Electrical busbar and method for manufacturing same

Abstract

The present invention generally provides a busbar for use in mechanically and electrically connecting components within a device. The busbar includes a plurality of conductors arranged to provide two opposing end portions and a middle portion, each of the conductors having a plurality of intermediate spans across the middle portion. The middle portion includes (A) an unfused segment, in which none of the intermediate spans of the conductors are fused together to form a single, connected conductor, and (B) a fused segment, in which the fused segment includes (i) a partially solidified zone, in which most of the intermediate spans of the conductors are fused together to form a partially solidified region that provides a single, connected conductor, (ii) a fully solidified zone, in which all of the intermediate spans of the conductors are fused together to form a fully solidified region that provides a single, connected conductor, and (iii) an unsolidified zone, in which all of the intermediate spans of the conductors are not fused together.

Description

[Technical field]

[0001] The present disclosure relates to electrical connectors, particularly busbars for use in electrical signal and power distribution systems such as those found in automotive, military, marine, and aviation applications. The busbars of the present invention feature at least one fused segment having a solidified region and one potential unfused segment, allowing the busbars to be formed in the complex geometric configurations required for electrical signal and power distribution systems. CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority from U.S. Provisional Patent Application No. 62 / 897,962, filed September 9, 2019, U.S. Provisional Patent Application No. 62 / 988,972, filed March 13, 2020, and U.S. Provisional Patent Application No. 63 / 051,639, filed July 14, 2020, all of which are incorporated by reference herein and made a part hereof. [Background technology]

[0003] Over the past few decades, the number of electronic devices, parts, and systems in fields such as automotive, military, marine, and aviation has increased dramatically and is expected to continue to do so. The performance of the devices, parts, and systems is both the performance standard of the industry and the requirement for productivity and reliability. As an example, in the automotive field, automobiles and other on-road and off-road vehicles such as pickup trucks, commercial trucks, semi-trucks, motorcycles, all-terrain vehicles, and sport utility vehicles (collectively, "automobiles") have experienced an exponential increase in the number and complexity of electronic devices, parts, and systems. Electronic devices are used to improve performance, manage safety features, control emissions, and provide a comfortable ride for vehicle occupants and users. In automobiles, many electronic components and devices are used for critical signal connections such as automotive airbags, batteries, battery power packs, and advanced driver assistance systems (ADAS).

[0004] However, automobiles are harsh environments due to vibration, heat, and moisture, all of which can limit the performance, reliability, and operational life of electronic devices and the connectors that house them. The same challenges apply to the military marine and aviation sectors. For example, heat, vibration, and moisture can all lead to premature wear and eventual failure of the connectors and / or the devices themselves. In fact, loose connectors in the assembly plant and in the field are one of the largest failure modes for automobiles. Given that the total annual cost of warranties by automobile manufacturers and authorized suppliers is estimated at $50 billion to $150 billion worldwide, the major failure modes in automobiles are associated with huge amounts of money.

[0005] Given these harsh electrical environments, a great deal of time, money, and effort has been expended to develop power distribution assemblies that address all the needs of these markets. Many of the conventional power distribution assemblies use custom busbars that are costly to fabricate and install. By utilizing custom busbars, any change to any power distribution system may require that the configuration of one or more busbars be changed. These changes not only take time to develop, but also further increase labor and installation costs. Once the configuration of these custom busbars is finalized and the busbars are manufactured, installers typically couple the busbars to power sources, power distribution components, or other devices with a combination of conventional fasteners (e.g., elongated fasteners, washers, nuts, and / or studs). The protective gear that installers may need to wear to protect themselves during this process makes installing the busbars in an application with these conventional fasteners extremely difficult. Finally, even after conventional busbars are properly installed in an application, they are prone to high failure rates due to their complex geometric configuration. Thus, an unmet need exists for an improved busbar that is boltless, suitable for modularity, requires complex geometries, and is suitable for use in electrical distribution systems typically found in automotive, military, marine, and aviation applications.

[0006] A statement provided in the Background section should not be assumed to be prior art merely because it is mentioned in or related to the Background section. The Background section may include information that describes one or more aspects of the subject technology. Summary of the Invention

[0007] The present disclosure relates to a busbar comprising at least one fused, stiffer segment and one unfused, flexible segment that allows the busbar to be formed with complex geometric shapes in a three-dimensional Cartesian X, Y, and Z coordinate system. The fused segment of the busbar encompasses at least one region of partially solidified or fully solidified conductor, thereby increasing the stiffness of the fused segment of the busbar. The unfused segment of the busbar encompasses a region of unsolidified conductor rather than a region of partially solidified or fully solidified conductor, thereby allowing the unfused segment to be flexible and bend in the in-plane XY directions or the out-of-plane Z direction.

[0008] The busbars of the present invention may therefore be installed in electrical signaling and power distribution systems requiring complex geometric configurations, such as those prevalent in automotive, military, marine and aviation applications, that have industry performance standards and production and reliability requirements that the busbars of the present invention are able to meet due to their unique characteristics.

[0009] Other aspects and advantages of the present disclosure will become apparent from consideration of the following detailed description and the accompanying drawings, in which like numbers refer to like structure throughout. [Brief description of the drawings]

[0010] The drawings illustrate one or more implementations in accordance with the present teachings by way of example, not by way of limitation, and in which like reference numbers refer to the same or similar elements.

[0011] [Figure 1A] FIG. 1A is a conventional rigid busbar with a configuration having an in-plane bend.

[0012] [Figure 1B] FIG. 1B is a conventional flexible busbar with a configuration having multiple out-of-plane bends.

[0013] [Figure 2A] FIG. 2A illustrates a conventional busbar installation on a component within an application such as an automotive vehicle. [Figure 2B] FIG. 2B illustrates a conventional busbar installation on a component within an application such as an automotive vehicle.

[0014] [Figure 3A] FIG. 3A shows the orientation of the three-dimensional X, Y, and Z Cartesian coordinate system for straight and curved busbar configurations. [Figure 3B] FIG. 3B shows the orientation of the three-dimensional X, Y, and Z Cartesian coordinate system for the straight and curved busbar configurations.

[0015] [Figure 4] FIG. 4 is a flow chart diagram showing the steps for making the busbar of the present invention.

[0016] [Figure 5A] FIG. 5A shows a digital request from a customer for multiple bus bars to be installed in a battery pack, the specifications and requirements for the bus bars being contained within the customer request.

[0017] [Figure 6] FIG. 6 is a flow chart diagram showing the steps for digitally designing a busbar.

[0018] [Figure 7A] FIG. 7A shows a computer generated model with a busbar layout that meets a customer's device specifications and requirements.

[0019] [Figure 7B] FIG. 7B shows a perspective view of a busbar with the layout of FIG. 7A. [Figure 7C] FIG. 7C shows a perspective view of a busbar with the layout of FIG. 7A. [Figure 7D] FIG. 7D shows a perspective view of a busbar with the layout of FIG. 7A. [Figure 7E] FIG. 7E shows a perspective view of a busbar with the layout of FIG. 7A. [Figure 7F] FIG. 7F shows a perspective view of a busbar with the layout of FIG. 7A.

[0020] [Figure 8] FIG. 8 is a flow chart diagram illustrating steps for selecting materials and configurations of conductors in a busbar based on a selected busbar design.

[0021] [Figure 9A] FIG. 9A shows several different conductor configurations that may be selected during the busbar design process, with conductors differing in width, height, layout, shape, orientation, and number. [Figure 9B] FIG. 9B illustrates several different conductor configurations that may be selected during the busbar design process, with conductors differing in width, height, layout, shape, orientation, and number.

[0022] [Figure 10A] FIG. 10A illustrates several different conductor configurations that may be selected during the busbar design process, with conductors differing in width, height, shape, orientation, and number. [Figure 10B] FIG. 10B illustrates several different conductor configurations that may be selected during the busbar design process, with conductors differing in width, height, shape, orientation, and number. [Figure 10C] FIG. 10C illustrates several different conductor configurations that may be selected during the busbar design process, with conductors differing in width, height, shape, orientation, and number. [Figure 10D] FIG. 10D illustrates several different conductor configurations that may be selected during the busbar design process, with conductors differing in width, height, shape, orientation, and number. [Figure 10E]FIG. 10E illustrates several different conductor configurations that may be selected during the busbar design process, with conductors differing in width, height, shape, orientation, and number. [Figure 10F] FIG. 10F illustrates several different conductor configurations that may be selected during the busbar design process, with conductors differing in width, height, shape, orientation, and number. [Figure 10G] FIG. 10G illustrates several different conductor configurations that may be selected during the busbar design process, with conductors differing in width, height, shape, orientation, and number. [Figure 10H] FIG. 10H illustrates several different conductor configurations that may be selected during the busbar design process, with conductors differing in width, height, shape, orientation, and number. [Figure 10I] FIG. 10I shows several different conductor configurations that may be selected during the busbar design process, with conductors differing in width, height, shape, orientation, and number.

[0023] [Figure 11A] FIG. 11A illustrates several different conductor configurations that may be selected during the busbar design process, with conductors differing in width, diameter, layout, shape, orientation, and number. [Figure 11B] FIG. 11B illustrates several different conductor configurations that may be selected during the busbar design process, with conductors differing in width, diameter, layout, shape, orientation, and number. [Figure 11C] FIG. 11C illustrates several different conductor configurations that may be selected during the busbar design process, with conductors differing in width, diameter, layout, shape, orientation, and number. [Figure 11D] FIG. 11D illustrates several different conductor configurations that may be selected during the busbar design process, with conductors differing in width, diameter, layout, shape, orientation, and number. [Figure 11E] FIG. 11E illustrates several different conductor configurations that may be selected during the busbar design process, with conductors differing in width, diameter, layout, shape, orientation, and number. [Figure 11F]FIG. 11F illustrates several different conductor configurations that may be selected during the busbar design process, with conductors differing in width, diameter, layout, shape, orientation, and number.

[0024] [Figure 12A] FIG. 12A shows two different edge details that may be selected in the busbar design process, FIG. 12B is a close-up of one conductor shown in FIG. 12A, and FIG. 12D is a close-up of one conductor shown in FIG. 12C. [Figure 12B] FIG. 12B shows two different edge details that may be selected in the busbar design process, with FIG. 12B being a close-up of one conductor shown in FIG. 12A and FIG. 12D being a close-up of one conductor shown in FIG. 12C. [Figure 12C] FIG. 12C shows two different edge details that may be selected in the busbar design process, FIG. 12B is a close-up of one conductor shown in FIG. 12A, and FIG. 12D is a close-up of one conductor shown in FIG. 12C. [Figure 12D] FIG. 12D shows two different edge details that may be selected in the busbar design process, FIG. 12B is a close-up of one conductor shown in FIG. 12A, and FIG. 12D is a close-up of one conductor shown in FIG. 12C.

[0025] [Figure 13A] FIG. 13A shows an intermediate busbar section having one consistent segment or varying segments, where the segment design is based on the geometry of the bend contained within the busbar. [Figure 13B] FIG. 13B shows an intermediate busbar section having one consistent segment or varying segments, where the segment design is based on the geometry of the bend contained within the busbar.

[0026] [Figure 14A] FIG. 14A shows several different segments of the busbar, with the design of the segments selected based on the geometry of the bends contained within the busbar. [Figure 14B]FIG. 14B illustrates several different segments of the busbar, with the design of the segments selected based on the geometry of the bends contained within the busbar. [Figure 14C] FIG. 14C illustrates several different segments of the busbar, with the design of the segments selected based on the geometry of the bends contained within the busbar. [Figure 14D] FIG. 14D illustrates several different segments of the busbar, with the design of the segments selected based on the geometry of the bends contained within the busbar. [Figure 14E] FIG. 14E illustrates several different segments of the busbar, with the design of the segments selected based on the geometry of the bends contained within the busbar. [Figure 14F] FIG. 14F illustrates several different segments of the busbar, with the design of the segments selected based on the geometry of the bends contained within the busbar. [Figure 14G] FIG. 14G illustrates several different segments of the busbar, with the design of the segments selected based on the geometry of the bends contained within the busbar.

[0027] [Figure 15] FIG. 15 is a flow chart diagram illustrating different methods that may be used to fuse selected segments of a bus bar.

[0028] [Figure 16A] FIG. 16A illustrates an example shape of a laser beam that may be utilized to fuse selected segments of a bus bar. [Figure 16B] FIG. 16B illustrates an example shape of a laser beam that may be utilized to fuse selected segments of the bus bar. [Figure 16C] FIG. 16C illustrates an example shape of a laser beam that may be utilized to fuse selected segments of the bus bar. [Figure 16D] FIG. 16D illustrates an example shape of a laser beam that may be utilized to fuse selected segments of a bus bar.

[0029] [Figure 16E] FIG. 16E illustrates an exemplary laser path that the laser may utilize to fuse selected segments of the busbar. [Figure 16F] FIG. 16F illustrates an exemplary laser path that the laser may utilize to fuse selected segments of the busbar. [Figure 16G] FIG. 16G illustrates an exemplary laser path that the laser may utilize to fuse selected segments of the busbar. [Figure 16H] FIG. 16H illustrates an exemplary laser path that the laser may utilize to fuse selected segments of the busbar.

[0030] [Figure 17A] FIG. 17A is a flow chart diagram for determining a composite pattern of identified fused segments in an intermediate portion of a busbar.

[0031] [Figure 17B] FIG. 17B is a flow chart diagram for determining a composite pattern for the end portions of a busbar.

[0032] [Figure 18A] FIG. 18A shows an exemplary corrugation type that may be used to create the top and / or bottom fused patterns. [Figure 18B] FIG. 18B shows an exemplary corrugation type that may be used to create the top and / or bottom fused patterns. [Figure 18C] FIG. 18C shows an exemplary corrugation type that may be used to create the top and / or bottom fused patterns. [Figure 18D] FIG. 18D shows an exemplary corrugation type that may be used to create the top and / or bottom fused patterns. [Figure 18E] FIG. 18E shows an exemplary corrugation type that may be used to create the top and / or bottom fused patterns. [Figure 18F]FIG. 18F shows an exemplary corrugation type that may be used to create the top and / or bottom fused patterns. [Figure 18G] FIG. 18G shows an exemplary corrugation type that may be used to create the top and / or bottom fused patterns. [Figure 18H] FIG. 18H shows an exemplary corrugation type that may be used to create the top and / or bottom fused patterns. [Figure 18I] FIG. 18I shows an exemplary corrugation type that may be used to create the top and / or bottom fused patterns. [Figure 18J] FIG. 18J shows an exemplary corrugation type that may be used to create the top and / or bottom fused patterns. [Figure 18K] FIG. 18K shows an exemplary corrugation type that may be used to create the top and / or bottom fused patterns. [Figure 18L] FIG. 18L shows an exemplary corrugation type that may be used to create the top and / or bottom fused patterns. [Figure 18M] FIG. 18M shows an exemplary corrugation type that may be used to create the top and / or bottom fused patterns. [Figure 18N] FIG. 18N shows an exemplary corrugation type that may be used to create the top and / or bottom fused patterns. [Figure 18O] FIG. 18O shows an exemplary corrugation type that may be used to create the top and / or bottom fused patterns. [Figure 18P] FIG. 18P shows an exemplary corrugation type that may be used to create the top and / or bottom fused patterns. [Figure 18Q] FIG. 18Q shows an exemplary corrugation type that may be used to create the top and / or bottom fused patterns. [Figure 18R] FIG. 18R shows an exemplary corrugation type that may be used to create the top and / or bottom fused patterns.

[0033] [Figure 19A]FIG. 19A illustrates an upper fusion pattern including two exemplary corrugations configured to be disposed on top of a fusion segment contained within an intermediate portion of a busbar.

[0034] [Figure 19B] FIG. 19B illustrates a bottom fusion pattern including two exemplary corrugations configured to be disposed on the bottom surface of a fusion segment contained within an intermediate portion of a busbar.

[0035] [Figure 19C] FIG. 19C illustrates a composite fusion pattern including a top fusion pattern and a bottom fusion pattern, the top fusion pattern and the bottom fusion pattern positioned to minimize direct overlap of one another.

[0036] [Figure 20A] FIG. 20A shows a compound fusion pattern with a first frequency and a first width designed to accommodate out-of-plane bending.

[0037] [Figure 20B] FIG. 20B shows a compound fusion pattern with a second frequency and a first width designed to accommodate in-plane bending.

[0038] [Figure 20C] FIG. 20C shows a compound blended pattern with a third frequency and a second width.

[0039] [Figure 20D] FIG. 20D shows a compound blend pattern with a fourth frequency and a third width.

[0040] [Figure 21A] FIG. 21A shows the distribution of frequencies of the corrugations contained within the composite fused pattern within a single fused segment of a busbar.

[0041] [Figure 21B]FIG. 21B illustrates another exemplary composite fusion pattern in which the frequency of the corrugations varies within a single fused segment of the busbar.

[0042] [Figure 22A] FIG. 22A illustrates a top fusion pattern configured to be disposed on top of the fused segments of the end portions of a bus bar.

[0043] [Figure 22B] FIG. 22B illustrates a bottom fusion pattern configured to be disposed on the bottom surface of the fused segments of the end portions of a bus bar.

[0044] [Figure 22C] FIG. 22C shows a composite fusion pattern made up of a top fusion pattern and a bottom fusion pattern, the top fusion pattern and the bottom fusion pattern being positioned to minimize direct overlap with one another.

[0045] [Figure 22D] FIG. 22D illustrates an alternative composite fusion pattern that may be disposed on the fused segments of the end portions of the busbar. [Figure 22E] FIG. 22E illustrates an alternative composite fusion pattern that may be disposed on the fused segments of the end portions of the busbar.

[0046] [Figure 23A] FIG. 23A illustrates an exemplary embodiment of a composite fusion pattern that may be utilized with an intermediate portion of a bus bar. [Figure 23B] FIG. 23B illustrates an exemplary embodiment of a composite fusion pattern that may be utilized with an intermediate portion of a bus bar. [Figure 23C] FIG. 23C illustrates an exemplary embodiment of a composite fusion pattern that may be utilized with an intermediate portion of a bus bar. [Figure 23D] FIG. 23D illustrates an exemplary embodiment of a composite fusion pattern that may be utilized with an intermediate portion of a bus bar.

[0047] [Figure 24A] FIG. 24A shows an example busbar ready to be digitally tested to ensure it meets a customer's busbar specifications.

[0048] [Figure 24B] FIG. 24B shows a machine for digital testing to ensure that the busbar design meets the customer's busbar specifications. [Figure 24C] FIG. 24C shows a machine for digital testing to ensure that the busbar design meets the customer's busbar specifications.

[0049] [Diagram 25] FIG. 25 is a flow chart diagram illustrating the manufacturing process for the busbar design of the present invention.

[0050] [Figure 26] FIG. 26 illustrates a laser welder welding the mid-section of the busbar based on a composite fusion pattern associated with a selected design.

[0051] [Figure 27] FIG. 27 illustrates a laser welder welding the end portions of the busbar based on a composite fusion pattern associated with a selected design.

[0052] [Figure 28] FIG. 28 shows a laser welder welding edge details associated with the selected design.

[0053] [Figure 29] FIG. 29 is a perspective view of a busbar of the present invention having fused segments with two composite surface patterns.

[0054] [Diagram 30] FIG. 30 is a top view of the bus bar of FIG.

[0055] [Diagram 31] FIG. 31 is a bottom view of the bus bar of FIG.

[0056] [Diagram 32] FIG. 32 is a first side view of the bus bar of FIG.

[0057] [Diagram 33] FIG. 33 is a second side view of the bus bar of FIG.

[0058] [Diagram 34] FIG. 34 is a first end view of the bus bar of FIG.

[0059] [Diagram 35] FIG. 35 is a second end view of the bus bar of FIG.

[0060] [Diagram 36] FIG. 36 is a top view of the bus bar of FIG.

[0061] [Figure 37-38] Figure 37 is a cross-sectional view of Figure 36 taken along line 37-37 of Figure 36. Figure 38 is an enlarged view of 37 showing fused and unfused segments including partially solidified and unsolidified regions.

[0062] [Figure 39] FIG. 39 is an enlarged view of FIG. 38 showing a fused segment including partially solidified and unsolidified regions.

[0063] [Diagram 40] FIG. 40 is a top view of the bus bar of FIG.

[0064] [Figure 41-42] Figure 41 is a cross-sectional view of Figure 40 taken along line 41-41 of Figure 40. Figure 42 is an enlarged view of Figure 41 showing the fused and unfused segments, where the fused segments include fully solidified and unsolidified regions.

[0065] [Diagram 43]FIG. 43 is an enlarged view of FIG. 42 showing a fused segment including fully solidified and unsolidified regions.

[0066] [Diagram 44] FIG. 44 is a top view of the bus bar of FIG.

[0067] [Diagram 45] FIG. 45 is a cross-sectional view of FIG. 44 taken along line 45-45 of FIG. 44, showing a fused segment including a fully solidified region, a partially solidified region, and an unsolidified region.

[0068] [Figure 46] FIG. 46 is a top view of the bus bar of FIG.

[0069] [Figure 47] FIG. 47 is a cross-sectional view of FIG. 46 taken along line 47-47 of FIG. 46, showing a fused segment including fully solidified and unsolidified regions.

[0070] [Figure 48A] FIG. 48A is a perspective view of a busbar insulator.

[0071] [Figure 48B] FIG. 48B illustrates the operation of the busbar insulator of FIG. 48A, which uses a cavity centering method to insulate the conductors of the busbars. [Fig.48CDE] 48C illustrates the operation of the busbar insulator of Fig. 48A, which uses a cavity centering method to insulate the conductors of the busbar; 48D illustrates the operation of the busbar insulator of Fig. 48A, which uses a cavity centering method to insulate the conductors of the busbar; and 48E is a busbar insulated using the insulator of Fig. 48A.

[0072] [Figure 49]FIG 49 shows at 49A a laser welder forming openings in the busbar that are designed to receive conventional elongated couplers, and at 49B an enlarged view of the busbar with openings formed in the end portions.

[0073] [Figure 50] 50 shows, at 50A, a laser welder joining an electrical connector assembly with an internal spring component to a busbar, and, at 50B, a close-up view of the busbar with the electrical connector assembly joined to the internal spring component.

[0074] [Figure 51] FIG. 51 is a flow chart diagram illustrating options for delivery and installation of busbars to a customer.

[0075] [Figure 52] FIG. 52 shows a first embodiment of a busbar bending machine that may be used during the fabrication and testing of busbar prototypes.

[0076] [Figure 53] FIG. 53 shows a second embodiment of a busbar bending machine that may be used during the fabrication and testing of busbar prototypes.

[0077] [Figure 54] FIG. 54 shows one embodiment of a busbar bending machine that may be used in mass production of busbars.

[0078] [Figure 55A] FIG. 55A illustrates how the busbar bending machine of FIG. 54 can bend selected portions of a busbar. [Figure 55B] FIG. 55B illustrates how the busbar bending machine of FIG. 54 can bend selected portions of a busbar.

[0079] [Figure 56]FIG. 56 is a perspective view of a busbar of the present invention with a fused segment having two composite surface patterns, the busbar in a bent configuration and with the insulation removed.

[0080] [Figure 57] FIG. 57 is a first end view of the bus bar of FIG.

[0081] [Figure 58] FIG. 58 is a second end view of the busbar of FIG.

[0082] [Figure 59] FIG. 59 is a first side view of the bus bar of FIG.

[0083] [Figure 60] FIG. 60 is a second side view of the bus bar of FIG.

[0084] [Figure 61] FIG. 61 is a top view of the bus bar of FIG.

[0085] [Figure 62] FIG. 62 is a bottom view of the bus bar of FIG.

[0086] [Figure 63A] FIG. 63A is a perspective view of a housing for an electrical connector assembly with an internal spring component prior to coupling to a bus bar.

[0087] [Figure 63B] FIG. 63B is a bottom view of the housing shown in FIG. 68A.

[0088] [Figure 64] FIG. 64 is a perspective view of a bus bar of the present invention having an insulator surrounding the bus bar and having two electrical connector assemblies partially surrounded by a housing.

[0089] [Figure 65] FIG. 65 is a top view of the bus bar of FIG.

[0090] [Figure 66] FIG. 66 is a cross-sectional view of the inventive busbar of FIG. 65 taken along line 66-66 of FIG. 65, illustrating the partially solidified and unsolidified regions of the fused segments of the busbar.

[0091] [Figure 67] FIG. 67 illustrates two end section configurations of a busbar that may be utilized when joining two busbars together in an "interleaved" configuration.

[0092] [Figure 68] FIG. 68 illustrates two end section configurations of a busbar that may be utilized when joining two busbars together in an "offset stack" configuration.

[0093] [Figure 69] FIG. 69 shows a laser welder welding two busbar end portions at the joint area. [Figure 70] FIG. 70 shows a laser welder welding two busbar end portions at a joint area.

[0094] [Figure 71] FIG. 71 shows two busbars joined together at a bond region, with each busbar including both fused and unfused segments.

[0095] [Figure 72] FIG. 72 shows a top view of the busbars shown in FIG. 54, where the busbars have been joined together using a "densification" weld and a "butt" weld.

[0096] [Figure 73] FIG. 73 is a perspective view of a resistance welding machine.

[0097] [Figure 74]FIG. 74 is a cross-sectional view of the busbar and its surroundings of the resistance welding machine of FIG. 73 when the welding machine is set in the prototype production mode.

[0098] [Figure 75] FIG. 75 is a cross-sectional view of the busbar and its surroundings of the resistance welding machine of FIG. 73, in which the welding machine is set in mass production mode.

[0099] [Figure 76] FIG. 76 is an exemplary embodiment of an electrode roller that is installed in the welder of FIG. 73 when the welder is in production mode. [Figure 77] FIG. 77 is an exemplary embodiment of an electrode roller that is installed in the welder of FIG. 73 when the welder is in production mode. [Figure 78] FIG. 78 is an exemplary embodiment of an electrode roller that is installed in the welder of FIG. 73 when the welder is in production mode.

[0100] [Figure 79] FIG. 79 is a perspective view of a second embodiment of a busbar of the present invention in which an insulator extends between opposing electrical connector assemblies.

[0101] [Figure 80] FIG. 80 is a perspective view of a third embodiment of a bus bar of the present invention in which an insulator extends between opposing electrical connector assemblies.

[0102] [Figure 81] FIG. 81 is a perspective view of a fourth embodiment of the bus bar of the present invention in which an insulator extends between opposing electrical connector assemblies.

[0103] [Figure 82] FIG. 82 is a perspective view of a fifth embodiment of the busbar of the present invention in which the insulator extends between opposing bolt and nut connectors.

[0104] [Figure 83] FIG. 83 is a perspective view of a battery pack installed within a vehicle skateboard, the battery pack including a plurality of bus bars of the present invention electrically and mechanically connected to modules within the battery pack.

[0105] [Figure 84] FIG. 84 is a perspective view of a vehicle having a battery pack including a plurality of the bus bars of the present invention electrically and mechanically connected to modules within the battery pack. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0106] In the following detailed description, numerous specific details are set forth by way of example in order to provide a thorough understanding of the teachings involved. However, it will be apparent to those skilled in the art that the teachings may be practiced without such detailed descriptions. In other instances, well-known methods, procedures, components, and / or electronic circuits have been described at a relatively general level and without detailed description in order to avoid unnecessarily obscuring aspects of the teachings.

[0107] Although the present disclosure includes embodiments in many different forms, the drawings show specific embodiments, which are described in detail herein, with the understanding that the disclosed method and system are considered as illustrative of the principles thereof and are not intended to limit the broad aspects of the disclosed overview to the illustrated embodiments. As realized, the disclosed method and system are capable of other different configurations, and some details can be modified all without departing from the scope of the disclosed method and system. For example, one or more of the following embodiments can be combined in part or in whole consistently with the disclosed method and system. Thus, one or more steps from the flow charts or components in the figures may be selectively omitted and / or combined in a manner consistent with the disclosed method and system. In addition, the steps contained within the flow charts may be performed in different orders. In other words, it is not necessary to strictly follow the order of steps described below, but instead, steps may be performed in a different order. Thus, the drawings, flow charts, and detailed description should be regarded as illustrative in nature, and not restrictive or limiting. 1) Definition

[0108] The following terms appear throughout this specification and are defined as follows: The term "partially solidified zone" is an area of ​​the fused segment in the middle of the busbar, the zone extending from the bottom conductor in the fused segment to the top conductor in the fused segment. For example, in Figure 39, a zone 1660 of the busbar 1000 is shown extending between the top surface 1000a and the bottom surface 1000b that has undergone a partial penetration welding process.

[0109] The term "partially solidified region" refers to the portion of the partially solidified zone of the busbar that has been subjected to a partial penetration welding process in which some, but not all, of the intermediate extents of the conductors contained within the partially solidified zone are combined or fused to form a partially solidified region to provide a single combined conductor. Examples of partially solidified regions 1650 are shown in Figures 38, 39, and 45. In the partially solidified region 1650, a greater amount (e.g., about 70%) of the conductors 1090 located within the partially solidified zone 1660 are combined into a single combined conductor, while a lesser amount (e.g., about 30%) of the conductors located within the partially solidified zone 1660 and beyond the partially solidified region 1650 remain as individual conductors 1090, meaning that they are not combined or fused into a single combined conductor.

[0110] The term "non-solidified region" refers to a region of the busbar that has not been subjected to a welding process that combines or fuses any of the conductors contained within that region of the busbar. Thus, all of the conductors located within the non-solidified region remain as individual conductors. For example, FIG. 39 shows a non-solidified region 1670 adjacent to and between two partially solidified regions 1650 within the fused segment 1220 of the middle portion 1200 of the busbar 1000 of the present invention.

[0111] The term "fully solidified area" refers to the area of ​​the busbar that has undergone a full penetration welding process to combine or fuse all of the conductors contained within that area of ​​the busbar into a single connected conductor. For example, Figure 43 shows one fully solidified area 1690 separated by a non-solidified area 1670 in the fused segment 1220 of the middle portion 1200 of the busbar 1000 of the present invention.

[0112] The term "fused segment" is a range of busbars that encompasses at least one partially solidified region, fully solidified region, or both. A fused segment may also include a non-solidified region. For example, FIG. 39 shows a non-solidified region 1670 and a partially solidified region 1650, and FIG. 43 shows a non-solidified region 1670 surrounding a fully solidified region 1690, both within the fused segment 1220 of the middle portion 1200 of the busbar 1000 of the present invention.

[0113] The term "unfused segment" is a region of the busbar that does not include either partially solidified or fully solidified regions. Thus, the unfused segment includes only unsolidified regions. For example, Figures 38 and 42 show an unsolidified region 1670 in the unfused segment 1520 of the middle portion 1200 of the busbar 1000 of the present invention.

[0114] The term "in-plane" refers to the X and Y directions in a three-dimensional Cartesian X, Y, and Z coordinate system as shown in Figures 3A-3B. The term "in-plane bend" is a type of bend in a busbar that is oriented in the XY plane and is oriented transversely, typically perpendicular to the width of the busbar. Figure 1A illustrates a busbar 10 having two exemplary in-plane bends 1750 in the XY plane formed in the fused segments 1220 of the intermediate portion 1200 of the busbar 1000 of the present invention.

[0115] The term "out-of-plane" refers to the Z direction in a three-dimensional Cartesian X, Y, and Z coordinate system, as shown in Figure 3. The term "out-of-plane bend" is a type of bend in the busbar that is oriented in the Z direction and perpendicular to the XY plane. Figure 1B shows a busbar 20 with two out-of-plane bends 1760 in the Z direction.

[0116] The term "high power" shall mean (i) a voltage between 20 volts and 600 volts regardless of current, or (ii) a voltage at any current equal to or greater than 80 amperes regardless of voltage.

[0117] The term "high current" shall mean currents of 80 amps or greater, regardless of voltage.

[0118] The term "high voltage" is intended to mean a voltage between 20 volts and 600 volts, regardless of current. 2) Overview of conventional busbars

[0119] A conventional rigid busbar 10 is shown in FIG. 1A and a conventional flexible busbar 20 is shown in FIG. 1B, both of which suffer from a number of limitations. For example, the conventional rigid busbar 10 (i) is expensive to manufacture, (ii) does not effectively account for manufacturing tolerances, and (iii) does not adequately expand and contract during battery charge and discharge cycles. While the conventional flexible busbar 20 addresses some of the issues associated with the conventional rigid busbar 10, the flexible busbar 20 has significant limitations of its own. For example, the conventional flexible busbar 20 (i) cannot be easily connected to other objects, (ii) can be expensive to fabricate, and (iii) cannot maintain an in-plane bending busbar without creating large gaps (e.g., delamination) between the conductors contained within the flexible busbar 20, resulting in reduced current flow within the busbar 20. To achieve an in-plane bending configuration using flexible busbar 20, flexible busbar 20 is folded (22) (see FIG. 1B) to overlap a first extent of busbar 20 with a second extent of busbar 20. This folded configuration increases the height required by busbar 20, and the shape of the fold limits the current flow of busbar 20. Additionally, out-of-plane bending can also cause an increase in the resistance of busbar 20, which can lead to hot spots in the insulation and failure of busbar 20. Furthermore, the edges of flexible busbar 20 can tear or wear the insulation, which leads to failure of the entire busbar 20. To solve some of these problems, companies have attempted to bond separate and distinct flexible busbars with separate and distinct rigid busbars. Bringing these two separate and distinct types of busbars together is expensive, time consuming, their bonded areas tend to have very high failure rates, and a significant amount of material is wasted in the attempt to form these busbars.

[0120] In addition to these issues, conventional busbars 10, 20 connected to components using conventional connectors 24 also suffer from many problems. For example, conventional busbars 10, 20 and connectors 24 have the following problems: (i) are time-consuming to install, (ii) require a high level of skill and dexterity to perform the installation, (iii) have many safety concerns, (iv) may require disassembly of the entire battery pack if the conventional connector is dropped or misplaced within the pack during the installation process, (v) deal with high failure rates, (vi) require multiple people to ensure that a single installation is performed properly, and (vii) require a significant amount of space and weight. As shown in Figures 2A and 2B, there are many safety concerns when installer I works on an open battery pack. To alleviate some of these concerns, installer I wears thick protective gloves 26 and utilizes custom-designed tools 28. The custom-designed tools 28 are expensive to obtain, and the thick protective gloves 26 require installer I to have a high level of skill and dexterity to avoid accidentally dropping the conventional connector 24 into the battery pack or the surrounding environment. If such a mistake occurs, the installation process must be stopped and the entire battery pack must be disassembled to locate the misplaced conventional connector 24. Also, even assuming the installation goes as planned, a second person (other than installer I) is typically required to check the torque of the conventional connector 24 and to provide markings or indications indicating that such necessary checks have been performed. Because fitting the connections is done manually, the manufacturer may not have a digital record of when or if the conventional connector was properly connected. 3) Design and manufacture of the busbar of the present invention

[0121] The inventive busbar 1000 disclosed herein overcomes many of the limitations disclosed above while meeting the performance, production, and reliability requirements in automotive, military, marine, and aviation applications. Specifically, the busbar 1000 includes a plurality of conductors 1090 arranged to provide two opposing end portions 1700 and a middle portion 1200, each of the conductors 1090 having a plurality of intermediate extents that cross or traverse the middle portion 1200. The middle portion 1200 includes (i) a first or fused segment 1220 and (ii) a second or non-fused segment 1520. First, by integrally forming the fused segment 1220 and the non-fused segment 1520 into a single busbar 1000, the busbar 1000 is able to combine the best features of the conventional rigid busbar 10 and the conventional flexible busbar 20 into a single unit while limiting the negative features associated with these conventional busbars 10, 20. For example, the unfused segments 1520 are flexible to allow the busbar 1000 to (i) accommodate manufacturing tolerances, (ii) expand and contract during thermal expansion and contraction events such as battery charge and discharge cycles, and (iii) help absorb vibrations resulting from the environment in which the busbar 1000 is installed (e.g., under the hood of a vehicle) rather than transmitting them to the connectors. Additionally, the fused segments 1220 of the busbar 1000 are stiffer, which allows the busbar 1000 to bend precisely both out-of-plane and in-plane, and in particular to maintain that in-plane bending over time, without the conductors 1090 contained within the busbar 1000 delaminating and resulting in reduced current flow. This attribute of busbar 1000 is beneficial because it (i) reduces the overall height required for busbar 1000, and (ii) does not restrict the current through the fused segments, so that busbar 1000 can carry more current without creating hot spots or experiencing significant increases in temperature. Additionally, the edges of busbar 1000 can be modified to reduce the likelihood that the conductors contained within busbar 1000 will tear or wear into the surrounding insulation.Moreover, integrally forming the fused and unfused segments 1220, 1520 into a single busbar 1000 eliminates the high costs, extremely high failure rates, and material waste associated with bundling conventional busbars together. Finally, by including the fused and unfused segments 1220 and 1520, the busbar 1000 (i) can be formed without custom molds and (ii) can be shipped to a customer in a substantially flat configuration, thereby reducing packaging, handling, and shipping costs, as well as reducing the likelihood of the busbar 1000 being damaged during transportation or handling prior to installation into a component, device, or vehicle.

[0122] The busbar 1000 of the present invention may utilize either a conventional connector 24 or a boltless connector system 2000. The boltless connector system 2000 does not utilize bolts, screws, fasteners, or the like to connect at least an extent of the busbar 1000 between (i) a power source (e.g., an alternator or battery), (ii) a power source and a power distribution / control component, or (iii) a power source and a device (e.g., a radiator fan, a heat sheet, a power distribution component, or another current drawing component). This boltless connector system 2000 and its features, which are incorporated by reference and described at least in International Application No. US20 / 14484, overcome many of the limitations associated with conventional busbar connectors 24. For example, the boltless connector system 2000 only requires one person to connect the male connector assembly 2200 to the female connector assembly 2600, listen for an audible signal (e.g., a "click"), tug on the connector assemblies 2200, 2600 to ensure they are properly mated, and read the range of the system (push, click, tug, read, i.e., "PCTR" compliant). In other words, the bus bar 1000 can be mated to another component or device without the use of a separate tool, which reduces safety concerns, shortens assembly and handling time, and does not require the high level of skill and dexterity required to install a conventional bus bar connector 24. Manufacturing time remains constant because there are no loose parts that can get lost in the battery pack or in the surrounding environment. Furthermore, handling and installation of the busbar 1000 is simplified by (i) requiring less time to install the busbar 1000 by one person, and (ii) requiring less space (e.g., less than the conventional connector height (D shown in FIG. 2B ). 1 ) reduced from about 40 mm to 16 mm), and (iii) easier as the busbar 1000 is about 50% lighter than the conventional busbars 10 and 20, thereby allowing for better control and reduction of labor costs.

[0123] In addition to being utilized in vehicle battery packs, the busbar 1000 may be used to provide mechanical and electrical connections in aircraft, automobiles, military vehicles (e.g., tanks, personnel carriers, large trucks, and troop carriers), buses, locomotives, tractors, boats, submarines, battery packs, voltage systems having greater than 24 volts, power storage systems, high power applications, high current applications, high voltage applications, or another application where the busbar 1000 is essential to meet industry standards and production requirements. A. Busbar Design of the Present Invention

[0124] Designing and fabricating the busbar 1000 is a multi-step process 50, which is broadly described in connection with FIG. 4. As shown in FIG. 4, the multi-step process 50 begins with receiving specifications from a customer in step 52. These customer specifications can include, but are not limited to, a number of different requirements: (i) current carrying capacity, (ii) geometric constraints, (iii) material and / or chemical constraints, (iv) manufacturing repeatability, (v) durability, (vi) compliance with standard setting bodies, (vii) environmental constraints, (viii) manufacturing requirements, and (ix) other requirements. The customer specifications can be transmitted to the busbar designer in any manner, and the specifications can take any form, including data sheets and CAD models. For example, FIG. 5 shows an example of some of the customer specifications received in step 52. Specifically, FIG. 5 shows a digital 3D CAD model of a battery pack 54 that includes eight battery modules 56a-56h. The customer is requesting a busbar 1000 that is capable of (i) mechanically and electrically coupling an external battery pack connector 58 to the battery modules 56a-56h, and (ii) coupling the battery modules 56a-56h to each other. Once the customer specifications are received, the busbar designer can capture the specifications and move to step 64 of this multi-step process 50.

[0125] The next step in the multi-step process 50 of designing and manufacturing a busbar 1000 is step 64 (see FIG. 6 ), which involves digitally designing an engineering busbar model 100 that meets the customer specifications received in step 52. In designing these engineering busbar models 100, it may be desirable to understand how electricity is routed within a customer application, product, component, or device. In particular, it may be desirable to gain an understanding of how the busbar routes electricity within an application, product, component, or device so that a busbar designer can create an engineering busbar model 100 that (i) meets the customer specifications, (ii) minimizes the length and weight of the busbar, (iii) allows for proper electrical and mechanical connections, (iv) minimizes the height required for the busbar, and (v) minimizes overlapping busbars. To gain this understanding, the designer may create a model of the busbar layout 70 within the application, product, component, or device (step 66). An example of this model of the busbar layout 70 is shown in FIG. 7A. In particular, Figure 7A shows eight different non-engineered busbar models 68a-68h that may be used within the customer application, product, component, or device shown in Figure 5. Figures 7B-7F show exploded views of several of these non-engineered busbar models 68a-68e. These non-engineered models 68a-68h are not suitable for manufacturing purposes, but provide the general overall geometry of the busbar. The next steps described herein serve to turn these non-engineered models 68a-68h into an engineering model 100 that can be manufactured.

[0126] Returning to FIG. 6, the next step in digitally designing the engineered busbar model 100 is to select the materials and configuration of the conductors 90 to be included within the busbar model 100 (step 74). Specifically, the process of step 74 is described in more detail in FIG. 8. With the non-engineered models in progress 68a-68h, the busbar designer may select the materials to be used in the engineered busbar model 100 (step 78). As shown in FIG. 8, the busbar designer may select at step 80 to fabricate the busbar model 100 from a single material. Such materials may include, but are not limited to, stainless steel, nickel, aluminum, silver, gold, copper, steel, zinc, brass, bronze, iron, platinum, lead, molybdenum, calcium, tungsten, lithium, tin, combinations of the listed materials, or other similar metals. For example, the busbar designer may select to utilize C10200 copper alloy in association with the non-engineered busbar models 68a, 68b. This copper alloy has an electrical conductivity greater than 80% of the International Annealed Copper Standard (IACS, i.e., a standard value empirically derived from the electrical conductivity of commercially available copper), and is reported to have an elastic modulus (Young's modulus) of approximately 115-125 gigapascals (GPa) at room temperature, and a coefficient of thermal expansion (CTE) of 17.6 ppm / °C (20-300°C) and 17.0 ppm / °C (20-200°C) according to the ASTM B747 standard.

[0127] Alternatively, the busbar designer may choose to use multiple materials in step 82. If the busbar designer makes this selection, the designer must select a configuration of materials in step 84. For example, the busbar designer may select alternating materials in the busbar model 100 or may have two different materials interact in the busbar model 100. More specifically, the model 100 may include alternating layers of copper and aluminum or may include a plated conductor (FIG. 9A) 90 that includes an aluminum core and copper plating. It should be understood that the above materials and configurations are exemplary only and that other similar materials and configurations are contemplated by this disclosure.

[0128] Once the materials and their configurations are selected in step 78, the busbar designer may select a configuration for the conductors 90 in step 88. Step 88 includes multiple substeps, as shown in FIG. 8. One of these substeps included within step 88 requires the selection of an overall configuration for the conductors 90 in step 92. Non-limiting examples of configurations the designer may select include (i) a vertical or laminated stack (see FIG. 9B), (ii) a woven, knitted, or braided pattern (see FIGS. 10C-10I), or (iii) other configurations (see FIGS. 11A-11F). Additionally, the selection of the overall configuration for the conductors 90 in step 92 includes selecting the number of conductors 90 that are included within the busbar model 100. In making this selection, the busbar designer may keep the number of conductors 90 consistent throughout the busbar model 100, or may vary the number of conductors 90 that are included within the model 100. For example, the designer may choose to increase the number of conductors 90 near the end portions or decrease the number of conductors 90 in the middle portion of the busbar model 100. It should be understood that the example non-engineered busbar models 68a, 68b may utilize a laminated stack of ten conductors 90, where the number of conductors 90 does not change over the length of the busbar model 100.

[0129] Another substep in step 88 entails selecting a shape for each conductor 90 in the busbar model 100 in step 94. Exemplary shapes include, but are not limited to, a rectangular prism or bar (see FIG. 9B), a “U-shaped” plate (see FIG. 10C), a cylinder, a pentagonal prism, a hexagonal prism, an octagonal prism, a cone, a tetrahedron, or any other similar shape. In making this selection, the busbar designer may keep the shape of the conductors 90 consistent throughout the busbar model 100 or may vary the shapes of the conductors 90 contained within the model 100. A change in the shape of the conductors 90 may be desirable to add mechanical strength or current capacity within a particular segment of the busbar model 100. It should be understood that the shape of the conductors 90 contained within the exemplary non-engineered busbar models 68a, 68b may be a rectangular prism or bar.

[0130] Additionally, the selection of the shape of each conductor 90 in step 94 includes selecting a thickness of the conductor 90 that is included within the busbar model 100. In making this selection, the busbar designer may maintain the thickness of the conductor 90 consistent throughout the busbar model 100 or may vary the thickness of the conductor 90 that is included within the model 100. Varying the thickness of the conductor 90 may be desirable to add mechanical strength or current-carrying capacity within certain segments of the busbar model 100. Additionally, the selection of the shape of each conductor 90 in step 94 includes selecting whether the conductor 90 that is included within the busbar model 100 has a solid, partially solid, or hollow configuration. It should be appreciated that the conductors 90 included within the exemplary non-engineered busbar models 68a, 68b may be solid, having a substantially constant thickness of 0.01 inches or 0.254 mm, a length of 13.5 inches or 344 mm, and a width of 0.78 inches or 20 mm.

[0131] Another sub-step in step 88 involves selecting the arrangement of conductors 90 within busbar model 100 in step 96. For example, the busbar designer may desire a particular circular configuration shown in FIG. 11E over another circular configuration shown in FIG. 11F. The final sub-step in step 88 is to select edge details for busbar model 100 as shown in step 98. For example, the designer may select coined edge details 104 as shown in FIGS. 12A-12B, or a circular weld pattern 106 as shown in FIGS. 12C-12D. It should be understood that any of the weld patterns shown in FIGS. 16F-16H may be utilized in place of the circular weld pattern shown in FIG. 16E. In making this selection, the busbar designer may maintain the edge details consistent throughout busbar model 100 or may vary the edge details contained within model 100. Changing the edge details may be desirable to aid in bending the busbar. For example, a designer may choose to use a combination of weld patterns and coined edge detail in areas that will be bent, while using only weld patterns in other fused segments 220 of the busbar 100. It should be appreciated that the example non-engineered busbar models 68a, 68b may utilize edge detail as indicated by the circular weld patterns 106, 832.

[0132] When making the above selections, the designer should ensure that (i) the thickness of the conductors 90 is greater than 0.01 mm, (ii) the width of the conductors 90 is greater than 1 mm, preferably between 10 and 25 mm, and (iii) there are three or more conductors 90 in the busbar, preferably between 5 and 35 conductors 90. It should be understood that the configurations, shapes, arrangements, and edge details described above are merely examples of possible selections, and that other similar configurations, shapes, arrangements, and edge details are contemplated by this disclosure.

[0133] Returning to FIG. 6 , once the material and configuration of the conductors 90 have been selected in step 74, the busbar designer may identify the segments 220 of the mid-portion 200 of the busbar 100 that will be fused in step 110. By identifying the segments 220 of the mid-portion 200 of the busbar 100 that will be fused, the design will then also identify the segments 520 of the busbar 100 that are to remain unfused. The designer will identify these segments 220 based on a number of factors, which may include: (i) the width of the busbar, (ii) the geometry of the bends contained within the busbar (e.g., in-plane 750 or out-of-plane 760), (iii) the number of conductors 90 contained within the busbar, (iv) the thickness of the conductors 90, (v) the material properties of the conductors 90, (vi) the type or method of fusion, (vii) the commercial throughput of the machine that will perform the fusion, (viii) the total number of bends contained within the busbar, (ix) the spacing of the bends within the busbar, (x) other customer specifications, and (xi) other factors that will be apparent to one of ordinary skill in the art based on the list of factors above. Once the designer analyzes some or all of the above factors, the designer can determine whether the intermediate portion 200 of the busbar model 100 should (i) include only the unfused segments 520 without any fused segments 220, (ii) include only one fused segment 220 (see FIG. 13A) 222 extending between the end portions 720, or (iii) include multiple fused segments 220 (see FIG. 13B) 224. It should be understood that the fused segments 220 may be less flexible, more rigid, or more rigid than the unfused segments 520.

[0134] The following are non-limiting examples of how the fused segments 220 and unfused segments 520 may be selected and positioned within the busbar 100. In one embodiment, the intermediate portion 200 may not include any fused segments 220 if (i) the busbar 100 does not include any bends (see 68e), (ii) any bends included in the busbar 100 are out-of-plane 760 and have wide bend radii, or (iii) the designer determines that the busbar 100 does not need to include such segments. If the busbar designer determines that the busbar model 100 does not need to include any fused segments 220, the designer may proceed to the next step in the process. In a second example, the intermediate portion 200 may include only one fused segment 220 (as shown in FIG. 13A ) if (i) the busbar 100 includes only a single bend, (ii) the overall length of the busbar 100 is short (e.g., less than 8 inches) and the busbar 100 includes multiple bends, (iii) the overall length of the busbar 100 is not long (e.g., greater than 3 feet) and the busbar 100 includes only a single bent type (e.g., in-plane 750 or out-of-plane 760), or (iv) the designer determines that the busbar 100 should only include this single segment. One of the primary reasons that a designer may choose to use only a single fused segment 220 is because the difference in manufacturing time between using a single segment and multiple segments does not justify the attempt to create multiple segments. Once it is determined that the busbar 100 should include one fused segment 220, the busbar designer must determine the general characteristics of that segment 220. These general characteristics are based on the designer's analysis of some or all of the factors discussed above.

[0135] Alternatively, if the busbar model 100 includes non-bending areas, out-of-plane bends 760, and in-plane bends 750, the designer may choose to utilize multiple fused segments 220. This may be desirable because it allows the designer to vary the properties of each fused segment 220, thereby providing the necessary weld for a particular area of ​​the busbar 100, but without having to weld the entire busbar 100 at a frequency that matches only the bends that require the most force. The variation in properties allows for improved manufacturing time and eliminates the possibility of over-welding the busbar 100. Once it is determined that the busbar should include multiple segments 220 within the busbar, the busbar designer must determine the location and general properties of each segment 220 that will be included within the busbar 100.

[0136] Various embodiments 250, 254, 258, 262, 266, 270, 274 of busbar models 100 that include multiple fused segments 220 are illustrated in Figures 14A-14B. For example, a designer may choose to utilize busbar design 250 illustrated in Figure 14A and labeled Design 1 (along the right side of the figure) to construct the busbar 100 shown in non-engineered busbar model 68b. Because the middle portion 200 of non-engineered busbar model 68b includes only two similar in-plane bends 750, both fused segments 220, 251a-251b, may have the same general properties 250a. These general properties 250a may include (i) stiffness, (ii) ductility, (iii) flexibility, (iv) flexural modulus, (v) resilience, or (vi) other similar properties. Additionally, the non-engineered busbar model 68b has an unbent region 252 located between two fused segments 220. The designer may choose to use an unfused segment 520 for this unbent region 252 of the busbar 100. Thus, this example layout for the non-engineered busbar model 68b would include (i) two end portions 700, 702a, 702b, and (ii) a middle portion 200. The middle portion 200 includes (i) two fused segments 220, 251a-251b, having the same general characteristic 250a, and (ii) one unfused segment 520 having a general characteristic 250b associated with the individual conductors 90 in that particular arrangement contained within that segment 520. This exemplary configuration of fused segments 220 and unfused segments 520 contained within the non-engineered busbar model 68b will enable the busbar 100 to achieve the in-plane bend 750 shown in connection with model 68b, and will enable the unbended regions 252 to bend, expand, contract, absorb vibrations, or move as required by the busbar 100 during operation of a customer application, product, component, or device as shown in Figure 5. This provides a significant advantage over conventional busbars 10, 20, as discussed above.

[0137] In another example, a designer may choose to utilize busbar design 254 shown in FIG. 14A and labeled Design 2 to construct busbar 100 as shown in non-engineered busbar model 68a. This is because intermediate portion 200 of non-engineered busbar model 68a includes (i) two similar in-plane bends 750, i.e., both of their fused segments 220, 253a-253b, may have the same first set of general properties 254a, and (ii) two similar out-of-plane bends 760, i.e., both of their fused segments 220, 253c-253d, may have the same second set of general properties 254b. However, as shown in FIG. 14A and labeled Design 2, first set of general properties 254a is different from second set of general properties 254b. First set of general properties 254a and second set of general properties 254b are different because the bends are different. For example, due to the fact that in-plane bends 750 place a greater force on conductor 90 as compared to the force placed on conductor 90 by out-of-plane bends 760, welds contained within first set of general characteristics 254a may need to be performed more frequently than welds contained within second set of general characteristics 254b. Additionally, non-engineered busbar model 68a has a non-bending region 256 located between innermost fused segments 220, 253a. A designer may choose to use non-fused segment 520 for this non-bending region 256 of busbar 100.

[0138] Thus, the above example layout for non-engineered busbar model 68a would include (i) two end portions 700, 702a, 702b, and (ii) intermediate portion 200. Intermediate portion 200 includes (i) two fused segments 220, 253a-253b, each having a first set of general characteristics 254a, (ii) two fused segments 220, 253c-253d, each having a second set of general characteristics 254b, and (iii) one unfused segment 520 having general characteristics 254c associated with the particular arrangement of individual conductors 90 contained within that segment 520. This exemplary configuration of fused segments 220 and unfused segments 520 contained within the non-engineered busbar model 68a will enable the busbar 100 to achieve the in-plane bend 750 shown in connection with the model 68a, and will enable the unbended range 256 to bend, expand, contract, absorb vibrations, or move as required by the busbar 100 during operation of a customer application, product, component, or device as shown in Figure 5. This provides a significant advantage over conventional busbars 10, 20, as discussed above.

[0139] Alternatively, a designer may choose to utilize the busbar design 258 shown in FIG. 14A and labeled Design 3 to construct the busbar 100 shown in non-engineered busbar model 68a. This is because the middle portion 200 of the non-engineered busbar model 68a encompasses (i) four bends, i.e., those fused segments 220, 259a-259d, that can have a first set of general properties 258a, and (ii) three regions, i.e., those fused segments 220, 259e-259j, that are located between those bends and that can account for forces radiating from the four bends, that can have a second set of general properties 258b. As FIG. 14A and labeled Design 2 show, the first set of general properties 258a is different from the second set of general properties 258b. These first and second sets of general properties 258a, 258b are different because the forces experienced by these regions are different. Additionally, the non-engineered busbar model 68a has an unbent region 260 located between the innermost fused segments 220, 259b. A designer may choose to use an unfused segment 520 for this unbent region 256 of the busbar 100. Thus, the above example layout for the non-engineered busbar model 68a would include (i) two end portions 720a, 702b, and (ii) a middle portion 200. The middle portion 200 includes (i) four fused segments 220, 259a-259d, each having a first set of general properties 258a, (ii) three fused segments 220, 259e-259j, each having a second set of general properties 258b, and (iii) one unfused segment 520 having a general property 258c associated with a particular arrangement of individual conductors 90 contained within that segment 520.

[0140] In a second alternative, a designer may choose to utilize busbar design 262 shown in FIG. 14B and labeled DESIGN 4 to construct busbar 100 shown in non-engineered busbar model 68a. This is because mid-portion 200 of non-engineered busbar model 68a includes four bends such that these fused segments 220, 263, may have a first set of general characteristics 262a. Additionally, non-engineered busbar model 68a includes non-bend regions 264a-264e that surround fused segments 220, 263, that have a second set of general characteristics 262b. A designer may choose to use non-fused segments 520 for these non-bend regions 264a-264e of busbar 100. Thus, the above example layout for non-engineered busbar model 68a would include (i) two end portions 702a, 702b, and (ii) mid-portion 200. Intermediate portion 200 includes (i) four fused segments 220, 264a, each having a first set of general characteristics 258a, and (ii) five unfused segments 520, each having general characteristics 264c associated with the individual conductors 90 in that particular arrangement contained within that segment 520.

[0141] In a third alternative, the designer may choose to utilize busbar design 250 shown in FIG. 14A and labeled Design 1 to construct busbar 100 shown in non-engineered busbar model 68a. In this alternative, the designer may utilize the welding frequency required for in-plane bend 750 for all four bend regions. This may be beneficial since the manufacturing time may not be as different as changing the general characteristics for each type of bend. Finally, busbar layouts 266, 270, and 274 may include multiple fused segments 220 and multiple unfused segments 520. Specifically, busbar design 266 may be used to create busbar 3000 shown in FIG. 79. Busbar design 270 may be used to create busbar 5000 shown in FIG. 80, while busbar design 274 may be used to create busbar 7000 shown in FIG. 81. It should be understood that, overall, intermediate portion 200 can include any number (e.g., 0-1000) of fused regions 220 and any number (e.g., 0-1000) of non-fused regions 520. For example, intermediate portion 200 can include only a single fused region 220.

[0142] Returning to Figure 6, once the fused segments 220 of the mid-portion 200 of the busbar 100 have been identified in step 110, the busbar designer may then select a method for fusing the identified segments 220 in the mid-portion 200 and the end portions 700 in step 114. Examples of fusion methods that may be selected are shown in Figure 15. In particular, these fusion methods include (i) laser welding 800, (ii) resistance welding 900, (iii) cold form 910, (iv) arc welding 920, (v) electron beam welding 930, (vi) orbital welding 940, (vii) ultrasonic welding 950, (viii) friction welding 960, (ix) any combination of the above methods 970, or (x) other known methods of fusing metals 980. In making this selection, the designer may consider some or all of the following: (i) the configuration of the conductors 90, (ii) the number of conductors 90, (iii) the density of the conductors 90, (iv) the thickness of the conductors 90, (v) the material properties of the conductors 90, (vi) the general properties of the fused segments 220, (vii) the number of fused segments 220, (viii) the frequency of the fused segments 220, (ix) the commercial throughput requirements, (x) the width of the busbar, (xi) other customer specifications, and (xii) other factors that would be apparent to one of ordinary skill in the art based on the list of factors above.

[0143] When a designer selects laser welding 800, the designer may select (i) laser type 802, (ii) laser power 804, (iii) laser beam shape 806, (iv) laser path 808, and / or (v) other factors 810. The laser type 802 may be any type of laser designed to solidify, weld, or cut metal. For example, a laser type 802 that may be used is a fiber-based laser having a wavelength between 688 nm and 1080 nm. The laser power 804 may be any power configured to weld the busbar 100 in a desired manner. For example, the laser power 804 may be between 0.5 and 25 kW, preferably between 1 and 6 kW, and most preferably between 2 and 5 kW. The laser beam shape 806 can also take any desired shape, including a central core 820 only (as shown in FIG. 16A), a ring 822 surrounding the central core 820 (as shown in FIGS. 16B-16D), a central core and two adjacent cores that are positioned in front of the central core when the laser is utilized, or other similar configurations. Not only can the general shape of the laser beam be controlled, but the power and size associated with each of these features can also be controlled. Examples of how these power levels can be varied are shown in FIGS. 16B-16D. Specifically, FIG. 16B shows a beam shape 806 in which the central core 820 is set to a first power level and the ring 822 is set to a second power level that is lower than the first power level. Theoretically, the central core power can vary between 0.5-12 kW, preferably 1-5 kW, and most preferably 2-4 kW, while the ring power can vary between 0.5-15 kW, preferably 1-4 kW, and most preferably 1-2.5 kW. Additionally, the diameter of the central core 820 and the diameter of the rings can be varied, for example, varying from 50 to 600 μm.

[0144] After selecting the laser type 802, laser power 804, and laser beam shape 806, the designer can select a laser path 808. Exemplary laser paths 808 are shown in FIGS. 16E-16H. It should be understood that these laser paths 808 are not the overall path that the laser will follow on the busbar 100. Instead, these laser paths 808 are components of the overall path that the laser will follow. For example, the laser may oscillate in a circular path 832 while following a sinusoidal pattern on the top of the busbar 100. Alternatively, the laser may oscillate in a circular path 832 while following a linear edge of the busbar 100. As shown in FIGS. 16F-16G, the laser may follow shapes other than a circle, such as a straight line 834, a figure eight 836, or an infinity symbol 838. Finally, the designer can select other variables, such as processing time, cool down time, and the like.

[0145] Instead of performing a laser-based fusion process, the designer may choose to proceed with a resistance spot welding fusion process 900. Here, the designer would select (i) a production mode 902, (ii) a power level to be applied to the electrode 904, (iii) a roller type 906 if mass production mode is selected in 902, and (iv) other variables 908. This process is discussed in more detail below in connection with Figures 73-78. It should be understood that the designer may choose to use any one of the fusion methods described above in conjunction with applying external pressure to the conductors 90 to maintain proper alignment of the conductors 90 as they undergo this fusion process.

[0146] It should also be appreciated that different fusion methods may be utilized in connection with different portions, segments, or regions of the busbar 100. For example, the end portions 700 may be formed using a resistance welding method 900, while the mid-portion 200 may be formed using a laser welding method 800. In a further alternative embodiment, the fused segments 220 may be fabricated using a process that deposits material around the conductors 90 in the busbar 100. For example, this may use a 3D printer or may slip a sleeve of material over the conductors 90 to form this fused region 220. Upon selecting the fusion method for the identified segments in the mid-portion 200 and end portions 700 in step 114, the designer proceeds to determine a composite pattern for the identified fused segments 220 in the mid-portion 200 of the busbar 100.

[0147] Returning to FIG. 6, once the fusion method is selected in step 114, the busbar designer may determine a composite pattern for the identified fused segments 220 in the intermediate portion 200 of the busbar 100 in step 118. Because the general characteristics of each fused segment 220 have already been identified in connection with step 110, step 118 focuses on translating these general characteristics (e.g., 250a, 254a, 258a) into manufacturable characteristics. The designer analyzes these general characteristics (e.g., 250a, 254a, 258a), characteristics associated with the selected fusion process, and other relevant characteristics, to determine the composite pattern for the identified fused segments 220. This composite pattern, or specifically, this segment's composite pattern 300, may be generated from two components: the upper segment fusion pattern 304, 306a-306g, and the lower segment fusion pattern 308, 310a-310g. Forming the segment composite pattern 300 from these two components 304, 308 is desirable because they are typically configured to only partially penetrate the conductors 90 contained within the busbar 100 due to the fact that complete penetration of all conductors 90 may mechanically weaken the busbar 100. To reduce the number of fully solidified regions, the busbar 100 is welded from the top of the busbar 100 and the bottom of the busbar 100 in a manner that does not completely penetrate all conductors 90 contained within the busbar 100. That is, the top weld and the bottom weld are typically configured to be partially solidified regions. These welds are discussed in more detail in connection with FIGS. 36-47. While it may be desirable to split the segment composite pattern 300 into two components, it should be understood that the segment composite pattern 300 may remain as a single component and fusing of the segments 220 may occur only on a single side (e.g., top or bottom) of the busbar 100.

[0148] Creating the top and bottom segment fusion patterns 304, 306, which in combination form the segment composite pattern 300, is a multi-step process as described in connection with FIG. 17A. Here, the first step in this process is to select the number of corrugations 320 in step 124. The number of corrugations 320 that may be selected may be any number (e.g., 0-100), preferably 1-6, and most preferably two, 330, 340. Using two corrugations 330, 340 is desirable because (i) the corrugations 330, 340 may be positioned to minimize the distance along the edge of the busbar 100 that does not contain a weld, and (ii) will limit the area of ​​overlap with the bottom fusion pattern 306. After selecting the number of corrugations 320 in step 124, the designer may select the type of corrugation 320 in step 126. Exemplary corrugation types are shown in FIGS. 18A-18R. Examples of waveforms encompassed in Figure 18 are (i) sine wave (Figure 18A), (ii) triangle (Figure 18B), (iii) ramp up (Figure 18C), (iv) ramp down (Figure 18D), (v) square (Figure 18E), (vi) pulsed (Figure 18F), (vii) line (Figure 18G), (viii) rounded pulse (Figure 18H), (ix) circular pulse (Figure 18I), (x) triangular pulse (Figure 18J), (xi) ramped pulse (Figure 18K), (xii) sine cube (Figure 18L), (xiii) frame (Figure 18M), (ixv) semicircular (Figure 18N) (xv) and other waveforms (Figures 18O-R). It may be desirable to use waveforms 320 that encompass curved shapes because these waveforms do not encompass multiple sharp angles that may introduce additional stresses into the busbar 100 when manipulated. Nonetheless, corrugations containing acute angles may be used if the designer takes sufficient precautions (e.g., using only in segments that will undergo out-of-plane bending 760.) Additionally, it should be understood that the corrugation types shown in Figure 18 are only exemplary corrugation types and that other types may be used.

[0149] Once the designer selects the waveform type at step 126, the designer then selects the amplitude of the waveform 320 at step 128 and the frequency of the waveform 320 at step 130. While any amplitude can be selected at step 128, it may be desirable to select the amplitude of the waveform 320 such that the peaks of the waveform can approach the edges of the busbar 100 but do not extend beyond the edges of the busbar 100. This may be desirable if the designer is utilizing the laser welding fusion process 800 as this will reduce weld spatter which in turn reduces the number of sharp edges contained within the busbar 100. Similarly, any frequency can be selected at step 130, but it should be understood that the frequency of the waveform 320 is one of the primary factors that alter the properties of the busbar 100. Thus, the frequency of the corrugations 320 should be selected such that the top segment fusion pattern 304 meets some of the general property requirements (e.g., 250a, 254a, 258a) such that the fused areas meet bending related requirements such that the busbar 100 meets at least a portion of the customer specification 50 received in step 52. Once this process is completed for the top segment fusion pattern 304, the designer can then perform the same steps to create the bottom fusion pattern 308. In particular, the designer will (i) select the number of corrugations in step 134, (ii) select the type of corrugation in step 136, (iii) select the amplitude in step 138, and (iv) select the frequency in step 140.

[0150] Finally, after the fused patterns 304, 308 for both the top and bottom segments have been created, the designer can align these patterns 304, 308 on the busbar 100 to form the composite pattern 300 of segments 302a-302g in step 142. In particular, it may be desirable to align the patterns 304, 308 in a manner that minimizes overlap between the patterns 304, 308, whose alignment or intersection will create a fully solidified area. For example, the designer may offset the patterns 304, 308 by 90 degrees to minimize this overlap. Other methods of minimizing the number of fully solidified areas include (i) stopping and starting the corrugations 320 to avoid creating overlapping areas, (ii) reducing the number of conductors 90 that are fused in these overlapping / intersecting areas / points by the selected fusing process, or (iii) selecting a different corrugation type that minimizes the number of overlapping areas (see FIG. 21B).

[0151] In summary, composite segment fusion pattern 300, 302a-302g, includes top segment fusion patterns 304, 306a-306g, and bottom segment fusion patterns 308, 310a-310g, where top segment fusion pattern 304 and bottom segment fusion pattern 308 comprise at least one corrugation 320 having an amplitude and frequency. It should be understood that in alternative embodiments, top segment fusion pattern 304 or bottom segment fusion pattern 308 may be omitted, the top or bottom segment fusion patterns may include only a single corrugation, and / or the corrugation may be linear (i.e., having an amplitude of zero).

[0152] As mentioned above, numerous factors are considered in formulating the general characteristics (e.g., 250a, 254a, 258a) of each of the fused segments 220 in step 110, which in turn means numerous factors are considered in generating the segment composite pattern 300. With these numerous factors in mind, it should be appreciated that the shape of the bend may be one of the primary factors in determining the corrugation type, amplitude, and frequency. This is because of the significantly different forces on the conductor 90 contained within the busbar 100 associated with an in-plane bend 750 as compared to an out-of-plane bend 760. Also, as mentioned above, the frequency of the corrugations 320 is one of the primary factors that change the characteristics of the busbar 100 within the fused segment 220. With these specific factors in mind, it can be seen that the frequency of the corrugations contained within the segment composite patterns 302b, 302c increases between FIGS. 20A-20B. This increase in frequency is to account for the fact that FIG. 20A is designed for out-of-plane bending 760, whereas FIG. 20B is designed for in-plane bending 750. Another major factor that changes the properties of the busbar 100 within the fused segment 220 is the width of the busbar 100. Taking this and other factors into account, it can be seen that the frequency of the corrugations contained within the composite patterns 302d, 302e of the segments increases between FIGs. 20C-20D. This increase in frequency is to account for the fact that FIG. 20C is designed for a busbar having a first width, while FIG. 20D is designed for a busbar having a second width that is greater than the first width.

[0153] It should be understood that the number, type, amplitude, and frequency of the corrugations contained therein may be (i) consistent throughout the fused segment 220 or (ii) inconsistent throughout the fused segment 220. For example, the frequency of the corrugations 320 may vary within a single fused segment 220. Examples are shown in FIGS. 21A-21B illustrating segment composite patterns 302f, 302g that contain corrugations of varying frequency. Notably, the corrugations contained within these segment composite patterns 300 increase in frequency as they approach the center of the fused segment 220. This configuration may be desirable if the center of the fused segment 220 is in the center of the bend of the busbar 100, providing additional stiffness to the busbar 100 in this region, thus reducing the probability of delamination of the conductor 90 contained within the busbar 100. Additionally, it should be understood that the designer may vary other variables to achieve desired characteristics of the busbar 100. Examples include, but are not limited to, (i) the width of each of the corrugations 330, 340, 350, 360 may be the same, different, or vary across the fused segment 220, and (ii) the number of conductors 90 solidified by each corrugation 330, 340, 350, 360 may be the same, different, or vary across the fused segment 220.

[0154] Similar to the process described above in connection with determining the composite pattern of the identified fused segments 220 in step 118, the busbar designer may determine the composite pattern of the end portion 700 of the busbar 100 in step 150. Specifically, the end composite pattern 400 may be determined based on the connector the designer plans to attach to the busbar 100. For example, a first end composite pattern 400a may be used in connection with the end portion 700 designed to receive the connector 2000, and a second end composite pattern 402b may be used for the end portion 700 designed to receive an aperture formed therethrough. After selecting the desired characteristics, the designer may follow the same steps described above in connection with determining the composite pattern 300 of the segment. Specifically, the top fused pattern 404 is determined in step 154 ​​by (i) selecting the number of corrugations in step 156, (ii) selecting the type of corrugations in step 158, (iii) selecting the amplitude of the corrugations in step 160, and (iv) selecting the frequency of the corrugations in step 162. Next, the bottom fused pattern 410 is determined in step 164 by (i) selecting the number of corrugations in step 166, (ii) selecting the type of corrugations in step 168, (iii) selecting the amplitude of the corrugations in step 170, and (iv) selecting the frequency of the corrugations in step 172. Finally, in step 174, the top fused pattern 404 and the bottom fused pattern 410 are positioned to minimize overlap between the top fused pattern 404 and the bottom fused pattern 410 in step 174. As shown in Figures 22A-22E, the end composite pattern 400 can take the form of (i) overlapping rectangles 402a, as shown in Figure 22C, (ii) a spiral rectangle 402b, as shown in Figure 22B, or (iii) a spiral circle 402c, as shown in Figure 22C. It should be appreciated that the spiral circle 402 or the rectangle 404 may be desirable since there is no overlap between the end fused patterns 404, 410.

[0155] Once the segment composite pattern 300 and end composite pattern 400 have been determined, the designer can substitute general characteristics (e.g., 250a, 254a, 258a) into these composite patterns 300, 400. An example of this substitution is shown in connection with FIGS. 23A-B. Specifically, the general characteristics determined in connection with the example busbar models 100 250, 254, 258, 262 of FIGS. 14A-B are replaced by composite patterns 300, 400 that meet these general characteristics in FIGS. 23A-B. Focusing initially on FIG. 23A and labeled Design 1 (along the right side of the figure), the middle portion 200 includes (i) two fused segments 220, 251a-251b, and (ii) one unfused segment 520, 252. The general characteristics 250a of fused segments 220, 251a-251b, have been replaced by composite patterns 452a-452b of segments, each pattern 452a-452b including a top fused pattern 453 shown in solid lines and a bottom fused pattern 454 shown in dashed lines. The top fused pattern 453 and bottom fused pattern 454 are made up of two corrugations 320, each corrugation 320 having a corrugation type that is sinusoidal, has an amplitude less than the width of the busbar 100, has a consistent frequency, and is offset 180 degrees from the other corrugation 320. The top fused pattern 453 and bottom fused pattern 454 are offset 90 degrees from each other to minimize overlap with each other. As discussed above, the unfused segment 520, 252, positioned between the fused segments 251a-251b maintains the same characteristics 250b discussed above in connection with Design 1 labeled FIG. 14A since this area of ​​the busbar 100 is not altered by the fusion process. Finally, the end portions 700, 702a, 702b, are modified to include end composite patterns 456a-456b, each of which includes a top fused pattern 457, shown in solid lines, and a bottom fused pattern 458, shown in dashed lines. The top fused pattern 457 and the bottom fused pattern 458 are constructed of concentric rectangles that are offset from one another to minimize their overlap.

[0156] 23A and labeled DESIGN 2, the middle portion 200 includes (i) four fused segments 220, 253a-253d, and (ii) one unfused segment 520, 256. The general characteristic 254a of the first two fused segments 220, 253a-253b, has been replaced by composite patterns 462a-462b of segments, each pattern 262a-462b including a top fused pattern 463a shown in solid lines and a bottom fused pattern 464a shown in dashed lines. The top fused pattern 463a and the bottom fused pattern 464a are composed of two corrugations 320, each corrugation 320 having a corrugation type that is sinusoidal, has an amplitude less than the width of the busbar 100, has a consistent frequency, and is offset 180 degrees from the other corrugations. The top fused pattern 463a and the bottom fused pattern 464a are offset from each other by 90 degrees to minimize overlap. The general characteristic 254b of the second two fused segments 220, 253c-253d, is replaced by a composite pattern 462c-462d of segments, each pattern 262c-462d including a top fused pattern 463b shown in solid lines and a bottom fused pattern 464b shown in dashed lines. The top fused pattern 463b and the bottom fused pattern 464b are composed of two corrugations 320, each corrugation 320 having a corrugation type that is sinusoidal, has an amplitude less than the width of the busbar 100, has a consistent frequency, and is offset by 180 degrees from the other corrugation. The top fused pattern 463b and the bottom fused pattern 464b are offset from each other by 90 degrees to minimize overlap.

[0157] As shown in FIG. 23A and labeled DESIGN 2, the corrugations contained within segment composite patterns 462c-462d have a lower frequency than the corrugations contained within segment composite patterns 462a-462b. This lower frequency is selected such that segments 253c, 253d are configured for out-of-plane bending 760 and segments 253a, 253b are configured for in-plane bending 750. As noted above, unfused segments 520, 256 located between fused segments 253a maintain the same characteristics 254c as described above in connection with FIG. 14A and labeled DESIGN 2, since this area of ​​busbar 100 is not altered by the fusion process. End portions 700, 702a, 702b are modified to include end composite patterns 466a-466b, each of which includes a top fused pattern 467 shown in solid lines and a bottom fused pattern 468 shown in dashed lines. Top fused pattern 467 and bottom fused pattern 468 are constructed of concentric rectangles that are offset from one another to minimize their overlap.

[0158] 23B and labeled Design 3, the middle portion 200 includes (i) ten fused segments 220, 259a-259j, and (ii) one unfused segment 520, 260. The general characteristic 254a of the four fused segments 220, 259a-259d, is replaced by a composite pattern 472a-472d of segments, each pattern 272a-472d including a top fused pattern 473a shown in solid lines and a bottom fused pattern 474a shown in dashed lines. The top fused pattern 473a and the bottom fused pattern 474a are composed of two corrugations 320, each corrugation 320 having a corrugation type that is sinusoidal, has an amplitude less than the width of the busbar 100, has a consistent frequency, and is offset 180 degrees from the other corrugations 320. The top fused pattern 473a and the bottom fused pattern 474a are offset from each other by 90 degrees to minimize overlap. The general characteristic 254b of the other six fused segments 220, 259e-259j, is replaced by a composite pattern of segments 472e-472j, each pattern 272e-274j including a top fused pattern 473b shown in solid lines and a bottom fused pattern 474b shown in dashed lines. The top fused pattern 473b and the bottom fused pattern 474b are composed of two corrugations 320, each corrugation 320 having a corrugation type that is sinusoidal, has an amplitude less than the width of the busbar 100, has a consistent frequency, and is offset by 180 degrees from the other corrugations 320. The top fused pattern 473b and the bottom fused pattern 474b are offset from each other by 90 degrees to minimize overlap.

[0159] As shown in FIG. 23B and labeled Design 3, the corrugations contained within segmented composite patterns 472c-472d have a higher frequency than the corrugations contained within segmented composite patterns 472e-472j. This higher frequency is selected because segments 259a-259d are configured for in-plane bends 750, while segments 259e-472j are configured to account for forces radiating from the four in-plane bends 750 of segments 259a-259d. As noted above, unfused segment 520, 260, positioned between fused segments 259e, 259h, maintains the same characteristics 258c described above in connection with FIG. 14A and labeled Design 3, since this area of ​​busbar 100 is not altered by the fusion process. End portion 700, 702a, 702b, has been modified to include end composite patterns 476a-476b, each of which includes a top fused pattern 477 shown in solid lines and a bottom fused pattern 478 shown in dashed lines. Top fused pattern 477 and bottom fused pattern 478 are made up of concentric rectangles that are offset from one another to minimize their overlap.

[0160] 23B and labeled Design 4, the middle portion 200 includes (i) four fused segments 220, 263a-263d, and (ii) five unfused segments 520, 264a-264e. The general characteristic 262a of four of the fused segments 220, 263a-263d, has been replaced by composite patterns 482a-487d of segments, each pattern 282a-482d including a top fused pattern 483a shown in solid lines and a bottom fused pattern 484a shown in dashed lines. The top fused pattern 483a and the bottom fused pattern 484a are composed of two corrugations 320, each corrugation 320 having a corrugation type that is sinusoidal, has an amplitude less than the width of the busbar 100, has a consistent frequency, and is offset 180 degrees from the other corrugations 320. The top fused pattern 483a and the bottom fused pattern 484a are offset from one another by 90 degrees to minimize their overlap. As mentioned above, the unfused segments 520 264a-264e positioned between the fused segments 263a-263d maintain the same characteristics 264c described above in connection with FIG. 14B and labeled Design 4, since this area of ​​the busbar 100 is not altered by the fusion process. The end portions 700 702a, 702b are modified to include end composite patterns 486a-486b, each of which includes a top fused pattern 487 shown in solid lines and a bottom fused pattern 488 shown in dashed lines. The top fused pattern 487 and the bottom fused pattern 488 are constructed of concentric rectangles offset from one another to minimize their overlap.

[0161] Once the engineering models 100 are created, the designer can digitally test these models 100 (e.g., 450 in FIG. 23A ) to determine whether a busbar manufactured based on the models 100 meets the customer specifications 50. Here, the models 100 are bent using a digital bending machine 179 and the electrical properties of the models 100 are tested using a voltage test system 181. Such testing can be accomplished using finite element (FE) models of the busbar models 100. If the busbar models 100 pass these tests, the designer can proceed to the next step of the process. However, if the busbar models 100 fail these tests 179, 181, the designer can start the design process over again. B. Fabrication of the Bus Bar of the Present Invention

[0162] Returning to FIG. 4 , once the engineering model 100 passes the digital tests defined in step 180, the designer may begin the fabrication process in step 182. This fabrication process 182 is a multi-step process that is described in more detail in FIG. 25. Broadly, this process 182 includes (i) obtaining a plurality of conductors 1090, (ii) fusing identified segments 1220 in the mid-portion 1200 according to the engineering model 100 in step 184, (iii) fusing end portions 1700 of the busbar 1000 according to the engineering model 100 in step 186, (iv) adding selected edge details to the busbar 1000 in step 188, and (v) performing optional fabrication steps such as adding connectors in step 190, insulating the busbar 1000 in step 192, and / or plating areas of the busbar 1000 in step 194.

[0163] As shown in FIG. 25, the first step in this multiple step process 182 is to obtain the plurality of conductors 1090 and then fuse the identified segments 1220 in the middle portion 1200 according to the engineering model 100 in step 184. To perform this step 184, the busbar designer / manufacturer utilizes a machine 798 that can obtain the conductors 1090 and then perform the fusion method selected when creating the engineering model 100. For example, if the designer decides to use a laser welding fusion method, the designer utilizes a laser welder 850 shown at least in FIGS. 26-28, 48A, 49A, 52-53. As shown in these figures, the laser welder 850 includes two separate lasers 852, 854 that can simultaneously weld the busbar from the top and bottom of the busbar 1000. The two separate lasers 852, 854 are preferably aligned within the water surface. It should be understood that the laser welder 850 may have other configurations including (i) only one laser 852 that can interact with only one side of the busbar 1000 at a time, (ii) only one laser 852, but the light output from the laser is modified using lights and mirrors so that the laser can interact with both sides of the busbar 1000 simultaneously, or (iii) two lasers 852, 854 that are not aligned.

[0164] As shown in FIG. 26, after a designer acquires or has access to a laser welder 850, the designer (i) inserts conductors 90 arranged according to the engineering model 100 into the machine, and (ii) loads the engineering model 100. The laser welder 850 then performs the welding process described in the engineering model 100. For example, FIG. 26 shows the laser welder 850 creating a weld 1600 based on the top fusion pattern 452a shown in FIG. 23A and labeled Design 1. After the laser welder 850 performs the welding process in step 186, the machine 850 performs the fusion of an end portion 1700 of the busbar 1000 according to the engineering model 100 in step 186. In particular, this step can be seen in connection with FIG. 27, where the end portion 1700 of the busbar 1000 has been welded to 1600 according to the top fusion pattern 456a shown in FIG. 23A and labeled Design 1. In creating this fused segment 1220, the designer / manufacturer has made at least this segment 1220 of the busbar more rigid or stiffer than the segment 1220 was before this welding process 1600 was performed.

[0165] After the top and bottom surfaces of the busbar 1000 have undergone the welding process in connection with steps 186, 187, an edge detail is added to the busbar 1000 in step 188. In the example shown in FIG. 28, the edge detail selected for this example is the edge welding process 106 of FIGS. 12C-12D. This edge detail may have been selected at the design stage because (i) it helps fuse the edge portions of the busbar 1000 that are typically subject to high stresses when the busbar 1000 is bent, and (ii) it helps ensure that any material pushed to the edges of the busbar 1000 during the top and bottom welding process is rounded off, thereby preventing the busbar 1000 from creating sharp edges that could create holes in the insulation. Specifically, FIG. 28 shows a welder 850 that includes a laser 852 that can create welds 1600 on the edges or sides of the busbar 1000. These welds 1600 continue on the previously selected circular pattern (FIG. 16E). It is understood that this step may be omitted from the process or the weld pattern may be changed to a different pattern (e.g., increasing the intensity of the laser on the edge portions and decreasing the laser in the center of the busbar 1000). It is understood that the depth of the welds on the edges or sides may vary within the busbar 1000 or for a particular application.

[0166] Fabrication steps 184, 186, 188 lead to the formation of busbar 1000 shown in FIGS. 29-35 based on engineering model 100 shown in FIG. 23A and labeled Design 1. It should be understood that busbar 1000 is an exemplary embodiment of a busbar of the present invention, and other embodiments are disclosed within and contemplated by this disclosure. FIGS. 29-35 show busbar 1000 includes (i) a middle portion 1200 and (ii) two end portions 1700. Referring to FIG. 29, middle portion 1200 extends between end boundaries 1200a, 1200b, while end portion 1700 extends outwardly from end boundaries 1200a, 1200b. Middle portion includes (i) two fused segments 1220 and (ii) one unfused segment 1520. Also, in the embodiment shown in Figure 29, the fused segment 1220 extends between the end boundary lines 1200a, 1200b and the middle boundary lines 1220a, 1220b. The unfused segment 1520 is not welded and therefore encompasses the unsolidified region 1670. Thus, the extent of the individual conductors 1090 is visualized in Figures 29-35. The fused segment 1220 was created from a weld 1600 that was generated based on the top fused pattern 453 and bottom fused pattern 454 of the segment composite fused pattern 452a shown in Figure 23A and labeled Design 1.

[0167] The weld 1600, 1602 contained within the fused segment 1220 includes four corrugations 1610, 1612, 1614, 1616, with two corrugations 1610, 1612 disposed on the top surface 1000a of the busbar 1000 and two corrugations 1614, 1616 disposed on the bottom surface 1000b of the busbar 1000. Each of the four corrugations 1610, 1612, 1614, 1616 is a sine wave with an amplitude less than the width of the busbar 1000 and a consistent frequency throughout the fused segment 1220. The upper sine waves 1610, 1612 are positioned 180 degrees out of phase with each other. The upper sine waves 1614, 1616 are positioned 180 degrees out of phase with each other. Additionally, the combination of top sine waves 1610, 1612 is offset in phase by 90 degrees from the combination of bottom sine waves 1614, 1616. Additionally, the sides or edges of the busbar 1000 also include welds 1600, 1606 based on the selected edge detail 106. Further, the end portion 700 was created from a weld 1600 that was generated based on the top fusion pattern 457 and bottom fusion pattern 458 of the end composite fusion pattern 456a shown in FIG. 23A and labeled Design 1, where the top fusion pattern 457 and bottom fusion pattern 458 comprise concentric rectangles.

[0168] 37-39 show cross-sectional views of the busbar 1000 shown in FIG. 37, where the top surface 1000a of the busbar 100 includes welds 1600, 1602, 1604. When this busbar 1000 is cross-sectioned along the longitudinal centerline 37-37, it can be seen that (i) weld 1602 creates a partially solidified region 1650 within the fused segment 1220 of the intermediate portion 1200 of the busbar 1000, (ii) weld 1604 creates a densified end portion 1700, and (iii) areas not subjected to the welding process remain unsolidified 1670. The partially solidified region 1650 is formed within the fused segment 220 of the intermediate portion 200 because the welding process combines some, but not all, of the conductors 1090 contained within the partially solidified zone 1660 into a single connected conductor. 39, the partially solidified region 1650 extends from the first surface 1000a of the busbar 1000 to a peak 1656 of the weld 1600. The weld peak 1656 is located at a point between the first surface 1000a and the second surface 1000b of the busbar 1000, and preferably at a significant distance inward from the first surface 1000a and the second surface 1000b. The partially solidified zone is a zone 1660 of the busbar 1000 that extends between the top surface 1000a and the bottom surface 1000b that have been subjected to the partial penetration welding process. The partially solidified zone 1660 has a height that extends between the first surface 1000a and the second surface 1000b. In other words, the partially solidified zone 1660 is a zone 1660 of the busbar 1000 that extends between the top surface 1000a and the bottom surface 1000b. F and has a height equal to the partially solidified height H P The partially solidified zone 1660 has a width Z equal to at least the diameter or cross-sectional width of the partially solidified region 1650. W has.

[0169] The weld 1600 has a weld depth D that extends from the first surface 1000a to a weld peak 1656. W The weld depth D in the partially solidified region 1650 W is the partial solidification height H P The partial solidification height H P is the total fused segment height or the thickness of the busbar 1000 H F Partial solidification height H Pis the height of the fused segment H F 16, a non-solidified region 1670 is formed between the weld peak 1656 and the second surface 1000b of the busbar 1000. This non-solidified region 1670 has a non-solidified height H U , which extends between the second surface 1000b and the peak 1656 of the weld 1600. U is typically the height of the fused segment H F and the height H of the fused segment F On the other hand, the partial solidification height H P is the height of the fused segment H F and preferably at least 10% of the height H F 35% to 80% of the height H of the fused segment, and most preferably F is 45% to 70%.

[0170] In this exemplary embodiment, the partially solidified region 1650 may be created by solidifying between two and nine conductors 1090. Here, FIG. 39 shows that in the partially solidified region 1650, approximately seven of the ten conductors 1090 are solidified. In other words, approximately three, but not all, of the conductors 1090 are not solidified, and therefore these conductors 1090 reside in the non-solidified region 1670. Stated differently, the intermediate portion 1200 of the busbar 1000 includes a plurality of conductors 1090 that cross or intersect the intermediate portion 1200 of the busbar 1200. The fused segment 1220 of the intermediate portion 1200 encompasses a partially solidified zone 1660 that extends between the top surface 1000a of the plurality of conductors and the bottom surface 1000b of the plurality of conductors. A majority of the extent of the conductors 1090 encompassed within this partially solidified zone 1660 is solidified into a single connected conductor to form the partially solidified region 1650. Likewise, a small portion of the area of ​​the conductor 1090 contained within this partially solidified zone 1660 remains unsolidified.

[0171] As best shown in FIG. 39, the partially solidified region 1650 encompasses a range of fusion densities, with a first or inner zone 1652 having a first fusion density and a second or outer zone 1654 having a second fusion density that is lower than the first fusion density. The difference in density arises from the configuration and operational conduction of the laser welder 850, which loses strength as the laser beam penetrates the busbar 1000. A low density zone 1654 is created at the center of the weld 1600 or a certain distance beyond the higher density zone 1652. It should be appreciated that this second zone 1654 may have a fusion density gradient, with a higher fusion density closest to the first zone 1652 and a lowest fusion density furthest from the first zone 1652. It should also be appreciated that the fusion density may be consistent or substantially consistent within this first zone 1652. Additional aspects of partially solidified regions 1650 and non-solidified regions 1670 are provided in the definitions section at the beginning of the detailed description.

[0172] In a first non-limiting example, the height or thickness H is equal to 0.01 inches or 0.254 mm. C For a busbar 1000 including ten copper conductors 1090 having a length of 0.01 inches, settings that may be used in conjunction with the laser welder 850 are set as follows: (i) laser type is fiber laser, (ii) laser power is 2000 W, (iii) laser beam shape is central core, (iv) there is no laser path, and (v) cycle time is 0.116 seconds. These settings of the machine 850 create a partially solidified region that extends approximately 56% in the direction into the busbar 1000 and has a diameter of approximately 0.24 mm at its widest point. In another example, a height H equal to 0.01 inches or 0.254 mm is set. CFor a busbar 1000 including ten copper conductors 1090 having a diameter of 1500 W, the settings that can be used in conjunction with machine 850 are: (i) laser type is fiber laser, (ii) laser power is 5000 W, (iii) laser beam shape is central core with ring, the core has a power of 1500 W and the ring has a power of 3500 W, (iv) there is no laser path, and (v) cycle time was set at 0.079 seconds. These settings of machine 850 create a partially solidified region 1650 that extends about 77% in the direction into the busbar 1000 and has a diameter of about 0.732 mm at its widest point. In another example, a height H equal to 0.01 inch or 0.254 mm is used. C For a busbar 1000 including ten copper conductors 1090 having a diameter of 10 mm, the settings that could be used in conjunction with machine 850 were: (i) laser type is fiber laser, (ii) laser power is 5000 W, (iii) laser beam shape is central core with ring, the core having a power of 1500 W and the ring having a power of 3500 W, (iv) there is no laser path, and (v) cycle time was set at 0.158 seconds. These settings for machine 850 create a partially solidified region that extends approximately 79% of the way into the busbar 1000 and has a diameter of approximately 0.732 mm at its widest point.

[0173] In addition to containing the partially frozen regions 1650, the fused segments 1220 in the mid-portion 1200 of the busbar 1000 contain unfrozen regions 1670. As shown, the majority of the volume contained within the fused segments 1220 contains unfrozen regions 1670. The substantial volume of 1670 ensures that the busbar 1000 has properties that include attributes of the rigid busbar 10 and the flexible busbar 20. It should be understood that FIGS. 37-39 only show the partially frozen regions 1650 because cross section 37-37 is along a range of the busbar 1000 that does not contain overlapping or intersecting welds extending from both the top and bottom of the busbar 1000. FIG. 37 also shows a cross section of an end portion 1700 of the busbar 1000. Unlike the mid-portion 1200, the end portions 1700 are intended to receive connectors and therefore it is desirable for these areas to be fully frozen as a single connected conductor. As described above, the end portions 1700 are welded in a manner that causes them to be densified (sufficient solidified surface area equal to 120% of the cross-sectional area of ​​the busbar 100) so that they may be coupled to a connector. 40-43, the cross-sectional plane of the busbar 1000 is offset from the longitudinal center 1000c of the busbar 1000 toward the peripheral edge 1000e, where the top weld 1602 formed from the top surface 1000a intersects with the bottom weld 1602 formed from the bottom surface 1000b. These intersections form fully solidified regions 1690, since a significant portion of the conductor 1090 is solidified downward from the top surface 1000a, and a significant portion of the conductor 1090 is solidified upward from the bottom surface 1000b. Thus, these significant portions of the conductor 1090 intersect between the top surface 1000a and the bottom surface 1000b, typically in the midpoint region between the two surfaces 100a, 100b, to form the fully solidified region 1690. The weld depth D in the fully solidified region 1690 is W is the complete solidification height H FS The complete solidification height H FS is the height H of the fused segment of busbar 1000 F In certain exemplary embodiments, the full solidification height H FSis the height H of the fused segment when the weld material accumulates on one of the two surfaces 100a, 100b creating a "dome effect" F The weld depth D W is the height of the fused segment H F 16, the non-solidified region 1670 is not formed between the weld and the second surface 1000b of the busbar 1000 because the weld is 1670a or less. In other words, all of the intermediate extent of the conductor 1090 located within the fully solidified zone 1688 is solidified into a single connected conductor. Additional aspects of the fully solidified region 1690 are presented in the definitions section at the beginning of the detailed description. Similar to the partially solidified zone 1660, the fully solidified zone 1688 is an area of ​​the fused segment 1220 of the intermediate portion 1200 of the busbar 1000 that has undergone a partial penetration welding process and that extends between the top surface 1000a and the bottom surface 1000b. The fully solidified zone 1688 has a height that extends between the first surface 1000a and the second surface 1000b. The fully solidified zone 1660 has a height H F Equal and complete solidification height H FS The fully frozen zone 1688 may have a width Z equal to at least the diameter or cross-sectional width of the fully frozen region 1690. W has.

[0174] Similar to the partially frozen region 1650, the fully frozen region 1690 encompasses a range of fusion densities, with a first or inner zone 1692 having a first fusion density and a second or outer zone 1694 having a second fusion density that is lower than the first fusion density. The difference in fusion density is due to the configuration and operating parameters of the machine 850, where as the laser beam penetrates the busbar 1000 it loses intensity, thus creating a low density zone 1694 at a certain distance outward from the center of the weld 1600 or beyond the higher density zone 1694. It should be appreciated that this second zone 1694 may have a fusion density gradient, with a higher fusion density closest to the first zone 1652 and a lowest fusion density furthest from the first zone 1692. It should also be appreciated that the fusion density may be consistent or substantially consistent within this first zone 1652. As shown in Figures 42 and 43, the unsolidified region 1670 surrounds the fully solidified region 1690 such that the individual conductors 1090 of the unsolidified region 1670 remain separate, unfused components.

[0175] 44-45 show cross-sectional views of the busbar 1000 along a cut plane defined by line 45-45 in FIG. 44, revealing multiple partially and fully solidified regions. First, the middle area of ​​FIG. 45 shows three partially solidified regions 1650, with two outer regions 1650 formed from the bottom welding process and a middle region 1650 formed from the top welding process. Second, opposing side edge zone regions 1693 are solidified with side edge welds 1606 resulting from the circular edge detail 106 contained in the busbar model 100 used to create the busbar 1000. These edge welds 1606 form fully solidified edge regions 1693 that extend inwardly from the perimeter or side edges 1000d, 1000e of the busbar 1000. In particular, these fully solidified edge regions 1693 extend from the first outer perimeter edges 1000d, 1000e to the inner weld boundary 1696, and thus have a width W W where W Wmay be between 0.2 mm and 5 mm, preferably between 0.2 mm and 1 mm. In addition to hardening the edges 1000d, 1000e of the busbar 1000, this edge detail 106 also rounds the corners 1698 of the busbar 1000. These rounded corners 1698 help reduce the probability that the conductor 1090 will abrade or tear the insulation 1780.

[0176] 46-47 show cross-sectional views of the busbar 1000 along the cut plane described by line 47-47 in FIG. 46, revealing multiple fully solidified regions. First, the middle extent of FIG. 47 shows two fully solidified regions 1690 adjacent to a non-solidified region 1670. Second, opposing side edge zone regions 1693 are solidified at edge welds 1606 that arise from the circular edge detail 106 contained in the busbar model 100 used to create the busbar 1000. These edge welds 1606 form fully solidified edge regions 1693 that extend inwardly from the outer peripheral edges 1000d, 1000e of the busbar 1000. In particular, these fully solidified edge regions 1693 extend from a first outer peripheral edge 1000d, 1000e to an inner weld boundary 1696, and thus form a width W W where W W may be between 0.2 mm and 5 mm, preferably between 0.2 mm and 1 mm. In addition to hardening the edges 1000d, 1000e of the busbar 1000, this edge detail 106 also rounds the corners 1698 of the busbar 1000. These rounded corners 1698 help reduce the probability that the conductor 1090 will abrade or tear the insulation 1780.

[0177] As shown in FIGS. 29-33, the busbar 1000 includes fused segments 1220 having a length, a width, and a height. The length extends between end boundary lines 1200a, 1200b and intermediate boundary lines 1220a, 1220b, the width extends between edges of the busbars 1000d, 1000e, and the height extends between the top surface 1000a and the bottom surface 100b. The length, width, and height dimensions collectively define a fused segment volume V that may be summed to determine a total fused segment volume of the busbar 1000. Each of the fused segment volumes includes a plurality of fully solidified regions 1690, a plurality of partially solidified regions 1650, and a solidified region 1670 that is substantially unsolidified. The fused segment volume also includes an unsolidified region 1670 that extends between the plurality of fully solidified regions 1690 and the plurality of partially solidified regions 1650. 29-47, the unfrozen region 1670 occupies a majority of the fused segment volume, while the combination of the partially frozen region 1650 and the fully frozen region 1670 occupies a minority of the fused segment volume. Additionally, the partially frozen region 1650 occupies more of the fused segment volume than the fused segment volume occupied by the fully frozen region 1670. Moreover, the fully frozen region 1670 occupies less of the fused segment volume than the fused segment volume occupied by either the partially frozen region 1650 or the unfrozen region 1670.

[0178] With further reference to the busbar 1000 shown in Figures 29-47, it should be appreciated that increasing the volume of the partially frozen regions 1650 within the fused segment volume tends to (i) increase at least the local stiffness of the fused segments 1220, (ii) increase the stiffness of the intermediate portions 1200 of the busbar 1000, and (iii) increase the overall stiffness of the busbar 1000. For example, creating these partially frozen regions 1650 will increase the Young's modulus, which is the elastic modulus of the busbar, to over 115 gigapascals (GPa) at room temperature. It should also be appreciated that increasing the volume of the fully frozen regions 1690 within the fused segment volume tends to (i) increase at least the local stiffness of the fused segments 1220, (ii) increase the stiffness of the intermediate portions 1200 of the busbar 1000, and (iii) increase the overall stiffness of the busbar 1000. Increasing the volume of the fully frozen region 1690 within the fused segment volume should have a greater impact on these stiffness parameters compared to increasing only the volume of the partially frozen region 1650. Furthermore, adding a partially frozen region 1650 and / or a fully frozen region 1690 to a fused segment 1220 having only non-frozen regions 1670 will increase the local stiffness and the overall stiffness of the fused segment 1220. Moreover, it should be further appreciated that increasing the volume of both the partially frozen region 1650 and the fully frozen region 1690 within the fused segment volume tends to (i) increase at least the local stiffness of the fused segment 1220, (ii) increase the stiffness of the intermediate portion 1200 of the busbar 1000, and (iii) increase the overall stiffness of the busbar 1000. Finally, it should be appreciated that increasing the volume of the non-solidified region 1670 within the fused segment volume (i) tends to increase at least the local flexibility of the fused segment 1220, (ii) tends to increase the flexibility of the intermediate portion 1200 of the bus bar 1000, and (iii) tends to increase the overall flexibility of the bus bar 1000.

[0179] As discussed above, the intermediate portion 1200 may include any number (e.g., 0-1000) of fused regions 1220 and any number (e.g., 0-1000) of non-fused regions 1520. For example, the intermediate portion 1200 may include only a single fused region 1220 or may include only non-fused regions 1520. Additionally, the fused segment 1220 may include any number of corrugations (e.g., 0-100), preferably 1-6, and most preferably four 1610, 1612, 1614, 1618. Thus, the fused segment 1220 may include any number of partially solidified regions 1650 or fully solidified regions 1690. For example, the fused segments 1220 may be substantially solid due to the fact that they contain multiple fully solidified regions 1690, or may be substantially unsolidified because the fused segments contain only a single weld 1600 of a small volume (e.g., a single laser dot). Additionally, any waveform type, frequency, and amplitude may be utilized to meet customer specifications. Overall, the unfused segments 1520 may function in a manner similar to a conventional flexible busbar 20, and the fused segments 1220 may function in a manner similar to a conventional rigid busbar 10. These integrally formed segments 1220, 1520 offer significant advantages over conventional busbars 10, 20.

[0180] An optional step in forming the busbar 1000 of the present invention includes wrapping the conductors 1090 with a protective material or insulator 1780 that encases a subset of the busbar 1000. The insulator 1780 may be a heat shrink material (e.g., CPX 100 EV from Shawcor). In an alternative embodiment, the insulation 1780 may be a tape or any other type of material that may be used to cover the busbar 1000. In a further alternative embodiment, the insulation 1780 may be formed around the busbar 1000 using an insulation machine 1782 that utilizes a centering process 1784 shown in Figures 48A-48D. Specifically, the use of this process 1784 helps prevent high scrap rates or slight pass through HI Pot parts that are formed because the busbar 1000 is allowed to move within the cavity during the injection of the material that will act as the insulator 1780. The machine 1782 shown in Figures 48A-48D utilizes biasing pins 1786a, 1786b that hold the bus bar 1000 in the center of the die 1788. The pins 1786a, 1786b may be biased using springs, magnets, or any other biasing mechanism. As shown in the transition from Figure 48B to Figure 48C, the pressure from the insertion of the insulating material 1790 biases the pins 1786a, 1786b outward from the center, which allows the bus bar 1000 to be fully encapsulated by the insulator 1780 and to be substantially centered within the insulator 1780, thus reducing hot spots or scrap bus bar. Finally, Figure 48E shows the completed bus bar 1000 removed from the die 1788 and with the conductors 1090 of the bus bar 1000 surrounded by the insulator 1780.

[0181] The insulator 1780 may include an identification device, symbol, logo, or indicia (e.g., a name, a QR code, or a radio frequency identification device ("RFID")) formed therein. These identification devices, symbols, logos, or indicia may be useful to verify that the busbars are installed in the correct location and to aid in tracking / inventory of the busbars 1000. It should be appreciated that the insulator 1780 may include shielding properties to reduce electromagnetic noise generated by these busbars 1000.

[0182] 48A and 49A, after the top, bottom and sides of the busbar 1000 are welded to form joints, a welder 850 may be used to form the end portion 500 of the busbar 1000. In forming the end portion 500, a densification weld is made and an attachment means is added thereto. The attachment means may be either an opening configured to receive a convention coupler 24, or the boltless connector system 2000 including the spring member 440a, or any other attachment mechanism for use with a busbar.

[0183] The boltless connector system 2000 is described in several applications owned by the assignee of the present application and incorporated herein by reference, including International Application No. US2019 / 36127, International Application No. US2019 / 36070, International Application No. US2019 / 36010, and International Application No. US2018 / 019787, U.S. Patent Application No. 16 / 194,891, and U.S. Provisional Application Nos. 62 / 897,658, 62 / 988,972, and 63 / 058,061. At a general level, the scope of the system 2000 is illustrated in Figures 7, 49A-49B, 63-66, 79-81, and 83-84, which provide various views of the male connector assembly 2200. The male connector assembly 2200 includes (i) a male terminal receiver 2260 and (ii) a male terminal assembly 2430. The male terminal receiver 2260 is formed from an arrangement of terminal receiver side walls 2262a-d. The side walls 2262a-d form a bowl-shaped receiver 2266. The receiver 2266 is configured to snugly receive a majority of the male terminal assembly 2430. This configuration provides additional rigidity to the male terminal assembly 2430 and limits the amount of exposure of the male terminal assembly 2430. However, the male terminal assembly 2430 is not entirely enclosed within the male terminal receiver 2260 or body 2226, as this would prevent the male terminal assembly 2430 from contacting the female terminal assembly 2800. Accordingly, side walls 2262a-d each have a male terminal opening 2268a-d therethrough to facilitate coupling of male terminal assembly 2430 to female terminal assembly 2800. Male terminal openings 2268a-d are disposed through an intermediate portion of side walls 2262a-d and configured to allow an extent of male terminal assembly 2430 to extend through side walls 2262a-d and allow male terminal assembly 430 to contact female terminal assembly 2800.

[0184] 7, 49A-49B, and 63-66 provide various views of male terminal assembly 2430. Specifically, male terminal assembly 2430 includes spring member 2440a and male terminal 2470. Male terminal 2470 includes male terminal body 2472 and male terminal connecting member or plate 2474. Male terminal connecting plate 2474 is coupled to male terminal body 2472 and configured to receive a range of busbar 1000 that connects male terminal assembly 2430 to a device (e.g., an alternator) external to connector system 2000. Male terminal body 2472 includes (i) an arrangement of male terminal side walls 2482a-2482d and (ii) rear terminal wall 480. The arrangement of male terminal side walls 2482a-2482d are coupled to one another to form a generally rectangular prism. Male terminal side walls 2482a-d include (i) side wall portions 2492a, 2492c having a generally "U-shaped" configuration, and (ii) contact arms 2494a-h. Side wall portions 2492a-d are substantially planar and have a U-shaped configuration with an intermediate segment. Contact arms 2494a-h extend (i) from the intermediate segment of side wall portions 2492a-d, (ii) away from rear male terminal wall 2480, and (iii) across the contact arm opening.

[0185] The contact arms 2494a-h extend away from the rear male terminal wall 2480 at an outward angle. This configuration allows the contact arms 2494a-h to be deflected or displaced inwardly by the female terminal assembly 800, toward the center of the male terminal 2470, when the male terminal assembly 2430 is inserted into the female terminal assembly 2800. This inward deflection is best shown in the figures contained in International Application No. US2019 / 036010. This inward deflection helps ensure that the contact arms 2494a-h are placed in contact with the female terminal assembly 2800 to create a proper mechanical and electrical connection. The male terminal 2470 is typically formed from a single piece of material (e.g., metal). Thus, the male terminal 2470 is a one-piece male terminal 2470, with integrally formed features. To integrally form these features, the male terminal 2470 is typically formed using a die cutting process. However, it should be understood that other types of forming the male terminal 2470 may be utilized, such as, for example, casting or using an additive manufacturing process (e.g., 3D printing). In other embodiments, the features of the male terminal 470 may not be formed from or may be integrally formed, but may instead be formed from separate pieces that are welded together.

[0186] FIG. 66 is a diagram of a spring member 2440a configured to function with a first embodiment of a male terminal 470. The spring member 2440a generally includes (i) arcuate spring portions 2448a-448d and (ii) spring arms 2452a-2452h. The arcuate spring portions 2448a-448d extend between the rear extent of the spring member wall 2444 and the spring arms 2452a-2452h. The spring arms 2452a-2452h are not connected to one another. This configuration allows for omnidirectional movement of the spring arms 2452a-2452h, facilitating mechanical coupling between the male terminal 2470 and the female terminal assembly 2800. The spring member 2440a is formed from a single piece of material (e.g., metal). To integrally form these features, the spring member 2440a is typically formed using a die forming process. As discussed in more detail below and in International Application No. US2019 / 036010, when spring member 2440a is formed from a flat sheet of metal and is placed within male terminal 2470 and connected to female terminal assembly 800 and exposed to high temperatures, spring member 440a exerts an outward spring thermal force S on contact arms 2494a-2494h in part due to the spring member 2440a attempting to return to a flat sheet. TF However, it should be understood that other types of forming spring member 2440a may be utilized, such as, for example, casting or using an additive manufacturing process (e.g., 3D printing). In other embodiments, features of spring member 2440a may not be integrally formed, or may be integrally formed, but may instead be formed from separate pieces that are welded together.

[0187] Additionally, it is understood that connector system 2000 meets and exceeds T4 / V4 / S3 / D2 / M2, i.e. (i) T4 is exposure of system 100 to 150°C, (ii) V4 is severe vibration, (iii) S1 is high pressure spray, (iv) D2 is durability of 200k miles, and (v) M2 is less than 45 Newtons of force required to connect male connector assembly 2200 to female connector assembly 2600. In addition, it is understood that male terminal assembly 2430 and female terminal assembly 2800 disclosed in this application may be substituted for the male terminal assemblies and female terminal assemblies disclosed in International Application No. US2018 / 019787 or International Application No. US2019 / 36010. Additionally, release of some of these connectors is disclosed in International Application No. US2020 / 14484.

[0188] Further, it should be understood that alternative configurations of connector system 2000 are possible. For example, any number of male terminal assemblies 2430 may be positioned within a single male housing assembly 2220. For example, male housing assembly 2220 may be configured to contain a plurality (e.g., between 2-30, preferably between 2-8, and most preferably between 2-4) of male terminal assemblies 2430. Female connector assembly 2600 may be reconfigured to receive these multiple male terminal assemblies into a single female terminal assembly 2800. Alternatively, female connector assembly 2600 may be reconfigured to include multiple female terminal assemblies 2800, with each female terminal assembly 2800 receiving a single male terminal assembly 2430. Moreover, it should be understood that the male terminal assembly 2430 can have any number of contact arms 2494 (e.g., between 2 and 100, preferably between 2 and 50, and most preferably between 2 and 8) and any number of spring arms 2452 (e.g., between 2 and 100, preferably between 2 and 50, and most preferably between 2 and 8). As discussed above, the number of contact arms 2494 does not have to be equal to the number of spring arms. For example, there can be more contact arms 2494 than spring arms 2452. Alternatively, there can be fewer contact arms 2494 than spring arms 2452.

[0189] Instead of bending the busbar 1000 in-plane 750, two busbars 1000a, 1000b may be joined together to form a single busbar. This may be beneficial if the customer application does not allow for the space required for the in-plane bend 750. Here, the two busbars 1002, 1004 are joined together at a defined angle (e.g., 90 degrees) using a "densification weld." The densification weld is designed to create a sufficient composite surface area equivalent to 120% of the cross-sectional area of ​​the busbar 100. This helps ensure that this area does not become a current limiter and heating element. In the exemplary embodiment shown in Figures 67-72, this 90 degree weld has negligible resistance to less than 10% of that of a straight busbar 1000 of the same length. This is very beneficial in the fact that a 90 degree bend cannot be achieved in a conventional busbar without creating a resistance area within the busbar.

[0190] When two busbars 1000 are welded together at a defined angle, the conductors 90 contained within each side of the busbars may have an overlapping, eyelet, or interwoven arrangement. Two examples of this arrangement are shown in FIGS. 67-68. Specifically, FIG. 67 shows two busbars 1002, 1004, where one busbar 1002 has segments removed from two of the conductors 1090 and the other busbar 1004 has segments removed from three of the conductors 90. These removed segments are cooperatively sized to fit together. Alternatively, FIG. 68 shows two busbars 1002, 1004, where two segments have been removed from the first busbar 1002 and three segments have been removed from the second busbar 1004. It should be understood that other overlapping, eyelet, or interwoven arrangements are contemplated by the present disclosure. Once the bus bars are in place, the designer can weld them together using a welder 789 shown in Figures 69-70. A composite fusion pattern that the welder 789 can utilize is shown in Figures 22C-22E.

[0191] As an alternative to utilizing a laser welder 850, the designer may decide to use a resistance spot welder 901. The resistance spot welder 901 may include two production modes 902a, 902b, the first production mode 902a being a prototype production mode and the second production mode 902b being a production mode. In the first or prototype production mode 902a, the user manually feeds the busbar 1000 into the machine and then controls the area of ​​the busbar 1000 that is welded by operating the machine 901 using a foot pedal. Upon activation, the machine 901 brings the charged electrodes 909a, 909b into contact with the conductor 1090. This contact causes electricity from the electrodes 909a, 909b to form at least a partially solidified region 1650. This contact procedure may be performed multiple times by the designer to form the fused segment 1220 of the busbar 1000.

[0192] Alternatively, if the designer selects the second or mass production manufacturing mode 902b, the designer must select a design for the roller electrodes 906a, 906b. Examples of these electrode designs are shown in Figures 76-78. In particular, the roller electrodes 906a, 906b may have raised surfaces (Figure 76) or recessed surfaces (Figures 77-78). The raised surfaces only contact the conductors 1090 of the busbar 1000 within these raised surfaces. Such contact with the conductors 1090 by the raised surfaces welds the busbar 1000 at these locations or areas. For example, the rollers shown in Figure 76 form a pattern that includes two sine waves. In contrast, if the rollers 906a, 906b have recessed areas, these areas will not contact the busbar 1000 and the weld area will be the remaining surface of the rollers 906a, 906b. For example, the rollers shown in Fig. 77 weld all areas within the busbar 1000 except for the area contained within the oval area. It should be understood that the exemplary rollers 906a, 906b are merely examples and are non-limiting.

[0193] Similar to busbar 1000 described above and shown in Figures 1-79, Figure 79 illustrates a second embodiment of busbar 3000. For brevity, the disclosure above related to busbar 1000 will not be repeated below, but it should be understood that references across multiple embodiments, such as the 2000 separated numbers, represent similar structures. For example, the disclosure related to fused segments 1220 applies equally to fused segments 3220. Additionally, it should be understood that the functions of busbar 3000 are similar or identical to those disclosed in connection with busbar 1000. The general characteristics of this second embodiment 3000 were identified in step 110 and are illustrated in Figure 14B and labeled Design 5. In particular, Figure 14B and labeled Design 5 show that the busbar designers identified five fused segments 3220 and four unfused segments 5220. The bends of these fused segments 3220 are shown in Figure 79, with four of the bends having only in-plane 3750 aspects and the other bend having both in-plane 3750 and out-of-plane aspects 3760. Like busbar 1000, busbar 3000 includes a connector 4000 that is identical to connector 2000.

[0194] Similar to busbar 1000 discussed above and shown in FIGS. 1-79, FIG. 80 illustrates a third embodiment of busbar 5000. For brevity, the disclosure above related to busbar 1000 will not be repeated below, but it should be understood that references across multiple embodiments, such as the 4000 separated numerals, represent similar structures. For example, the disclosure related to fused segments 1220 applies equally to fused segments 5220. Additionally, it should be understood that the functions of busbar 5000 are similar or identical to those disclosed in connection with busbar 1000. The general characteristics of this third embodiment 5000 were identified in step 110 and are illustrated in FIG. 14B and labeled Design 5. In particular, FIG. 14B and labeled Design 5 show that the busbar designer identified five fused segments 5220 and four unfused segments 5220. The bends of these fused segments 5220 are shown in Figure 80, with four of the bends having only in-plane 5750 aspects and the other bend having both in-plane 5750 and out-of-plane aspects 5760. Additionally, in this embodiment 5000, a range of unfused segments 5520 are bent. Similar to busbar 1000, busbar 5000 includes a connector 6000 that is identical to connector 2000.

[0195] Similar to busbar 1000 discussed above and shown in Figures 1-79, Figure 81 illustrates a fourth embodiment of busbar 7000. For brevity, the disclosure above related to busbar 1000 will not be repeated below, but it should be understood that references across multiple embodiments, such as the 6000 separated numbers, represent similar structures. For example, the disclosure related to fused segments 1220 applies equally to fused segments 7220. Additionally, it should be understood that the functions of busbar 7000 are similar or identical to those disclosed in connection with busbar 1000. The general characteristics of this fourth embodiment 7000 were identified in step 110 and are illustrated in Figure 14B and labeled Design 6. In particular, Figure 14B and labeled Design 6 show that the busbar designer identified three fused segments 7220 and three unfused segments 7220. 81, these three bends have only in-plane aspects 7750. Like busbar 1000, busbar 7000 includes a connector 8000 that is identical to connector 2000.

[0196] Similar to busbar 1000 described above and shown in Figures 1-79, Figure 82 illustrates a fourth embodiment of busbar 9000. For brevity, the disclosure above related to busbar 1000 will not be repeated below, but it should be understood that references across multiple embodiments, such as the 8000 separated numbers, represent similar structures. For example, the disclosure related to fused segment 1220 applies equally to fused segment 9220. Additionally, it should be understood that the functionality of busbar 9000 is similar or identical to the functionality disclosed in connection with busbar 1000. Unlike busbar 1000, busbar 9000 includes conventional bolted connectors 10,999. C. Delivery and installation of busbars

[0197] Once the mid-portion 1200 and end-portion 1700 of the busbar 1000 are formed, there are several options as to how the busbar 1000 can be delivered and installed into an environment, application, system, product, component, or device. Specifically, FIG. 51 shows three different options 199a, 199b, and 199c. The first option 199a is where the busbar 1000 is shipped to the customer in a straight and flat configuration, and the customer bends the bar 1000 to form all the desired bends. Once the busbar 1000 contains the necessary bends, it can be installed into a system (e.g., a battery pack in a vehicle). The second option 199b is where the busbar 1000 is bent in-plane 1750 and then shipped to the customer. In this configuration, the busbar 1000 does not contain any bends in the Z direction and is therefore substantially flat. Once the customer receives the busbar 1000, the customer can bend the busbar 1000 to form the out-of-plane bend 1760. Once the busbar 1000 contains the necessary bends, the busbar 1000 can be installed in a system (e.g., a battery pack in a vehicle). By shipping the busbar 1000 in association with the first or second options 199a, 199b, the probability of the busbar 1000 being damaged is reduced. In addition, the package size of the busbar can be dramatically reduced. Thus, a significant amount of money spent on shipping costs can be saved. Finally, in the third option 199c, the busbar 1000 can be shipped to the customer in a ready-to-install form without the customer needing to perform additional bending.

[0198] To bend the busbar 1000 into a desired configuration, the busbar 1000 may have (i) one or more in-plane bends 1750, (ii) one or more out-of-plane bends 1760, or (iii) a combination of one or more in-plane bends 1750 and one or more out-of-plane bends 1760. As discussed above, the in-plane bends 1750 are formed only in the fused segments 1220 of the busbar 1000. This helps ensure that the individual conductors in the busbar 1000 do not delaminate due to this bending. In other words, the in-plane bends 1750 are not formed in the unfused segments 1520 of the busbar 1000. In contrast, the out-of-plane bends 1760 may be formed in the fused segments 1220 or the unfused segments 1520. This is because the out-of-plane bends 1760 do not impart the same stress to the conductors 1090 that the out-of-plane bends 1750 impart to the conductors 1090. Thus, when the designer / manufacturer bends the busbar 1000 into a configuration for installation, the designer / manufacturer must ensure that they are bending the busbar 1000 at the proper segments 1220, 1520. Additionally, the busbar / manufacturer must be able to apply the proper amount of force to bend the busbar 1000 into the desired shape. In an illustrative and non-limiting example, the pressure required to bend the non-fused segments 1520 of the busbar may require approximately 250 pounds of force. To bend the fused segments 1220 of the busbar 1000, the designer must apply more force than to bend the non-fused segments, but this is less force than would be required to bend a fully solidified busbar. For example, this force required to bend the fused segments 1220 may be between 250 pounds and 500 pounds.

[0199] To form these bends, the designer / manufacturer may use any of the following machines 780a, 780b, or 780c shown in Figures 52-55B. In particular, Figures 780a, 780b show bending machines used to bend the prototype busbar 1000, while Figures 54-55B show bending machines used to bend the busbar 1000 manufactured using mass production assembly. The prototype bending machine 780a includes three spools 782a, 782b, 782c with sides configured to completely encase the busbar 1000 while bending. The middle spool 782b is attached to an arm 784 and can be cranked down to apply downward pressure to the busbar 1000, taking into account the relative positions of the two end spools 782a, 782c. In other words, the middle spool 782b acts as a primary axis to bend the busbar 1000 in-plane 1750. The mass production machine 780c automates the functions of the prototype bending machines 780a, 780b. In particular, FIGS. 55A and 55B show that the mass production machine 780c can create both in-plane bends 1750 and out-of-plane bends 1760 in the busbar 1000. It should be understood that these are merely examples of machines 780a-780c that may be utilized to bend the busbar 1000. For example, a particular out-of-plane bend 1760 may not be bent by a machine, but instead may be bent by hand.

[0200] 83-84 are diagrams illustrating an automobile environment M including a power distribution system 11000 including several components such as a charger, a battery pack assembly 11002, a DC-DC converter, and an electric motor. As shown in FIG. 83-84, the battery pack assembly 11004 has a skateboard configuration, and the battery pack assembly 11002 has a plurality (e.g., 36) battery pack modules 11006 arranged in a substantially linear configuration positioned at or below the axle level and below a majority of the motor vehicle body 11008 when installed. The battery pack modules 11006 are formed from a plurality (e.g., 12) cells that are coupled together to form a positive terminal 11010 and a negative terminal 11012 for each battery pack module 11006. The positive terminals 11010 of these battery pack modules 11006 are coupled together (e.g., in parallel and series) using bus bars 1000, 3000, 5000, 7000, 9000 to create a battery pack 11002 that provides appropriate voltage levels for operation of the vehicle M. Similar to the positive terminals 11010, the negative terminals 11012 are similarly coupled using bus bars 1000, 3000, 5000, 7000, 9000. It should be appreciated that the bus bars 1000, 3000, 5000, 7000, 9000 may be used for components contained within the vehicle environment M outside of the battery pack assembly 11002. Additionally, the bus bars 1000, 3000, 5000, 7000 of the present invention are PCTR compliant, which not only reduces the height requirements of the bus bars, but also simplifies installation.

[0201] It may be desirable to collect information obtained from fabricating and bending the busbar 1000 made from the engineering model 100. This information can then be fed back to the overall computer system to more accurately convert the non-engineering models 68a-68h to the engineering model 100 and test the engineering model 100. For example, information that may be fed back to the computer system may include (i) whether too much of a fully frozen region may have been caused, (ii) whether the fusion method did not extend the partially frozen region to the desired depth, (iii) the bending force required to bend the fused segments 1220, (iv) electrical properties of the fused segments, (v) whether the fused segments 1220 delaminate during the bending process, or (vi) other relevant information. The computer system can take this information and modify the FE model used in the test. The FE model can closely predict how the busbar 1000 will behave when fabricated, and the designer may utilize this FE model to help convert the non-engineering models 68a-68h to the engineering model 100. It should be appreciated that the information fed back to the computer system may be adapted and / or analyzed with a learning algorithm or neural network. This analysis may then be used to modify the FE model to improve its accuracy, thereby allowing for a more accurate creation of the engineering model 100, resulting in a cheaper, higher performing, and more durable busbar 1000. Materials and Disclosures Incorporated by Reference

[0202] Nos. US2020 / 49870, US2020 / 14484, US2020 / 13757, US2019 / 36127, US2019 / 36070, US2019 / 36010, and US2018 / 019787, U.S. Patent Application No. 16 / 194,891, and U.S. Provisional Patent No. Each of Application Nos. 62 / 897,658, 62 / 897,962, 62 / 897,962, 62 / 988,972, 63 / 051,639, 63 / 058,061, 29 / 749,790 and 29 / 749,813 is incorporated by reference in its entirety and made a part hereof.

[0203] The SAE Standard, J1742_201003, entitled "Connections for High Voltage On-Board Vehicle Electrical Wiring Harnesses-Test Methods and General Performance Requirements," last revised March 2010, is hereby incorporated by reference in its entirety and made a part hereof.

[0204] The following ASTM standards are hereby incorporated by reference in their entirety: (i) D4935-18, entitled "Standard Test Method for Measuring the Electromagnetic Shielding Effectiveness of Planar Materials," and (ii) ASTM D257, entitled "Standard Test Methods for DC Resistance or Conductance of Insulating Materials."

[0205] The American National Standards Institute and / or the EOS / ESD Association, Inc. standard ANSI / ESD STM11.11 Surface Resistance Measurements of Static Dissipative Planar Materials, each of which is incorporated by reference in its entirety and made a part hereof.

[0206] The DIN standard, Connectors for electronic equipment-Tests and measurements-Part 5-2: Current-carrying capacity tests; Test 5b: Current-temperature de-rating (IEC60512-5-2:2002), is incorporated by reference in its entirety and forms a part of this specification.

[0207] USCAR standards: (i) SAE / USCAR-2, Revision 6, February 2013 ISBN: 978-0-7680-7998-2; (ii) SAE / USCAR-12, Revision 5, August 2017 ISBN: 978-0-7680-8446-7; (iii) SAE / USCAR-21, Revision 3, December 2014; (iv) SAE / USCAR-25, Revision 3, March 2016 ISBN: 978-0-7680-8319-4; (v) SAE / USCAR-37, Revision 3, August 2008 ISBN: 978-0-7680-2098-4; (vi) SAE / USCAR-38, Revision 1, May 2016 ISBN:978-0-7680-8350-7, each of which is incorporated by reference in its entirety and made a part of this specification.

[0208] Other standards, including Federal Test Method Standards 101C and 4046, are incorporated by reference in their entirety and made a part of this specification. Industrial Applicability

[0209] The inventive busbar 1000 described herein includes many advantages over other existing busbar systems, including: (i) using less material, (ii) weighing less, (iii) providing sufficient current paths, thereby allowing more current to pass without a significant increase in busbar temperature, (iv) being able to be shipped in a substantially flat configuration, thereby reducing shipping costs and reducing the chance of the busbar deforming, (v) being able to have a bolted or boltless configuration, the boltless configuration reducing labor costs associated with installation, (vi) not requiring special molds or fabrication techniques, allowing the busbar 1000 to be custom-fitted to a particular application, (vii) not requiring the combination of multiple different materials, which also increases the amount of current the busbar 100 can handle without a significant increase in temperature, (viii) having a low profile configuration, thereby allowing designers to reduce the height of the battery pack, and (ix) being able to be molded into complex shapes at or near where the busbar will be installed.

[0210] While the above describes what are believed to be best modes and / or other examples, it is understood that various modifications may be made therein and that the subject matter disclosed herein may be implemented in a variety of forms and examples, and that the teachings may be applied to numerous applications, only some of which are described herein. For example, within intermediate portion 1200, busbar 1000 may not include unfused segments 1520, but may include only fused segments 1220. It is intended in the following claims to claim all modifications and variations that fall within the true scope of the present concepts. Other implementations are contemplated.

[0211] While several implementations have been illustrated and described, numerous modifications come to mind without significantly departing from the spirit of this disclosure. The scope of protection is limited only by the scope of the appended claims. Headings and subheadings, if any, are used for convenience only and are not limiting. The word exemplary is used to mean to serve as an example or illustration. To the extent that terms such as "include," "have," and the like are used, they are intended to be inclusive in a similar manner to the term "comprising," and "comprising" is to be interpreted when used as a transitional term in the claims. Relative terms such as first and second may be used to distinguish one entity or action from another without necessarily requiring or suggesting any actual such relationship or order between the entities or actions.

[0212] The phrases "one aspect," "that aspect," "another aspect," "some aspects," "one or more aspects," "one implementation," "that implementation," "another implementation," "some implementation," "one or more implementations," "one embodiment," "that embodiment," "another embodiment," "some embodiments," "one or more embodiments," "one configuration," "that configuration," "another configuration," "some configuration," "one or more configurations," the subject technology, the disclosure, the present disclosure, other variations thereof, and similar phrases are used for convenience and do not imply that the disclosure of such phrases is essential to the subject technology or that such disclosure applies to all configurations of the subject technology. The disclosure of such phrases may apply to all configurations or one or more configurations. The disclosure of such phrases may provide one or more examples. Phrases such as "aspect" or "some aspects" may refer to one or more aspects, and vice versa, as with the other aforementioned phrases.

[0213] Numerous modifications to the present disclosure will be apparent to those skilled in the art in light of the foregoing description. Preferred embodiments of the present disclosure are described herein, including the best mode known to the inventors for carrying out the disclosure. Of course, it is to be understood that the illustrated embodiments are illustrative only and should not be construed as limiting the scope of the present disclosure.

Claims

1. 1. A bus bar for electrically connecting components within a device, the bus bar comprising: a plurality of conductors arranged to provide two opposing end portions and an intermediate portion extending between the opposing end portions; the intermediate portion includes a fused segment including a fully solidified region where all of the conductors are fused together to form a single connected conductor; A busbar, wherein the completely solidified region is formed by irradiating a peripheral portion of the plurality of conductors in the intermediate portion of the busbar with a laser.

2. 2. The busbar of claim 1 , wherein the plurality of conductors in the fused segment are arranged in a vertical stack comprising a top conductor and a bottom conductor, the top conductor and the bottom conductor defining a height of the fused segment extending therebetween, and the fully solidified region extends between the top conductor and the bottom conductor.

3. the intermediate portion of the busbar is rigid and the fully solidified region occupies a first volume; The busbar of claim 1 or 2, wherein increasing the volume of the fully solidified region increases the stiffness of the intermediate portion of the busbar.

4. the intermediate portion includes: (i) a non-solidified region where none of the conductors are fused together to form a single, connected conductor; and (ii) an inner weld boundary located between the fully solidified region and the non-solidified region; 4. The busbar of claim 1, wherein the intermediate portion has a width extending between a periphery of the plurality of conductors and the inner weld boundary that is less than 5 mm.

5. the intermediate portion includes: (i) a non-solidified region where none of the conductors are fused together to form a single, connected conductor; and (ii) an inner weld boundary located between the fully solidified region and the non-solidified region; 4. The busbar of claim 1, wherein a width of the intermediate portion extending between a periphery of the plurality of conductors and the inner weld boundary varies along a length of the busbar.

6. The busbar of claim 1 , wherein the conductors of at least one of the end portions are fused together to form a single, connected conductor.

7. 7. The busbar of claim 1, wherein the end portions are fused together by irradiating both (a) a top surface of a top conductor of the busbar end portion and (b) a bottom surface of a bottom conductor of the busbar end portion with a laser.

8. 1. A bus bar for electrically connecting components within a device, the bus bar comprising: (i) a plurality of conductors arranged in a vertical stack to provide two opposing end portions and a middle portion, and (ii) comprising a top conductor and a bottom conductor; each of the end portions includes a region where all conductors located between the top conductor and the bottom conductor are fused together to form a single connected conductor; the intermediate portion of the busbar includes a periphery; a busbar, the busbar being configured to irradiate the periphery of the intermediate portion with a laser to form a solidified area in which all of the conductors are fused together to form a single connected conductor.

9. 9. The busbar of claim 8, wherein a laser is applied to at least one of: (a) a top surface of the top conductor of the end portion of the busbar; and (b) a bottom surface of the bottom conductor of the end portion of the busbar.

10. 1. A bus bar for electrically connecting components within a device, the bus bar comprising: a plurality of conductors arranged to provide two opposing end portions and an intermediate portion extending between the opposing end portions, each of the conductors of the plurality of conductors intersecting the intermediate portion, the intermediate portion having: an unfused segment in which the conductors are not fused together; a fused segment, the fused segment including both (i) a fully solidified edge region where all of the conductors are fused together at their side edges to form a single connected conductor, and (ii) a non-solidified region where none of the conductors are fused together; The busbar, wherein the fully solidified edge region is formed by irradiating a periphery of the plurality of conductors in the intermediate portion of the busbar with a laser.

11. the plurality of conductors are arranged in a vertical stack comprising a top conductor and a bottom conductor, the top conductor and the bottom conductor defining a height of a fused segment extending therebetween; The busbar of claim 10 , wherein the fully solidified edge region extends between the top and bottom conductors and is formed using an edge welding process.

12. the intermediate portion of the busbar is rigid and the fully solidified edge region occupies a first volume; 12. The busbar of claim 10 or 11, wherein increasing the volume of the fully solidified edge region increases the stiffness of the intermediate portion of the busbar.

13. the intermediate portion includes an inner weld boundary located between the fully solidified edge region and the non-solidified region; 13. The busbar of claim 10, wherein the width of the intermediate portion extending between a periphery of the plurality of conductors and the inner weld boundary is less than 5 mm.

14. The busbar of claim 13, wherein the conductors at at least one of the end portions are fused together to form a single connecting conductor, the single connecting conductor of the at least one of the end portions having a surface area at least equal to 120% of a cross-sectional area perpendicular to the width of the busbar of the at least one of the end portions.

15. 1. A busbar for electrically connecting components within a device, the busbar comprising a plurality of conductors, the plurality of conductors comprising: (i) arranged to provide two opposing end portions and an intermediate portion, each conductor of the plurality of conductors extending across the intermediate portion between the two opposing end portions; (ii) arranged in a vertical stack having a top conductor and a bottom conductor; each of the end portions includes a fully solidified region where all conductors located between the top conductor and the bottom conductor are fused together to form a single connected conductor; the intermediate portion includes an unfused segment in which the conductors are not fused together; the intermediate portion of the busbar includes a periphery; a busbar, the busbar being configured to irradiate the periphery of the intermediate portion with a laser to form a solidified area in which all of the conductors are fused together to form a single connected conductor.

16. 16. The busbar of claim 15, wherein the fully solidified region is formed by irradiation of a laser, the laser following a composite pattern including a top fusion pattern and a bottom fusion pattern.

17. A busbar as described in claim 15 or 16, wherein the fully solidified region of each of the end portions has a surface area at least equal to 120% of the cross-sectional area perpendicular to the width direction of the busbar of at least one of the end portions.

18. 17. The busbar of claim 15 or 16, wherein the intermediate portion further comprises a fused segment having (i) a fully solidified edge region where all of the conductors are fused together at their side edges, and (ii) a non-solidified region where none of the conductors are fused together.

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