is further configured to provide a second notification to the user when the calculated usable energy reaches a second threshold.

4. The active energy management system of claim 3, wherein the second notification comprises: The user is notified to initiate a landing procedure. 5 . The active energy management system of claim 4 , wherein the controller module is further configured to provide a third notification to the user when the calculated usable energy reaches a third threshold.

6. An active energy management system as described in claim 5, wherein the controller module is further configured to: if the landing procedure has not been initiated by the user before the third notification is provided, initiate an automated landing procedure when the calculated usable energy reaches the third threshold. 7 . The active energy management system of claim 1 , wherein the controller module is further configured to regulate energy consumption by selectively shutting down predefined systems when the calculated usable energy reaches the first threshold.

8. The active energy management system of claim 1, wherein the vehicle is an electric truck (eTruck), the user is a driver, and the first notification includes notifying the driver of a potential increase in driving range based on the calculated usable energy.

9. The active energy management system of claim 8, wherein the controller module is further configured to: predicting the potential increased driving range based on the calculated usable energy; advising the driver to reduce the speed of the eTruck to a lower speed to achieve the predicted potential increased driving range; providing a second notification to the driver when the calculated usable energy reaches a second threshold, wherein the second notification includes notifying the driver of an impending power loss based on the calculated usable energy; Advising the driver to find a suitable place to stop the eTruck for usable energy recovery; as well as The driver is notified of a potential range extension based on the recovered usable energy.

10. A vehicle having an active energy management system, the active energy management system comprising: Transportation; A RESS having at least one power module installed in the vehicle; a propulsion system installed in the vehicle; as well as a controller module in communication with the RESS and the propulsion system, the controller module being programmed with an available energy algorithm that, when executed, is configured to: calculating usable energy of the at least one power module based on the anode lithium surface density; comparing the calculated available energy with a first threshold; When the calculated usable energy reaches the first threshold, providing a first notification to the user; When the calculated usable energy reaches a second threshold, providing a second notification to the user; as well as When the calculated usable energy reaches a third threshold, a third notification is provided to the user.

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