System and procedure for active energy management for an electric vehicle

Abstract

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

Description

[0001] The concepts described herein generally relate to vehicles with rechargeable energy storage systems (RESS). More specifically, the concepts disclosed herein relate to a system and method for active energy management for a vehicle with a RESS, for example, but not limited to, an electric vertical takeoff and landing (eVTOL) vehicle, a motor vehicle with an electrified powertrain or propulsion system, for example, an electric vehicle (EV) or plug-in hybrid vehicle (PHEV), or other mobile platform capable of calculating usable energy to the RESS based on anode lithium surface density.

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

[0003] Each power module contains a variety of battery cells, including, but not limited to, lithium-ion battery cells. The chemistry of each battery cell represents a compromise between usable capacity, usable energy, and cycle life.

[0004] Each battery cell has a thermodynamic capacity, which is determined during battery cell manufacturing. However, the usable capacity of the battery cell indicates how much of the thermodynamic capacity is available to a user and is typically lower than the battery cell's thermodynamic capacity under temporary operating conditions.

[0005] The thermodynamic energy of a battery cell is the range in which the battery cell can operate over a state of charge (SOC) range. For example, 100% SOC means that the battery cell is charged to 100% of its thermodynamic capacity. The usable energy varies over the battery cell's lifetime and can be significantly reduced, for example, but not exclusively, during periods of high discharge and / or when the battery cell is exposed to low ambient temperatures. The usable energy therefore fluctuates proportionally to the thermodynamic energy of the battery cells it contains.

[0006] Each vehicle with a RESS has an energy profile that specifies the vehicle's energy requirements during operation. Each vehicle's energy profile defines the usable capacity required to provide sufficient usable energy to meet the demand defined by the vehicle's energy profile.

[0007] However, vehicles, including but not limited to eVTOL vehicles, may be exposed to low ambient temperatures that can reduce the usable capacity of a battery pack providing power to the eVTOL vehicle.

[0008] Furthermore, applications such as eVTOL can be subject to constant and large load demands during use, requiring high discharge rates over extended periods. Therefore, the usable energy available to power these applications can only be recovered to a limited extent and may be reduced. Description

[0009] In view of the above, it is useful to develop a system and method for active energy management for a vehicle incorporating a RESS, such as, but not limited to, an electric vertical takeoff and landing (eVTOL) vehicle, configured to actively manage the energy provided to power the vehicle by determining the usable energy available for propulsion of the vehicle based on the anode lithium surface density. It is also useful for the disclosed system and method to provide notifications to a user regarding the usable energy available for propulsion of the vehicle and to suggest user actions based on the provided notifications.

[0010] Accordingly, a system and method for an active energy management system for a vehicle having 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 a usable energy algorithm configured, when executed, to calculate a usable energy of the at least one power module based on an anode lithium surface density, compare the calculated usable energy to a first threshold, and provide a first notification to a user when the calculated usable energy reaches the first threshold.

[0013] According to one example of the present disclosure, the active energy management system may be incorporated into an electric vertical takeoff and landing (eVTOL) vehicle.

[0014] If 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 landing procedures.

[0015] The active energy management system controller 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 that they are being prompted to initiate landing procedures.

[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 the automatic landing procedure when the calculated usable energy reaches the third threshold if the landing procedures were not initiated prior to the user providing the third notification.

[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] If 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 increased driving range based on the calculated usable energy.

[0021] The controller may be further configured to predict the potentially increased driving range based on the calculated usable energy and may suggest to the driver to reduce the speed of the eTruck to a lower speed to achieve the predicted potentially 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 suggesting to the driver a suitable location to stop the eTruck to recover usable energy.

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

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

[0025] According to one example of the present disclosure, the active energy management method may be used in an electric vertical takeoff and landing vehicle, eVTOL.

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

[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 the landing procedure.

[0028] The method of active energy management may further include providing a third notification to the user via the controller when the calculated usable energy reaches a third threshold, and initiating automatic landing procedures via the controller when the calculated usable energy reaches the third threshold if the landing procedures were not initiated by the user prior to providing the third notification.

[0029] The method of active energy management may further comprise regulating energy consumption via the controller by selectively switching off predefined systems when the calculated usable energy reaches the first threshold.

[0030] According to an example of the present disclosure, the active energy management method can be used in an electric truck, eTruck.

[0031] When the active energy management method is used in an application for electric trucks, eTrucks, the user may be a driver, and the first notification may involve notifying the driver via the controller of a potential increased driving range based on the calculated usable energy.

[0032] The active energy management method may further comprise predicting the increased range based on the calculated usable energy by means of the controller.

[0033] The active energy management method may further include suggesting to the driver via the controller that the speed of the eTruck be reduced to a lower speed in order to achieve the predicted increased driving range.

[0034] The active energy management method may further include providing a second notification to the driver via the controller 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 suggesting to the driver, via the controller, a suitable location 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 possible range extension based on the recovered usable energy.

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

[0037] The vehicle with an active energy management system may include a RESS having at least one power module, a propulsion system, and a controller communicating 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 a usable energy algorithm configured, when executed, to calculate a usable energy of the at least one power module based on an anode lithium surface density, compare the calculated usable energy to a first threshold, provide a first notification to a user when the calculated usable energy reaches the first threshold, provide a second notification to the driver when the calculated usable energy reaches a second threshold, and provide a third notification to the driver when the calculated usable energy reaches a third threshold.

[0039] By actively managing the energy available to provide power to a vehicle using usable energy calculated using a usable energy algorithm based on anode lithium surface density, notifications can therefore be provided to a user when the calculated usable energy reaches thresholds, and suggested actions can be provided to the user based on the notifications provided.

[0040] The above features and advantages, as well as other features and associated advantages of this disclosure, will become readily apparent from the following detailed description of illustrative examples and modes for carrying out the present disclosure, when considered in conjunction with the accompanying drawings and the appended claims. Furthermore, this disclosure expressly includes combinations and subcombinations of the elements and features presented above and below. Brief description of the drawings

[0041] The accompanying drawings, which are incorporated in this specification, illustrate embodiments of the disclosure which, together with the description, serve to explain the principles of the disclosure. Fig. 1 is a schematic diagram of an electric vertical takeoff and landing (eVTOL) vehicle with an active energy management system according to the present disclosure. Fig. 2 is a schematic diagram of an electric truck (eTruck) with an active energy management system according to the present disclosure. Fig. Figure 3 is an example of a graphical representation of the state of charge versus the open circuit voltage (SOC vs. OCV). Fig. 4A is a flowchart illustrating a method of active energy management with notifications for an eVTOL vehicle according to the present disclosure. Fig. 4B is a flowchart illustrating a method for active energy management including notifications for an eTruck according to the present disclosure.

[0042] The accompanying drawings are not necessarily to scale and present a somewhat simplified representation of various preferred features of the present disclosure as disclosed herein, including, for example, specific dimensions, orientations, positions, and shapes. Details besides such features will be determined in part by the particular intended application and environment of use. Detailed description

[0043] The present disclosure may be embodied in many different forms. Representative examples of the disclosure are illustrated in the drawings and are described in detail herein as non-limiting examples of the principles disclosed. To this end, elements and limitations described in the "Summary," "Introduction," "Summary," and "Detailed Description" sections, but not expressly set forth in the claims, should not be incorporated into the claims, either individually or collectively, by implication, inference, or otherwise.

[0044] For the purposes of this description, the use of the singular includes the plural and vice versa, unless expressly excluded; the terms "and" and "or" apply both subjunctive and disjunctive; and the words "including," "containing," "comprising," "with," and the like mean "including without limitation." Furthermore, words of approximation such as "approximately," "almost," "substantially," "generally," "about," etc., may be used herein to mean "at, near, or almost at," or "within 0-5% of," or "within acceptable manufacturing tolerances," or logical combinations thereof.

[0045] Referring now to the drawings, wherein like numerals indicate like parts throughout the several views, there is shown and described an active energy management system and method for a vehicle including a rechargeable energy storage system (RESS) and a vehicle including the same.

[0046] As in Fig. 1, a vehicle 10 comprises an electric vertical takeoff and landing (eVTOL) vehicle that includes a rechargeable energy storage system (RESS) 12, a propulsion system 14, and a control module 16 that communicates with the RESS 12 and the propulsion system 14 installed in the vehicle 10.

[0047] The RESS 12 is configured to generate and store electrical energy through heat-generating electrochemical reactions to supply the electrical energy to the propulsion system 14, which is configured to provide electric vertical thrust to the vehicle 10 to launch vertically and to switch from vertical thrust to horizontal thrust to propel the vehicle horizontally.

[0048] The control module 16 is programmable and may include a central processing unit (CPU) that controls various functions of the vehicle 10, including the propulsion system 14 and / or the RESS 12. While the vehicle 10 is schematically illustrated as an eVTOL vehicle, the vehicle 10 may also be a terrestrial electric vehicle, as shown in Fig. 2 shown.

[0049] As in Fig. 2, a vehicle 10 includes a terrestrial electric vehicle (EV) including a rechargeable energy storage system (RESS) 12, a propulsion system 14, and a control module 16 in communication 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, for example, but is not limited to, an electric commercial vehicle, an electric industrial vehicle, an electric watercraft, an electric train, or the like.

[0050] The RESS 12 is configured to generate and store electrical energy through heat-generating electrochemical reactions to supply the electrical energy to the propulsion system 14 to provide power to the vehicle 10 during use, for example, to provide torque to the wheels 18 to move the vehicle 10 along a road 20.

[0051] The control module 16 is programmable and may include a central processing unit (CPU) that controls various functions of the vehicle 10, including the propulsion system 14 and / or the RESS 12.

[0052] In each of the Fig. 1 and / or Fig. In the configurations illustrated in Figure 2, the control module 16 includes a processor and a tangible, non-transferable memory containing programmed instructions for operating the vehicle 10, including the propulsion system 14 and the RESS 12. The memory may be a suitable writable medium involved in providing computer-readable data or process instructions. Such writable medium may take many forms, including, but not limited to, non-transitory media and volatile media.

[0053] Non-volatile media for the control module 16 may include, for example, optical or magnetic disks and other persistent storage. Volatile media may include, for example, dynamic random access memory (DRAM), which may constitute main memory. Such instructions may be transmitted over one or more transmission media, including coaxial cable, copper wire, and fiber optic cable, including the wires that form a system bus coupled to a computer processor, or over a wireless connection.

[0054] The memory of the control module 16 may also include a flexible disk, a hard disk, magnetic tape, other magnetic media, a CD-ROM, a DVD, other optical media, etc. The control module 16 may be configured or equipped with other required computer hardware, such as a high-speed clock, the necessary analog-to-digital (A / D) and / or digital-to-analog (D / A) circuits, input / output (I / O) circuits and devices, and suitable signal conditioning and / or buffering circuits. Algorithms required or accessible by the control module 16, including but not limited to predictive algorithms, may be stored in memory and executed automatically to provide the required functionality of the vehicle 10, including the propulsion system 14 and the RESS 12.

[0055] The control module 16 is arranged in the vehicle 10 and is connected to the RESS 12 and the drive system 14 installed in the vehicle 10.

[0056] The RESS 12 comprises at least one power module 12A having a plurality of battery cells 12A1 contained therein. The control module 16 is programmed with a usable energy algorithm EQ1 that calculates a usable energy UE in kilowatt-hours (kWhr) of the at least one power module 12A based on an anode lithium surface density C S calculated, where the usable energy UE is calculated according to the following formula: UE=Interpolation(SOC,OCV,CS)*Cap / 1000

[0057] That is, the usable energy UE is equal to an interpolated voltage corresponding to Cs using (SOC, OCV) multiplied by (C S ) multiplied by Cap / 1000.

[0058] An example of SOC vs. OCV is in Fig. 2. The SOC is a state of charge (SOC) from zero to one. The OCV is an open circuit voltage (OCV) dependent on the SOC.

[0059] C S is an anode lithium surface density (normalized from zero to one), and Cap is the battery capacity in ampere-hours (Ah).

[0060] Since the power module 12A contains a plurality of batteries 12A1, the usable energy UE of the power module 12A varies proportionally to the usable energy UE of the plurality of battery cells 12A1 contained therein.

[0061] Each of the plurality of battery cells 12A has a thermodynamic energy capacity TC, which is determined during the manufacture of each of the plurality of battery cells 12A. The usable energy capacity UC of each of the plurality of battery cells 12A indicates how much of the thermodynamic energy capacity TC is available to a user. The usable energy capacity UC depends on the operating conditions and is typically less than or equal to the thermodynamic energy capacity TC of the battery cell.

[0062] The usable energy UE is the amount of energy available from each of the plurality of battery cells 12A1 based on the usable energy capacity UC of each of the plurality of battery cells 12A1, and may vary based on operating conditions, including temperature. For example, but not exclusively, the usable energy UE of each of the plurality of battery cells 12A1 may be significantly reduced during periods of high discharge and / or when the battery cell is exposed to low ambient temperatures.

[0063] For example, if the SOC is 80% under steady-state conditions, i.e. during discharge without current, the SOC is an indicator of the usable energy UE.

[0064] However, under transient conditions, i.e. during periods of high current (high C-rate), when the SOC is 80%, the usable energy UE is reduced due to slow diffusion, which causes the anode lithium surface density C S and the terminal voltage V T A decreasing voltage leads to a decreasing power, which is accompanied by a decreasing usable energy UE.

[0065] When the current is reduced and approaches zero, the terminal voltage V recovers T gradually and the anode lithium surface density C S increases. The recovering voltage leads to an increasing usable energy UE. The anode lithium surface density C S is therefore an indicator of the available usable energy UE.

[0066] The control module 16 calculates the usable energy UE of the at least one power module based on the anode lithium surface density C S, compares the calculated usable energy UE with a first threshold TH1, and provides a first notification N1 to a 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.

[0067] However, the first notification N1 may also be provided to persons other than the user, and the first notification N1 could be provided to an external display (not shown) that is not installed in and / or remote from the vehicle 10.

[0068] According to one aspect of the present disclosure, when the vehicle 10 is an eVTOL vehicle, the first notification N1 includes notifying the user to prepare to initiate landing procedures.

[0069] The control 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.

[0070] The second notification N2 involves notifying the user to initiate landing.

[0071] The control 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 to initiate automatic landing procedures when the calculated energy UE reaches the third threshold TH3 if the landing procedures were not initiated by the user before the third notification N3 was provided.

[0072] The third notification N3 involves notifying the user that landing procedures are automatically initiated, and the control module is configured to initiate automatic landing procedures when the calculated energy UE reaches the third threshold TH3 if the landing procedures were not initiated by the user before the third notification N3 was provided.

[0073] The control module 16 may be further configured to regulate energy consumption by selectively shutting down predefined systems when the calculated usable energy UE reaches the first threshold TH1, the second threshold TH2 and / or the third threshold TH3.

[0074] According to another aspect of the present disclosure, when the vehicle 10 is a terrestrial electric vehicle, for example, 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 increased driving range based on the calculated usable energy UE.

[0075] The control module 16 is further configured to predict the potentially increased driving range based on the calculated usable energy UE and to suggest to the driver to reduce the speed of the eTruck to a lower speed in order to achieve the predicted potentially increased driving range.

[0076] The control 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.

[0077] The second notification involves informing the driver about an impending power loss based on the calculated usable energy UE.

[0078] The control module 16 is further configured to suggest to the dryer a suitable location to stop the eTruck to recover usable energy UE and to notify the driver of a possible range extension based on the recovered usable energy UE.

[0079] As in Fig. 4A with continued reference to Fig. 1, a method 1000 of active energy management for a vehicle 10 having a RESS 12 is also disclosed.

[0080] The method 1000 of active energy management comprises calculating 1100, via a control module 16 programmed with a usable energy algorithm EQ1, a usable energy UE of the at least one power module 12A based on an anode lithium surface density C S , comparing 1200 via the control module 16 the calculated usable energy UE with a first threshold value and providing 1300 via the control module 16 a first notification N1 to a user when the calculated usable energy UE reaches a first threshold value TH1.

[0081] Providing 1300 the first notification N1 may include displaying the first notification N1 on a user display 22 installed in the vehicle 10.

[0082] However, it is to be understood that the first notification N1 may also be provided to persons other than the user, and the first notification N1 could be provided to the other persons on an external display (not shown) that is not installed in and / or remote from the vehicle 10.

[0083] According to one aspect of the present disclosure, when the vehicle 10 is an eVTOL vehicle, providing the first notification N1 includes notifying 1310 the user to prepare to initiate landing procedures.

[0084] The method 1000 further includes providing a second notification N2 to the user via the control module 16 when the calculated usable energy reaches a second threshold TH2.

[0085] Providing the second notification 1400 N2 includes the user notification 1410 to initiate the landing procedures.

[0086] The method 1000 further includes providing a third notification N3 to the user via the control module 16 when the calculated usable energy UE reaches a third threshold TH3.

[0087] The method 1000 further includes initiating automatic landing procedures 1600 via the control module 16 when the calculated usable energy UE reaches the third threshold TH3 if the landing procedures were not initiated by the user before the third notification N3 was provided.

[0088] The method 1000 may further include controlling 1315 the energy consumption via the control module 16 by selectively shutting down predefined systems when the calculated usable energy UE reaches the first threshold TH1.

[0089] According to one aspect of the present disclosure, when the vehicle 10 is an electric truck (eTruck) as shown in Fig. 4B with continued reference to Fig. 4A, the user is a driver, providing 1300 a first notification N1 includes notifying 2310 the driver via the control module 16 of a potential increased driving range based on the calculated usable energy UE.

[0090] The method 1000 further includes predicting (2400) the increased range via the control module based on the calculated usable energy UE and suggesting (2500) via the control module 16 that the driver reduce the speed of the eTruck to a lower speed to achieve the predicted increased range.

[0091] The method 1000 further includes providing 2600 a second notification N2 to the driver via the control module 16 when the calculated usable energy UE reaches a second threshold TH2.

[0092] Providing the second notification 2600 includes notifying 2610 the driver of an impending power loss based on the calculated usable energy UE, suggesting 2700 via the control module 16 that the driver find a suitable location to stop the eTruck to recover the usable energy UE, and notifying 2800 via the control module 16 of a possible range extension based on the recovered usable energy UE.

[0093] As in Fig. 1 and / or Fig.2, a vehicle 10 with an active energy management system comprises a RESS 12 with at least one power module 12A installed in the vehicle 10, a propulsion system 14 installed in the vehicle 10, a control module 16 in communication with the RESS 12 and the propulsion system 14, wherein the control module 16 is programmed with a usable energy algorithm EQ1 that, when executed, is configured to determine a usable energy UE of the at least one power module 12A based on an anode lithium surface density C Scalculated, compare the calculated usable energy UE with a first threshold TH1, provide a first notification N1 to a user when the calculated usable energy UE reaches the first threshold TH1, provide a second notification N2 to the driver when the calculated usable energy UE reaches a second threshold TH2, and provide a third notification N3 to the driver when the calculated usable energy UE reaches a third threshold TH3.

[0094] Accordingly, by calculating a usable energy and comparing the calculated usable energy with various thresholds using a usable energy algorithm, notifications may be provided to a user at the various thresholds, which notifications may, for example, include suggested actions the user may take based on the calculated usable energy and / or inform the user of automatic actions taken by the system to regulate energy consumption and / or a function of the vehicle.

[0095] In addition, the usable energy algorithm for calculating usable energy is based on the anode lithium surface density rather than on tracking the charging and discharging processes of the battery cells contained in the power module.

[0096] By actively managing the energy provided to power a vehicle using usable energy calculated using a usable energy algorithm based on anode lithium surface density, notifications can therefore be provided to a user when the calculated usable energy reaches thresholds, and suggested actions can be provided to the user based on the notifications provided.

[0097] These and other advantages of the present disclosure will be appreciated by those skilled in the art in view of the foregoing disclosure.

[0098] The detailed description and the drawings or figures are supportive and descriptive of the present teachings, but the scope of the present teachings is defined solely by the claims. While some of the best modes and other examples for carrying out the present teachings have been described in detail, various alternative designs and embodiments for carrying out the present teachings exist, as defined in the appended claims.

Claims

[1] Active energy management system for a vehicle comprising 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 drive system configured for installation in the vehicle; and a control module in communication with the RESS and the propulsion system, the control module being programmed with a usable energy algorithm configured, when executed, to: Calculating the usable energy of the at least one power module based on an anode lithium surface density; Comparing the calculated usable energy with a first threshold value; and Providing a first notification to a user when the calculated usable energy reaches the first threshold. [2] The active energy management system of claim 1, wherein the vehicle is an electric vertical takeoff and landing (eVTOL) vehicle and the first notification comprises notifying the user to prepare to initiate landing procedures. [3] The active energy management system of claim 2, wherein the control 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 notifying the user to initiate landing procedures. [5] The active energy management system of claim 4, wherein the control module is further configured to provide a third notification to the user when the calculated usable energy reaches a third threshold. [6] The active energy management system of claim 5, wherein the control module is further configured to initiate an automatic landing procedure when the calculated usable energy reaches the third threshold if the landing procedures were not initiated by the user before the third notification was provided. [7] The active energy management system of claim 1, wherein the control 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 comprises notifying the driver of a potential increased driving range based on the calculated usable energy. [9] The active energy management system of claim 8, wherein the control module is further configured: predict the potentially increased driving range based on the calculated usable energy; suggest to the driver to reduce the speed of the eTruck to a lower speed in order to achieve the predicted potential increased driving range; provide a second notification to the driver when the calculated usable energy reaches a second threshold, the second notification comprising notifying the driver of an impending power loss based on the calculated usable energy; suggest to the driver to find a suitable place to stop the eTruck to recover usable energy; and to notify the driver of a possible range extension based on the recovered usable energy. [10] Vehicle with an active energy management system, comprising: a vehicle; a RESS with at least one power module installed in the vehicle; a propulsion system installed in the vehicle; and a control module in communication with the RESS and the propulsion system, the control module being programmed with a usable energy algorithm configured, when executed, to: Calculating the usable energy of the at least one power module based on an anode lithium surface density; Comparing the calculated usable energy with a first threshold value; Providing a first notification to a user when the calculated usable energy reaches the first threshold; Providing a second notification to the user when the calculated usable energy reaches a second threshold; and Providing a third notification to the user when the calculated usable energy reaches a third threshold.

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