Patent Publication Number: US-2023154644-A1

Title: Electrical busbar and method of fabricating the same

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is claims priority from U.S. Utility patent application Ser. No. 17/016,321, filed Sep. 9, 2020, U.S. Provisional Patent Application No. 62/897,962, filed Sep. 9, 2019, U.S. Provisional Patent Application No. 62/988,972, filed Mar. 13, 2020, and U.S. Provisional Patent Application No. 63/051,639, filed Jul. 14, 2020, all of which are incorporated herein by referenced and made a part hereof. 
    
    
     FIELD OF DISCLOSURE 
     The present disclosure relates to electrical connectors, and, in particular, to a busbar for use in electrical signal and power distribution systems like those found in automotive, military, marine and aviation applications. The inventive busbar features at least one fused segment with a solidified region and one potentially unfused segment, which enables the busbar to be formed with complex geometric configurations that are necessary in electrical signal and power distribution systems. 
     BACKGROUND 
     Over the past several decades, the number of electronic devices, components, and systems in the automotive, military, marine and aviation sectors have dramatically increased and are expected to continue to increase in the future. The performance of devices, components, and systems comply with and/or conform to industry performance standards, as well as production and reliability requirements. As an example, in the automotive segment, automobiles, and other on-road and off-road vehicles such as pick-up trucks, commercial trucks, semi-trucks, motorcycles, all-terrain vehicles, and sports utility vehicles (collectively “motor vehicles”) have experienced a dramatic increase in the number and complexity of electronic devices, components, and systems. Electronics are used to improve performance, manage safety features, control emissions, and provide creature comforts to the occupants and users of the motor vehicles. For motor vehicles, a number of electronic components and devices provide critical signal connections for automotive airbags, batteries, battery power packs, and advanced driver-assistance systems (ADAS). 
     However, motor vehicles are challenging operating environments due to vibration, heat, and moisture, all of which can limit the performance, reliability and operating life of electronic devices and the connectors used to install them in the vehicles. The same challenges apply in the military marine and aviation sectors. For example, heat, vibration and moisture can all lead to premature wear and eventual failure of the connector and/or the devices themselves. In fact, loose connectors, both in the assembly plant and in the field, are one of the largest failure modes for motor vehicles. Considering that just the aggregate annual accrual for warranty by all of the automotive manufacturers and their direct suppliers is estimated at between $50 billion and $150 billion, worldwide, a large failure mode in automotive is associated with a large dollar amount. 
     In light of these challenging electrical environments, considerable time, money, and energy have been expended to develop power distribution assemblies that meet all of the needs of these markets. Most conventional power distribution assemblies use custom fabricated busbars which are expensive to fabricate and install. By utilizing custom fabricated busbars, any alterations to the power distribution system may require altering the configuration of one or more busbars. These alterations are time-consuming to develop and they further increase labor and installation costs. Once the configuration of these custom-fabricated 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). These conventional fasteners make installing the busbars within the application extremely difficult due to the protective equipment that an installer may be required to wear in order to protect themselves during this process. Finally, after the conventional busbars are properly installed within the application, they are prone to high failure rates due to their complex geometric configuration. Accordingly, there is an unmet need for an improved busbar that is boltless, modular suitable, and is suitable for use in power distribution systems that require complex geometries and that are typically found in automotive, military, marine and aviation applications. 
     The description provided in the background section should not be assumed to be prior art merely because it is mentioned in or associated with the background section. The background section may include information that describes one or more aspects of the subject technology. 
     SUMMARY 
     The present disclosure relates to a busbar with at least one fused, stiffer segment and one unfused, flexible segment which enable the busbar to be formed with a complex geometry in the three dimensional Cartesian X, Y and Z coordinate system. The fused segment of the busbar contains at least one region of conductors that has been partially solidified or fully solidified, which increases the stiffness of the fused segment of the busbar. The unfused segment of the busbar contains unsolidified regions of conductors, not partially solidified or fully solidified regions of conductors, that cause the unfused segment to be flexible and capable of being bent in the in-plane X-Y direction or the out-of-plane Z direction. 
     As such, the inventive busbar can be installed in electrical signal and power distribution systems that require complex geometric configurations. These electrical signal and power distribution systems are prevalent in automotive, military, marine and aviation applications, which have industry performance standards and production and reliability requirements that the inventive busbar can meet due to its unique properties. 
     Other aspects and advantages of the present disclosure will become apparent upon consideration of the following detailed description and the attached drawings wherein like numerals designate like structures throughout the specification. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The drawing figures depict one or more implementations in accord with the present teachings, by way of example only, not by way of limitation. In the figures, like reference numerals refer to the same or similar elements. 
         FIG.  1 A  is a conventional rigid busbar with a configuration having in-plane bends; 
         FIG.  1 B  is a conventional rigid busbar with a configuration having multiple out-of-plane bends; 
         FIGS.  2 A and  2 B  show the installation of a conventional busbar to a component within an application, such as an automotive vehicle; 
         FIGS.  3 A and  3 B  show the orientation of a three dimensional X, Y and Z Cartesian coordinate system for straight and bent busbar configurations; 
         FIG.  4    is a flowchart showing the steps for creating the inventive busbar; 
         FIG.  5 A  shows a digital request from a customer for a plurality of busbars to be installed within a battery pack, wherein the specifications and requirements for said busbars are contained within the customer&#39;s request; 
         FIG.  6    is a flowchart showing the steps for digitally designing the busbars; 
         FIG.  7 A  shows a computer generated model with a layout of busbars that meet the customer&#39;s device specifications and requirements; 
         FIGS.  7 B- 7 F  show perspect views of busbar that comprise the layout in  FIG.  7 A ; 
         FIG.  8    is a flowchart showing the steps for selecting the material(s) and configuration of the conductors within the busbar based on the selected busbar design; 
         FIGS.  9 A and  9 B  show a plurality of different conductor configurations that may be selected during the busbar design process, wherein the conductors vary in width, height, layout, shape, orientation, and number; 
         FIG.  10 A- 10 I  show a plurality of different conductor configurations that may be selected during the busbar design process, wherein the conductors vary in width, height, shape, orientation, and number; 
         FIG.  11 A- 11 F  show a plurality of different conductor configurations that may be selected during the busbar design process, wherein the conductors vary in width, diameter, layout, shape, orientation, and number; 
         FIGS.  12 A- 12 D  show two different edge details that may be selected in the busbar design process, wherein  FIG.  12 B  is an enlarged view of one conductor shown in  FIG.  12 A  and  FIG.  12 D  is an enlarged view of one conductor shown in  FIG.  12 C ; 
         FIGS.  13 A and  13 B  show an intermediate busbar portion having one consistent segment or multiple segments that vary, wherein the segment design is based upon the geometry of the bends contained within the busbar; 
         FIGS.  14 A- 14 G  show a plurality of different segments of a busbar, wherein the design of the selected segments is based upon the geometry of the bends contained within the busbar; 
         FIG.  15    is a flowchart showing different methods that can be used to fuse the selected segments of the busbar; 
         FIGS.  16 A- 16 D  show exemplary shapes of the laser beam that may be utilized to fuse the selected segments of the busbar; 
         FIGS.  16 E- 16 H  show exemplary laser paths that the laser may utilize to fuse the selected segments of the busbar; 
         FIG.  17 A  is a flowchart for determination of the combination pattern for the identified fused segments of the intermediate portion of the busbar; 
         FIG.  17 B  is a flowchart for determination of the combination pattern for the end portion(s) of the busbar; 
         FIGS.  18 A- 18 R  show exemplary waveform types that may be used in the creation of the top and/or bottom fusion patterns; 
         FIG.  19 A  shows a top fusion pattern that includes two exemplary waveforms, said top fusion pattern is configured to be disposed on the top surface of a fused segment contained within an intermediate portion of the busbar; 
         FIG.  19 B  shows a bottom fusion pattern that includes two exemplary waveforms, said bottom fusion pattern is configured to be disposed on the bottom surface of a fused segment contained within an intermediate portion of the busbar; 
         FIG.  19 C  shows a combined fusion pattern that includes the top fusion pattern and the bottom fusion pattern, wherein the top fusion pattern and the bottom fusion pattern are arranged such that they minimize the direct overlap with one another; 
         FIG.  20 A  shows a combined fusion pattern that is designed to undergo an out-of-plane; 
         FIG.  20 B  shows a combined fusion pattern that is designed to undergo an in-plane; 
         FIG.  20 C- 20 D  shows variance of the frequency of the waveforms contained within the combined fusion pattern based upon the width of the busbar; 
         FIG.  21 A  shows variance of the frequency of the waveforms contained within the combined fusion pattern within a single fused segment of the busbar; 
         FIG.  21 B  shows another exemplary combined fusion pattern, wherein the frequency of the waveforms vary within a single fused segment of the busbar; 
         FIG.  22 A  shows a top fusion pattern configured to be disposed on the top surface of a fused segment of the end portion of the busbar; 
         FIG.  22 B  shows a bottom fusion pattern configured to be disposed on the bottom surface of a fused segment of the end portion of the busbar; 
         FIG.  22 C  shows a combined fusion pattern that is comprised of the top fusion pattern and the bottom fusion pattern, wherein the top fusion pattern and bottom fusion pattern are arranged such that they minimize the direct overlap with each other; 
         FIGS.  22 D and  22 E  show alternative combined fusion patterns that may be disposed on a fused segment of the end portion of the busbar; 
         FIGS.  23 A- 23 D  show exemplary embodiments of combined fusion patterns that may be utilized with the intermediate portion of the busbar; 
         FIGS.  24 A-C  shows machines for the digital testing of the busbar design to ensure that it meets the customer&#39;s busbar specifications; 
         FIG.  25    is a flowchart showing the fabrication process of the inventive busbar design; 
         FIG.  26    shows a laser welding machine welding the intermediate portion of the busbar based upon the combined fusion pattern associated with the selected design; 
         FIG.  27    shows a laser welding machine welding an end portion of the busbar based upon the combined fusion pattern associated with the selected design; 
         FIG.  28    shows a laser welding machine welding an edge detail associated with the selected design; 
         FIG.  29    is a perspective view of the inventive busbar with fused segments that have two combination surface patterns; 
         FIG.  30    is a top view of the busbar of  FIG.  29   ; 
         FIG.  31    is a bottom view of the busbar of  FIG.  29   ; 
         FIG.  32    is a first side view of the busbar of  FIG.  29   ; 
         FIG.  33    is a second side view of the busbar of  FIG.  29   ; 
         FIG.  34    is a first end view of the busbar of  FIG.  29   ; 
         FIG.  35    is a second end view of the busbar of  FIG.  29   ; 
         FIG.  36    is a top view of the busbar of  FIG.  29   ; 
         FIG.  37    is a cross-sectional view of  FIG.  36    taken along line  37 - 37  of  FIG.  36   ; 
         FIG.  38    is a zoomed-in view of  FIG.  37    showing a fused segment and an unfused segment including partially solidified regions and unsolidified regions; 
         FIG.  39    is a zoomed-in view of  FIG.  38    showing the fused segment including partially solidified regions and unsolidified regions; 
         FIG.  40    is a top view of the busbar of  FIG.  29   ; 
         FIG.  41    is a cross-sectional view of  FIG.  40    taken along line  41 - 41  of  FIG.  40   ; 
         FIG.  42    is a zoomed-in view of  FIG.  41    showing a fused segment and a unfused segment, wherein the fused segment includes fully solidified regions and unsolidified regions; 
         FIG.  43    is a zoomed-in view of  FIG.  42    showing a fused segment including fully solidified regions and unsolidified regions; 
         FIG.  44    is a top view of the busbar of  FIG.  29   ; 
         FIG.  45    is a cross-sectional view of  FIG.  44    taken along line  45 - 45  of  FIG.  44    showing a fused segment including fully solidified regions, partially solidified regions, and unsolidified regions; 
         FIG.  46    is a top view of the busbar of  FIG.  29   ; 
         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 regions and unsolidified regions; 
         FIG.  48 A  is a perspective view of a busbar insulating machine; 
         FIG.  48 B- 48 D  shows the operation of the busbar insulating machine of  FIG.  48 A , wherein the insulating machine uses a cavity centering method to insulate the conductors of the busbar; 
         FIG.  42 E  is a busbar that has been insulated using the insulating machine of  FIG.  48 A ; 
         FIG.  49 A  shows a laser welding machine forming an opening within the busbar, wherein the opening is designed to receive a conventional elongated coupler; 
         FIG.  49 B  is a zoomed-in view of the busbar with an opening formed in the end portion; 
         FIG.  50 A  shows a laser welding machine coupling an electrical connector assembly with an internal spring component to the busbar; 
         FIG.  50 B  is a zoomed-in view of the busbar with the electrical connector assembly with an internal spring component coupled thereto; 
         FIG.  51    is a flowchart showing options for delivery of the busbar to a customer and installation of the busbar; 
         FIG.  52    is a first embodiment of a busbar bending machine that may be used during fabrication of busbar prototypes and testing thereof; 
         FIG.  53    is a second embodiment of a busbar bending machine that may be used during fabrication of busbar prototypes and testing thereof; 
         FIG.  54    is an embodiment of a busbar bending machine that may be used during mass production of the busbars; 
         FIGS.  55 A- 55 B  show how the busbar bending machine of  FIG.  66    may bend select portions of the busbar; 
         FIG.  56    is a perspective view of the inventive busbar with fused segments that have two combination surface patterns, the busbar being in a bent configuration and the insulation removed; 
         FIG.  57    is a first end view of the busbar of  FIG.  56   ; 
         FIG.  58    is a second end view of the busbar of  FIG.  56   ; 
         FIG.  59    is a first side view of the busbar of  FIG.  56   ; 
         FIG.  60    is a second side view of the busbar of  FIG.  56   ; 
         FIG.  61    is a top view of the busbar of  FIG.  56   ; 
         FIG.  62    is a bottom view of the busbar of  FIG.  56   ; 
         FIG.  63 A  is a perspective view of a housing for the electrical connector assembly with an internal spring component prior to coupling to the busbar; 
         FIG.  63 B  is a bottom view of the housing shown in  FIG.  68 A ; 
         FIG.  64    is a perspective view of the inventive busbar, wherein insulation surrounds the busbar and the busbar has two electrical connector assemblies that are partially surrounded by housings; 
         FIG.  65    is a top view of the busbar of  FIG.  64   ; 
         FIG.  66    is a cross-sectional view of the inventive busbar of  FIG.  65    taken along line  66 - 66  of  FIG.  65   , and showing partially solidified regions and unsolidified regions of the fused segment of the busbar; 
         FIG.  67    shows two end portion configurations of busbars that may be utilized when joining the two busbars together in an “interleaved” configuration; 
         FIG.  68    shows two end portion configurations of busbars that may be utilized when joining the two busbars together in an “offset stack” configuration; 
         FIGS.  69 - 70    show a laser welding machines welding the end portions of two busbars at a junction region; 
         FIG.  71    shows two busbars that have been joined together at a junction region, wherein each busbar includes both a fused segment and a unfused segment; 
         FIG.  72    shows a top view of the busbars shown in  FIG.  54   , wherein the busbars have been joined together using a “densification” weld and a “butt” weld; 
         FIG.  73    is a perspective view of a resistive welding machine; 
         FIG.  74    is a cross-sectional view of a busbar and an extent of the resistive welding machine of  FIG.  73   , wherein the welding machine is set to a prototype fabrication mode; 
         FIG.  75    is a cross-sectional view of a busbar and an extent of the resistive welding machine of  FIG.  73   , wherein the welding machine is set to a mass production fabrication mode; 
         FIGS.  76 - 78    are exemplary embodiments of electrode rollers that are installed within the welding machine of  FIG.  73    when the machine is in the mass production mode; [ 00103 ]  FIG.  79    is a perspective view of a second embodiment of the inventive busbar with the insulation extending between opposed electrical connector assemblies; 
         FIG.  80    is a perspective view of a third embodiment of the inventive busbar with the insulation extending between opposed electrical connector assemblies; 
         FIG.  81    is a perspective view of a fourth embodiment of the inventive busbar with the insulation extending between opposed electrical connector assemblies; 
         FIG.  82    is a perspective view of a fifth embodiment of the inventive busbar with the insulation extending between opposed bolt and nut connectors; 
         FIG.  83    is a perspective view of a battery pack installed within a skateboard of a vehicle, wherein the battery pack includes multiple inventive busbars electrically and mechanically connected to modules within the battery pack; and 
         FIG.  84    is a perspective view of a vehicle having a battery pack, wherein the battery pack includes the multiple inventive busbars electrically and mechanically connected to modules within the battery pack. 
     
    
    
     DETAILED DESCRIPTION 
     In the following detailed description, numerous specific details are set forth by way of examples in order to provide a thorough understanding of the relevant teachings. 
     However, it should be apparent to those skilled in the art that the present teachings may be practiced without such details. In other instances, well-known methods, procedures, components, and/or circuitry have been described at a relatively high-level, without detail, in order to avoid unnecessarily obscuring aspects of the present teachings. 
     While this disclosure includes a number of embodiments in many different forms, there is shown in the drawings and will herein be described in detail particular embodiments with the understanding that the present disclosure is to be considered as an exemplification of the principles of the disclosed methods and systems, and is not intended to limit the broad aspects of the disclosed concepts to the embodiments illustrated. As will be realized, the disclosed methods and systems are capable of other and different configurations and several details are capable of being modified all without departing from the scope of the disclosed methods and systems. For example, one or more of the following embodiments, in part or whole, may be combined consistently with the disclosed methods and systems. As such, one or more steps from the flowcharts or components in the Figures may be selectively omitted and/or combined consistently with the disclosed methods and systems. In addition, the steps contained within the flowcharts can be performed in different orders. In other words, the order of the steps described below does not have to be strictly followed and instead steps can be performed out of order. Accordingly, the drawings, flow charts and detailed descriptions are to be regarded as illustrative in nature, not restrictive or limiting. 
     1) Definitions 
     The following terms appear through this specification and are defined as follows. The term “partial solidification zone” is an area of the fused segment of the intermediate portion of the busbar, where the zone extends from the lowermost conductor in the fused segment to the upper most conductor in the fused segment. For example, in  FIG.  39    zone  1660  of the busbar  1000  that extends between the top surface  1000   a  and the bottom surface  1000   b  that has undergone a partial penetration weldment process. 
     The term “partially solidified region” means an extent of the partial solidification zone of the busbar that has undergone a partial penetration weldment process. This process combines or fuses some, but not all, of the intermediate extents of conductors contained within the partial solidification zone to form the partially solidified region that provides a single consolidated conductor. Examples of partially solidified regions  1650  are shown in  FIGS.  38 ,  39 , and  45   . In the partially solidified region  1650 , a significant amount (e.g., approximately 70%) of the conductors  1090  located within the partial solidification zone  1660  are combined into a single consolidated conductor and a lesser amount (e.g., approximately 30%) of the conductors located within the partial solidification 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. 
     The term “unsolidified region” means an extent of the busbar that has not undergone a weldment process to combine or fuse any of the conductors contained within that extent of the busbar. As such, all of the conductors located within an unsolidified region remain as individual conductors. For example,  FIG.  39    shows unsolidified regions  1670  adjacent to and between the two partially solidified regions  1650  within the fused segment  1220  of the intermediate portion  1200  of the inventive busbar  1000 . 
     The term “fully solidified region” means an extent of the busbar that has undergone a full penetration weldment process to combine or fuse all conductors contained within that extent of the busbar into a single consolidated conductor. For example,  FIG.  43    shows one fully solidified region  1690  flaked by unsolidified region  1670  within the fused segment  1220  of the intermediate portion  1200  of the inventive busbar  1000 . 
     The term “fused segment” is an extent of the busbar that contains at least one partially solidified region or fully solidified region, or both. The fused segment may also include an unsolidified regions. For example,  FIG.  39    shows unsolidified regions  1670  and partially solidified regions  1650 , and  FIG.  43    shows unsolidified regions  1670  surrounding a fully solidified region  1690 , both within the fused segment  1220  of the intermediate portion  1200  of the inventive busbar  1000 . 
     The term “unfused segment” is an extent of the busbar that does not contain a either a partially solidified region or a fully solidified region. Thus, the unfused segment only contains an unsolidified region(s). For example,  FIGS.  38  and  42    shows unsolidified regions  1670  within the unfused segment  1520  of the intermediate portion  1200  of the inventive busbar  1000 . 
     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  FIGS.  3 A- 3 B . The term “in-plane bend” is a type of bend of the busbar that is oriented in the X-Y plane and that is oriented transverse, typically perpendicular to the width of the busbar.  FIG.  1 A  shows a busbar  10  with two exemplary in-plane bends  1750  in the X-Y plane, which were formed within the fused segment  1220  of the intermediate portion  1200  of the inventive busbar  1000 . 
     The term “out-of-plane” refers to the Z direction in the three dimensional Cartesian X, Y and Z coordinate system, as shown in  FIG.  3   . The term “out-of-plane bend” is a type of bend of the busbar that is oriented in the Z direction and that is perpendicular to X-Y plane.  FIG.  1 B  shows a busbar  20  with two out-of-plane bends  1760  in the Z-direction. [00119] The term “High power” shall mean (i) voltage between 20 volts to 600 volts regardless of current or (ii) at any current greater than or equal to 80 amps regardless of voltage. 
     The term “High current” shall mean current greater than or equal to 80 amps regardless of voltage. 
     The term “High voltage” shall mean a voltage between 20 volts to 600 volts regardless of current. 
     2) Overview of Conventional Busbars 
     A conventional rigid busbar  10  is shown in  FIG.  1    and a conventional flexible busbar  20  is shown in  FIG.  2   , wherein both of these conventional busbars  10 ,  20  suffer from numerous limitations. For example, conventional rigid busbars  10 : (i) have high manufacturing costs, (ii) cannot effectively account for manufacturing tolerances, and (iii) cannot properly expand or contract during battery charging and discharging cycles. While conventional flexible busbars  20  address some of the problems associated with conventional rigid busbars  10 , flexible busbars  20  have their own significant limitations. For example, conventional flexible busbars  10 : (i) cannot be easily connected to other objects, (ii) can be expensive to fabricate, and (iii) cannot maintain an in-plane bend busbar without creating large gaps (e.g., delamination) between the conductors contained within the flexible busbar  20 , which in turn reduces current flow within the busbar  20 . In order to achieve the configuration of an in-plane bend using a flexible busbar  20 , the flexible busbar  20  is folded  22  in a manner that causes a first extent of the busbar  20  to overlap with a second extent of the busbar  20  (see  FIG.  2   ). This folded configuration increases the height required for the busbar  20  and the geometry of the fold limits the current flow of the busbar  20 . Additionally, even out-of-plane bends can cause an increase in the resistance of the busbar  20 , which may lead to hot spots in the insulation and even failure of the busbar  20 . Further, the edges of the flexible busbar  20  tear into or wear away the insulation; thereby leading to the failure of the entire busbar  20 . To solve some of these issues, companies have attempted to join separate and distinct flexible busbars with separate and distinct rigid busbars. The cobbling together of these two separate and distinct types of busbars is expensive, time consuming, their junction regions are prone to extremely high failure rates, and a substantial amount of material is wasted in attempting to form these busbars. 
     On top of these issues, conventional busbars  10 ,  20  that are connected to components using conventional connectors  24  also suffer from a number of problems. For example, conventional busbars  10 ,  20  and connectors  24  suffer from: (i) time consuming installation, (ii) requiring a high level of skill and dexterity to perform the installation, (iii) high number of safety concerns, (iv) may require disassembly of the entire battery pack, if a conventional connector is dropped or misplaced within the pack during the installation process, (v) subject to high failure rates, (vi) requires multiple people to confirm that a single installation has been properly performed, and (vii) requires a substantial amount of space and weight. As shown in  FIGS.  3 A  and B, a number of safety concerns exist when an installer, I, is working over an open battery pack. To mitigate some of these concerns, the 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  requires that the installer I have a high level of skill and dexterity to ensure that the conventional connector  24  is not accidently dropped within the battery pack or the surrounding environment. If a mishap like this occurs, then the installation process needs to be halted and the entire battery pack must be disassembled in order to find the misplaced conventional connector  24 . Even assuming that the installation goes as planned, a second person (other than the installer I) is typically required to check the torque of the conventional connectors  24  and apply a marking or indicia to show that such the requisite check was made. Because the conformation of the connection is done by hand, the manufacturing company may not have a digital record showing when and if the conventional connector was properly connected. 
     3) Design and Fabrication of the Inventive Busbar 
     The inventive busbar  1000  disclosed herein overcomes a number of the limitations disclosed above while meeting automotive, military, marine and aviation performance, production and reliability requirements. In particular, the busbar  1000  includes a plurality of conductors  1090  arranged to provide two opposed end portions  1700  and an intermediate portion  1200 , wherein each of the conductors  1090  has a plurality of intermediate extents that traverse or span the intermediate portion  1200 . The intermediate portion  1200  includes: (i) a first or fused segment  1220  and (ii) a second or unfused segment  1520 . First, integrally forming fused and unfused segments  1220 ,  1520  into a single busbar  1000  allows the busbar  1000  to combine the best features of the conventional rigid busbars  10  and conventional flexible busbars  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 which allows the busbar  1000  to: (i) adjust for manufacturing tolerances, (ii) expand and contract during thermal expansion and contraction events, such as battery charging and battery discharging cycles, and (iii) help absorb vibrations caused by the environment (e.g., under the hood of a vehicle) that the busbar  1000  is installed within, instead of transferring these vibrations into the connectors. Additionally, the fused segments  1220  of the busbar  1000  are stiffer which allows the busbar  1000  to be accurately bent both out-of-plane and in-plane and especially maintain that in-plane bend over time without causing the conductors contained within the busbar  1000  to delaminate and thus reduce current flow. This attribute of the busbar  1000  is beneficial because: (i) it reduces the overall height required for the busbar  1000  and (ii) does not limit the current flow through the fused segments, which in turn allows the busbar  1000  to carry more current without creating hotpots or causing a substantial rise in temperature. Further, the edges of the busbar  1000  can be modified to reduce the probability that the conductors contained within the busbar  1000  tear into or wear away the surrounding insulation. Moreover, the high cost, extremely high failure rates and material waste associated with the cobbled together conventional busbars are eliminated by integrally forming the fused and unfused segments  1220 ,  1520  into a single busbar  1000 . Finally, the inclusion of fused and unfused segments  1220 ,  1520  allows the busbar  1000  to be: (i) formed without custom molds and (ii) shipped to a customer in a substantially flat configuration, which reduces packaging, handling, and shipping costs and also reduces the chance the busbar  1000  may be damaged either in transit or while being handled prior to being installed in a component, device or vehicle. 
     The inventive busbar  1000  can utilize either conventional connectors  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 a busbar  1000  between: (i) power sources (e.g., alternator or battery), (ii) a power source and a power distribution/control component, or (iii) a power source and a device (e.g., radiator fan, heated seat, power distribution component, or another current drawing component). This boltless connector system  2000  and its features are described within at least PCT/US20/14484, which is incorporated by reference, and overcomes a number of the limitations related to conventional busbar connectors  24 . For example, the boltless connector system  2000  only requires a single person to connect the male connector assembly  2200  into the female connector assembly  2600 , hear an audible signal (e.g., a “click”), tug on the connector assemblies  2200 ,  2600  to ensure they are properly coupled together, and read an extent of the system (push, click, tug, read— “PCTR” compliant). In other words, the busbar  1000  can be coupled to another component or device without the use of a separate tool, which reduces safety concerns, reduces assembly and handling times, and does not require a high level of skill and dexterity required to install a conventional busbar connector  24 . Manufacturing times remain consistent because there are no loose parts that may be lost within the battery pack or surrounding environment. Furthermore, labor costs are better managed and reduced because handling and installation of the busbar  1000  ( i ) only requires one person a shorter amount of time to install the busbar  1000 , (ii) requires less space (e.g., the conventional connector height (D 1  shown in  FIG.  3 B ) is reduced from approximately 40 mm to 16 mm), and (iii) is easier because the busbar  100  is approximately 50% lighter than conventional busbar. [00126] In addition to being utilized within a vehicle battery pack, the busbar  1000  may be used to provide mechanical and electrical connection in other electrical systems that are found in an airplane, a motor vehicle, a military vehicle (e.g., tank, personnel carrier, heavy-duty truck, and troop transporter), a bus, a locomotive, a tractor, a boat, a submarine, a battery pack, a volt system that has more than 24 volts, power storage system, in a high-power application, in a high-current application, in a high-voltage application, or in another application where busbars  1000  are essential to meet industry standards and production requirements. 
     A. Designing the Inventive Busbar 
     Designing and fabricating a busbar  1000  is a multi-step process  50  that is described at a high level in connection with  FIG.  4   . As shown in  FIG.  4   , this multi-step process  50  starts by receiving specifications from the customer in step  52 . These customer specifications may include a multitude of different requirements, including but not limited to: 
     (i) current carrying capacity, (ii) geometry constraints, (iii) material and/or chemical constrains, (iv) manufacturing repeatability, (v) durability, (vi) compliance with standard setting bodies, (viii) environmental constraints, (ix) manufacturing requirements, and (x) other requirements. The customer specifications may be sent to the busbar designer in any manner and the specifications may take any form including data sheets and CAD models. For example,  FIG.  5    shows an example of a portion of the customer specifications that were received within step  52 . Specifically,  FIG.  5    shows a digital 3D CAD model of a battery pack  54  that includes eight battery modules  56   a - 56   h . The customer is requesting busbars  1000  that can: (i) mechanically and electrically couple the external battery pack connectors  58  to the battery modules  56   a - 56   h  and (ii) couple the battery models  56   a - 56   h  to one another. Once the customer specifications are received, the busbar designer can take the specifications and move on to step  64  of this multi-step process  50 . 
     The next step in the multi-step process  50  of designing and manufacturing a busbar  1000  is step  64  (see  FIG.  4   ), which entails digitally designing engineering busbar models  100  that meet the customer specifications that were received within step  52 . In designing these engineering busbar models  100 , it may be desirable to understand how electricity will be routed within the customer&#39;s application, product, component, or device. In particular, it may be desirable to gain an understanding of how busbars will route the electricity within the application, product, component, or device to enable the busbar designer to create engineering busbar models  100  that: (i) meets the customer&#39;s 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 busbar. 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 a model of this busbar layout  70  is shown in  FIG.  7 A . In particular,  FIG.  7 A  shows eight different non-engineering busbar models  68   a - 68   h  that may be used within the customer&#39;s application, product, component, or device shown in  FIG.  5   .  FIGS.  7 B- 7 F  show isolated views of a few of these non-engineering busbar models  68   a - 68   e . While these non-engineering models  68   a - 68   h  are not suitable for manufacturing purposes, they provide the general overall geometry of the busbar. The next steps described herein will work to turn these non-engineering models  68   a - 68   h  into engineering models  100  that can be manufactured. 
     Returning to  FIG.  6   , the next step in digitally designing the engineering busbar models  100  is selecting the material and configuration of the conductors  90  contained within the busbar model  100  (step  74 ). Specifically, process of step  74  is described in greater detail within  FIG.  8   . With the non-engineering model in hand  68   a - 68   h , the busbar designer can select the materials that will be used in the engineering busbar model  100  (step  78 ). As shown in  FIG.  8   , the busbar designer may choose to make the busbar model  100  from a single material in step  80 . 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, a combination of the listed materials, or other similar metals. For example, the busbar designer may choose to utilize C10200 copper alloy in connection with non-engineering busbar model  68   a ,  68   b . This copper alloy has an electrical conductivity of more than 80% of IACS (International Annealed Copper Standard, i.e., the empirically derived standard value for the electrical conductivity of commercially available copper), is reported, per ASTM B747 standard, to have a modulus of elasticity (Young&#39;s modulus) of approximately 115-125 gigapascals (GPa) at room temperature and a coefficient of terminal expansion (CTE) of 17.6 ppm/degree Celsius (from 20-300 degrees Celsius) and 17.0 ppm/degree Celsius (from 20-200 degrees Celsius). 
     Alternatively, the busbar designer may choose to use a plurality of materials in step  82 . If the busbar designer makes this selection, then the designer must select the configuration of the materials in step  84 . For example, the busbar designer may choose to alternate materials within the busbar model  100  or may interweave two different materials within the busbar model  100 . More specifically, the model  100  may include alternating layers of copper and aluminum or may include a plated conductor ( FIG.  9 A )  90 , which includes an aluminum core and a copper plating. It should be understood that the above materials and configurations of materials are only examples and other similar materials and configurations are contemplated by this disclosure. 
     Once the materials and their configuration are selected in step  78 , the busbar design can then select the configuration of the conductors  90  in step  88 . Step  88  is comprised of multiple sub-steps, which are shown in  FIG.  8   . One of these sub-steps included within step  88  requires the selection of the overall configuration of the conductors  90  in step  92 . Non-limiting examples of configurations that the designer may select include: (i) a vertical stack or laminated stack (see  FIG.  9 B ), (ii) a woven, knitted or braided pattern (see  FIG.  9 C ), or (iii) other configurations (see  FIGS.  11 A- 11 F ). In addition, the selection of the overall configuration of the conductors  90  in step  92  includes selecting the number of conductors  90  that are contained within the busbar model  100 . In making this selection, the busbar designer may keep the number of conductors  90  consistence throughout the busbar model  100  or may vary the number of conductors  90  contained within the model  100 . For example, the design may choose to increase the number of conductors  90  near the end portion or may be decreased the number of conductors  90  within an intermediate portion of the busbar model  100 . It should be understood that the exemplary non-engineering busbar models  68   a ,  68   b  may utilize a laminated stack of ten conductors  90 , wherein the number of conductors  90  does not vary across the length of the busbar model  100 . 
     Another one of these sub-steps in step  88  requires selecting the shape of each conductor  90  within the busbar model  100  in step  94 . Exemplary shapes include, but are not limited to, rectangular prism or bar (see  FIG.  9 B ), a “U-shaped” plate (see  FIG.  9 C ), cylinder, a pentagonal prism, a hexagonal prism, octagonal prism, a cone, a tetrahedron, or any other similar shape. In making this selection, the busbar designer may keep the shape of conductors  90  consistence throughout the busbar model  100  or may vary the shape of conductors  90  contained within the model  100 . Changes in the shape of the conductors  90  may be desirable to add mechanical strength or electrical current capacity within certain segments of the busbar model  100 . It should be understood that the shape of the conductors  90  contained within the exemplary non-engineering busbar models  68   a ,  68   b  may be rectangular prisms or bars. 
     In addition, the selection of the shape of each conductor  90  in step  94  includes selecting the thickness of conductors  90  that are contained within the busbar model  100 . In making this selection, the busbar designer may keep the thickness of conductors  90  consistence throughout the busbar model  100  or may vary the thickness of conductors  90  contained within the model  100 . Changes in the thickness of the conductors  90  may be desirable to add mechanical strength or electrical current capacity within certain segments of the busbar model  100 . Further, the selection of the shape of each conductor  90  in step  94  includes selecting whether the conductors  90  contained within the busbar model  100  have a solid, partially solid or a hollow configuration. It should be understood that the conductors  90  contained within the exemplary non-engineering busbar models  68   a ,  68   b  may be solid, have a substantially constant thickness of 0.01 inches or 0.254 mms, have a length that is 13.5 inches or 344 mm, and a width that is 0.78 inches or 20 mm. 
     Another one of these sub-steps in step  88  requires selecting the arrangement of the conductors  90  within the busbar model  100  in step  96 . For example, the busbar designer may desire a specific circular configuration, shown in  FIG.  11 E , over another circular configuration, shown in  FIG.  11 F . The last sub-step in step  88  is the selection of the edge detail of the busbar model  100 , as shown in step  98 . For example, the designer may select a coined edge detail  104 , as shown in  FIGS.  12 A- 12 B , or a circular weld pattern  106 , as shown in  FIGS.  12 C- 12 D . It should be understood that any weld pattern shown in  16 F- 16 H may be utilized instead of the circular weld pattern shown in  16 E. In making this selection, the busbar designer may keep the edge detail consistence throughout the busbar model  100  or may vary the edge detail contained within the model  100 . Changes in the edge detail may be desirable to aid in the bending of the busbar. For example, the design may choose to use a combination of a weld pattern and the coined edge detail in the areas that will be bent, while only using a weld pattern in other fused segments  220  of the busbar  100 . It should be understood that the exemplary non-engineering busbar models  68   a ,  68   b  may utilize the edge detail that is shown by the circular weld pattern  106 . 
     When making the above selections, it may desirable for the designer to 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 and preferably between 10-25 mm, and (iii) there are more than two conductors  90  within the busbar and preferably between 5 and 35 conductors  13 . It should be understood that the above described configurations, shapes, arrangements, and edge details are only examples of possible selections and other similar configurations, shapes, arrangements, and edge details are contemplated by this disclosure. 
     Returning to  FIG.  6   , once the materials and configuration of the conductors  90  is selected in step  74 , then the busbar designer can identify segments  220  of the intermediate portion  200  of the busbar  100  to be fused in step  110 . In turn by identifying the segments  220  of the intermediate portion  200  of the busbar  100  that are to be fused, the design is also identifying the segments  520  of the busbar  100  that are to be left unfused. The designer will identify these segments  220  based upon a number of factors, which may include: (i) width of the busbar, (ii) the geometry of the bend (e.g., in-plane  750  or out-of-plane  760 ) contained within the busbar, (iii) the number of conductors  90  contained, (iv) thickness of the conductors  90 , (v) material properties of the conductors  90 , (vi) fusion type or method, (vii) commercial throughput of the machine performing the fusion, (viii) total number of bends contained within the busbar, (ix) spacing of the bends within the busbar, (x) other customer specifications, and (xi) other factors that are obvious to one of skill in the art based upon the above list of factors. Once the designer has analyzed some or all of the above factors, the designer can determine whether the intermediate portion  200  of the busbar model  100  should contain: (i) no fused segments  220  and only unfused segments  520 , (ii) only one fused segment  220  (see  FIG.  13 A )  222  that extends between both end portions  720 , or (iii) contain multiple fused segments  220  (see  FIG.  13 B )  224 . It should be understood that a fused segment  220  is less flexible or more rigid, or more stiff then an unfused segment  520 . 
     The following are non-limiting examples of how the fused segments  220  and unfused segments  520  may be selected and arranged within a busbar  100 . In one example, the intermediate portion  200  may not include any fused segments  220 , if: (i) the busbar  100  does not contain any bends (see  68   e ), (ii) the bends contained within the busbar  100  are out-of-plane  760  and have a wide bend radius, 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 contain any fused segments  220 , then the designer can move onto the next step in this process. In a second example, the intermediate portion  200  may only include one fused segment  220  (shown in  FIG.  13 A ), if: (i) the busbar  100  only contains a single bend, (ii) if the overall length of the busbar  100  is short (e.g., less than 8 inches) and the busbar  100  includes multiple bends, (iii) if the overall length of the busbar  100  is not long (e.g., greater than 3 feet) and the busbar  100  only contains a single bend type (e.g., in-plane  750  or out-of-plane  760 ) or (iv) the designer determines that the busbar  100  only needs to 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 variance in manufacturing times between using a single segment and multiple segments does not justify trying to create multiple segments. Determining that the busbar  100  should include one fused segment  220  requires the busbar designer determine the general properties of that segment  220 . These general properties are based on the designer&#39;s analysis of the some or all of the factors described above. 
     Alternatively, if the busbar model  100  contains non-bent extents, out-of-plane bends  760 , and in-plane bends  750 , then the designer may choose to utilize multiple fused segments  220 . This may be desirable because the designer can vary the properties of each fused segment  220 , which in turn provides the welds that are necessary for certain extents of the busbar  100  but does not require that the entire busbar  100  be welded at a frequency that is only adapted to the bend that requires the most force. Varying of the properties permits improved manufacturing times and eliminates the possible of over welding the busbar  100 . Determining that the busbar should include multiple segment  220  within the busbar requires the busbar designer determine the location and general properties of each segment  220  contained within the busbar  100 . 
     Various examples 250, 254, 258, 262, 266, 270, 274 of busbar models  100  that contain multiple fused segments  220  are shown in  FIGS.  14 A- 14 G . For example, the designer may choose to utilize the busbar design  250  shown in  FIG.  14 A  in order to build the busbar  100  shown in the non-engineering busbar model  68   b . This is because the intermediate portion  200  of the non-engineering busbar model  68   b  only contains two similar in-plane bends  750  and thus both of the fused segments  220 ,  251  can have the same general properties  250   a . These general properties  250   a  include: (i) stiffness, (ii) ductility, (iii) flexibility, (iv) flexural modulus, (v) resilience, or (vi) other similar properties. Additionally, the non-engineering busbar model  68   b  has a non-bent extent  252  that is positioned between the two fused segments  220 . The designer can choose to use an unfused segment  520  for this non-bent extent  252  of the busbar  100 . Accordingly, this example layout for the non-engineering busbar model  68   b  will contains: (i) two end portions  700 ,  702   a ,  702   b  and (ii) an intermediate portion  200 . The intermediate portion  200  includes: (i) two fused segments  220 ,  251   a - 251   b  that has the same general properties  250   a  and (ii) one unfused segment  520  that has the general properties  250   b  that are associated within the individual conductors  90  in their specific arrangement, which are contained within that segment  520 . This exemplary configuration of fused and unfused segments  220 ,  520  contained within non-engineering busbar model  68   b  will allow the busbar  100  to achieve the in-plane bends  750  that are shown in connection with the model  68   b  and will allow the non-bent extent  252  to flex, expand, contract, absorb vibration, or move as required by the busbar  100  during operation of the customer&#39;s application, product, component, or device that is shown in  FIG.  5   . This provides a significant advantage over conventional busbars  10 ,  20 , as described above. 
     In another example, the designer may choose to utilize the busbar design  254  shown in  FIG.  14 B  in order to build the busbar  100  shown in the non-engineering busbar model  68   a . This is because the intermediate portion  200  of the non-engineering busbar model  68   a  contains: (i) two similar in-plane bends  750  and thus both of these fused segments  220 ,  253   a - 253   b  can have the same first set of general properties  254   a , and (ii) two similar out-of-plane bends  760  and thus both of these fused segments  220 ,  253   c - 253   d  can have the same second set of general properties  254   b . However, as shown in  FIG.  14 B , the first set of general properties  254   a  is different from the second set of general properties  254   b . These first and second sets of general properties  254   a ,  254   b  are different because the bends are different. For example, the welds contained within the first set of general properties  254   a  will need to be more frequent than the welds contained within the second set of general properties  254   b  due to the fact that the in-plane bends  750  place a higher amount of force on the conductors  90  in comparison to force placed on the conductors  90  due to the out-of-plane bends  760 . Additionally, the non-engineering busbar model  68   a  has a non-bent extent  256  that is positioned between the innermost fused segments  220 ,  253   a . The designer can choose to use an unfused segment  520  for this non-bent extent  256  of the busbar  100 . 
     Accordingly, the above example layout for the non-engineering busbar model  68   a  will contains: (i) two end portions  700 ,  702   a ,  702   b  and (ii) an intermediate portion  200 . The intermediate portion  200  includes: (i) two fused segments  220 ,  253   a - 253   b , wherein each segment has a first set of general properties  254   a , (i) two fused segments  220 ,  253   c - 253   d , wherein each segment has a second set of general properties  254   b , and (ii) one unfused segment  520  that has the general properties  254   c  that are associated within the individual conductors  90  in their specific arrangement, which are contained within that segment  520 . This exemplary configuration of fused and unfused segments  220 ,  520  contained within non-engineering busbar model  68   a  will allow the busbar  100  to achieve the in-plane bends  750  that are shown in connection with the model  68   a  and will allow the non-bent extent  256  to flex, expand, contract, absorb vibration, or move as required by the busbar  100  during operation of the customer&#39;s application, product, component, or device that is shown in  FIG.  5   . This provides a significant advantage over conventional busbars  10 ,  20 , as described above. 
     Alternatively, the designer may choose to utilize the busbar design  258  shown in  FIG.  14 C  in order to build the busbar  100  shown in the non-engineering busbar model  68   a . This is because the intermediate portion  200  of the non-engineering busbar model  68   a  contains: (i) four bends and thus these fused segments  220 ,  259   a - 259   d , can have a first set of general properties  258   a , and (ii) three extents that are positioned between these bends that can account for forces that radiate from the four bends and thus these fused segments  220 ,  259   e - 259   j  can have a second set of general properties  258   b . As shown in  FIG.  14 B , the first set of general properties  258   a  is different from the second set of general properties  258   b.    
     These first and second sets of general properties  258   a ,  258   b  are different because the forces experienced by these regions are different. Additionally, the non-engineering busbar model  68   a  has a non-bent extent  260  that is positioned between the innermost fused segments  220 ,  259   b . The designer can choose to use an unfused segment  520  for this non-bent extent  256  of the busbar  100 . Accordingly, the above example layout for the non-engineering busbar model  68   a  will contains: (i) two end portions  720   a ,  702   b  and (ii) an intermediate portion  200 . The intermediate portion  200  includes: (i) four fused segments  220 ,  259   a - 259   d , wherein each segment has a first set of general properties  258   a , (i) three fused segments  220 ,  259   e - 259   j , wherein each segment has a second set of general properties  258   b , and (ii) one unfused segment  520  that has the general properties  258   c  that are associated within the individual conductors  90  in their specific arrangement, which are contained within that segment  520 . 
     In a second alternative, the designer may choose to utilize the busbar design  262  shown in  FIG.  14 D  in order to build the busbar  100  shown in the non-engineering busbar model  68   a . This is because the intermediate portion  200  of the non-engineering busbar model  68   a  contains four bends and thus these fused segments  220 ,  263  can have a first set of general properties  262   a . Additionally, the non-engineering busbar model  68   a  has non-bent extents  264   a - 264   e  that surround the fused segments  220 ,  263  that have a second set of general properties  262   b . The designer can choose to use an unfused segment  520  for these non-bent extents  264   a - 264   e  of the busbar  100 . Accordingly, the above example layout for the non-engineering busbar model  68   a  will contains: (i) two end portions  702   a ,  702   b  and (ii) an intermediate portion  200 . The intermediate portion  200  includes: (i) four fused segments  220 ,  264   a , wherein each segment has a first set of general properties  258   a , and (ii) five unfused segment  520  that has the general properties  264   c  that are associated within the individual conductors  90  in their specific arrangement, which are contained within that segment  520 . 
     In a third alternative, the designer may choose to utilize the busbar design  250  shown in  FIG.  14 A  in order to build the busbar  100  shown in the non-engineering busbar model  68   a . In this alternative example, the designer may utilize the weld frequency required for the in-plane bends  750  for all four bend regions. This may be beneficial because the manufacturing times may not vary enough to alter the general properties for each of type of bend. Finally, busbar layouts  266 ,  270 , and  274  may contain multiple fused segments  220  and multiple unfused segments  520 . Specifically, busbar design  266  may be used in the creation of the busbar  1000   c  shown in  FIG.  79   . While busbar design  270  may be used in the creation of the busbar  1000   d  shown in  FIG.  80   , busbar bar design  274  may be used in the creation of the busbar  1000   e  shown in  FIG.  81   . Overall, it should be understood that the intermediate portion  200  may contain any number (e.g., 0-1000) of fused regions  220  and any number (e.g., 0-1000) of unfused regions  520 . For example, the intermediate portion  200  may only contain a single fused region  220 . 
     Returning to  FIG.  6   , once the fused segments  220  of the intermediate portion  200  of the busbar  100  have been identified in step  110 , then the busbar designer can select a method of fusing the identified segments  220  within the intermediate portion  200  and end portions  700  in step  114 . Examples of fusion methods that may be selected are shown within  FIG.  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 , (v) orbital welding  940 , (vi) ultrasonic welding  950 , (vii) friction welding  960 , (viii) any combination of the above methods  970 , or (ix) other known methods for fusing metal  980 . In making this selection, the designer may consider some or all of the following: (i) configuration of conductors  90 , (ii) number of conductors  90 , (iii) density of the conductors  90 , (iv) thickness of the conductors  90 , (v) material properties of the conductors  90 , (vi) general properties of the fused segments  220 , (vii) number of fused segments  220 , (viii) frequency of the fused segments  220 , (ix) commercial throughput requirements, (x) width of the busbar, (xi) other customer specifications, and (xii) other factors that are obvious to one of skill in the art based upon the above list of factors 
     If the designer selects laser welding  800 , then 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 that is designed to solidify, weld, or cut metal. For example, the laser type  802  that may be used is a fiber-based laser that has a wavelength that is between 688 nm and 1080 nm. The laser power  804  may be any power that is configured to weld the busbar  100  in the desired manner. For example, the laser power  804  may be between 0.5-25 kW, preferably between 1-6 kW, and most preferably between 2-5 kW. The laser beam shape  806  may also take any desirable shape, including only a central core  820  (shown in  FIG.  16 A ), a ring  822  surrounding a central core  820  (shown in  FIGS.  16 B- 16 D ), a central core and two adjacent cores, wherein these adjacent cores are positioned in front of the central core when utilizing the laser, or other similar configurations. Not only can the general shape of the laser beam be controlled, the power and size associated with each of these features may also be controlled. Examples of how these power levels may be changed are shown in  FIGS.  16 B- 16 D . Specifically,  FIG.  16 B  shows a beam shape  806  where 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. For frame of reference, the central core power may vary between 0.5-12 kW, preferably between 1-5 kW, and most preferably between 2-4 kW, while the ring power may vary between 0.5-15 kW, preferably between 1-4 kW, and most preferably between 1-2.5 kW. Additionally, the diameter of the central core  820  and the diameter of the ring may be changed. For example, these diameters by vary between 50 and 600 μm. 
     After selecting the laser type  802 , laser power  804 , and laser beam shape  806 , the designer may select the laser path  808 . Exemplary laser paths  808  are shown in  FIGS.  16 E- 16 H . It should be understood that these laser paths  808  are not the overall path the laser will follow on the busbar  100 . Instead, these laser paths  808  are a component of the overall path the laser will follow. For example, the laser may oscillate in a circular path  832  while following a sine pattern on the top of 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.  16 F- 16 G , shapes other than a circle may be followed, such as a line  834 , a figure eight  836 , or an infinity sign  838 . Finally, the designer can select other variables like processing times, cool down times, and the alike. 
     Instead of going with a laser based fusion process, the designer may choose to go with a resistance spot welding fusion process  900 . Here, the designer will select: (i) the fabrication mode  902 , (ii) the power level that is applied to the electrode  904 , (iii) the roller type  906 , if the mass fabrication mode is selected in  902 , and (iv) other like variables  908 . This process will be discussed in greater detail below in connection with  FIGS.  73 - 75   . It should be understood that the designer may choose to use any one of the above fusion methods in connection with applying an external pressure to the conductors  90  in order to keep the conductors  90  properly arranged when the conductors  90  are undergoing this fusion process. 
     It should also be understood that different fusion methods may be utilized in connection with different portions, segments, regions of the busbar  100 . For example, the end portions  700  may be formed using a resistance welding method  900 , while the intermediate portion  200  may be formed using a laser welding method  800 . In further alternative embodiments, the fused segments  220  may be created using a process that deposits material around the conductors  90  within the busbar  100 . For example, this may use a 3D printer or may slip a material sleeve over the conductors  90  to form this fused region  220 . Upon selecting the fusion method for the identified segments within the intermediate portion  200  and the end portions  700  in step  114 , the designer proceeds to determine the combination pattern for the identified fused segments  220  within the intermediate portion  200  of the busbar  100 . 
     Returning to  FIG.  6   , once the fusion method has been selected in step  114 , then the busbar designer can determine the combination pattern for the identified fused segments  220  within the intermediate portion  200  of the busbar  100  in step  118 . Because the general properties of each fused segment  220  were already identified in connection with step  110 , step  118  focuses on converting these general properties (e.g.,  250   a ,  254   a ,  258   a ) into manufacturable properties. The designer analyses these general properties (e.g.,  250   a ,  254   a ,  258   a ), the properties associated with selected the fusion process, and other relevant properties in order to determine the combination pattern for the identified fused segments  220 . This combination pattern or specifically this segment combination pattern  300  can be generated from two components, a top segment fusion pattern  304  and a bottom segment fusion pattern  308 . Forming the segment combination pattern  300  from these two components  304 ,  308  is desirable because the fusion method is typically configured to only partially penetrate the conductors  90  contained within the busbar  100  due to the fact that full 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 fully penetrate all conductors  90  contained within the busbar  100 . In other words, the top and bottom welds are typically configured to be partial solidified regions. These welds will be discussed in greater detail in connection with  FIGS.  36 - 47   . While it may be desirable to split the segment combination pattern  300  into two components, it should be understood that the segment combination pattern  300  may remain as a single component and the fusion of the segment  220  may only occur on a single side (e.g., top or bottom) of the busbar  100 . 
     Creating the top and bottom segment fusion patters  304 ,  306 , whose combination form the segment combination pattern  300 , is a multiple step process that is described in connection with  FIG.  17 A . Here, the first step in this process is selecting the number of waveforms  320  in step  124 . The number of waveforms  320  that may be selected can be any number (e.g., 0-100), is preferably between 1-6, and most preferably is two  330 ,  340 . It is desirable to use two waveforms  330 ,  340  because: (i) the waveforms  330 ,  340  can be arranged to minimize the distance along the edges of the busbar  100  that do not contain welds and (ii) it limits regions that will overlap with the bottom fusion pattern  306 . After selecting the number of waveforms  320  in step  124 , the designer can select the type of waveform  320  in step  126 . Exemplary waveform types are shown in  FIGS.  18 A- 18 R . Examples of the waveforms contained within  FIG.  18    are: (i) sine wave ( FIG.  18 A ), (ii) triangle ( FIG.  18 B ), (iii) ramp up ( FIG.  18 C ), (iv) ramp down ( FIG.  18 D ), (v) square ( FIG.  18 E ), (vi) pulse ( FIG.  18 F ), (vii) line ( FIG.  18 G ), (viii) rounded pulse ( FIG.  18 H ), (ix) circular pulse ( FIG.  18 I ), (x) triangular pulse ( FIG.  18 J ), (xi) ramp pulse ( FIG.  18 K ), (xii) sine cubed ( FIG.  18 L ), (xiii) flame ( FIG.  18 M ), (ixv) semicircle (FIG.  18 N), (xv) and other waveforms ( FIGS.  180 - 18 R ). It may be desirable to use a waveform  320  that contains curvilinear shapes because these waveforms do not contain multiple acute angles that may introduce additional stresses into the busbar  100  when it is manipulated. Nevertheless, waveforms that include acute angles may be used if the designer takes adequate precautions (e.g., only using them in segments that will undergo an out-of-plane bend  760 ). Additionally, it should be understood that the waveform types shown in  FIG.  18    are only exemplary waveform types and that other types may be used. 
     Once the designer selects the waveform type in step  126 , the designer then selects the amplitude of the waveform  320  in step  128  and the frequency of the waveform  320  in step  130 . While any amplitude may be selected in step  128 , it may be desirable to select an amplitude of the waveform  320  that enables the apex of the waveform to come close to the edges of the busbar  100  but not extend over the edges of the busbar  100 . This may be desirable because this will reduce welding spatter, if the designer is utilizing a laser welding fusion process  800 , and in turn reduces the number of sharp edges contained within the busbar  100 . Similarly, while any frequency may be selected in step  130 , it should be understood that the frequency of the waveform  320  is one of the leading factors that alters the properties of the busbar  100 . Thus, the frequency of the waveform  320  should be selected such that the top segment fusion pattern  304  meets a portion of the general property requirements (e.g.,  250   a ,  254   a ,  258   a ), which in turn allows the fused region to meet the requirements associated with the bend, and this in turn allows the busbar  100  to meet at least some of the customer specifications  50  that were received within 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 waveforms in step  134 , (ii) select the waveform type in step  136 , (iii) select the amplitude in step  138 , and (iv) select the frequency in step  140 . 
     Finally, after both the top and bottom segment fusion patterns  304 ,  308  are created, the designer can then align these patterns  304 ,  308  on the busbar  100  to form the segment combination pattern  300 . In particular, it may be desirable to align the patterns  304 ,  308  in a manner that minimizes overlap between the patterns  304 ,  308  because their alignment or intersection will create a fully solidified region. For example, the designer may offset the patterns  304 ,  308  by 90 degrees in order to minimize this overlap. Other methods of minimizing the number of fully solidified region include: (i) stopping and starting the waveforms  320  to avoid creating overlapping areas, (ii) decreasing the number of conductors  90  that are fused within these overlapping/intersecting regions/points by the selected fusion process, or (iii) choosing a different waveform type that minimizes the number of overlapping areas (see  FIG.  21 B ). 
     In summary, the combination segment fusion pattern  300  includes a top segment fusion pattern  304  and a bottom segment fusion pattern  308 , wherein the top and bottom fusion patterns  304 ,  308  comprise of at least one waveform  320  that has an amplitude and a frequency. It should be understood that in alternative embodiments, the top segment fusion pattern  304  or the bottom segment fusion pattern  308  may be omitted, the top or bottom segment fusion patterns may include only a single waveform, and/or the waveform may be a straight line (i.e., have an amplitude of zero). 
     As discussed above, numerous factors are considered in formulating the general properties (e.g.,  250   a ,  254   a ,  258   a ) of each of the fused segments  220  in step  110 , which in turn means that numerous factors are considered when generating the segment combination pattern  300 . In considering these numerous factors, it should be understood that the bend geometry may be one of the leading factors in determining the waveform type, amplitude, and frequency. This is because significantly different forces are placed on the conductors  90  that are contained within the busbar  100  in connection with the in-plane bends  750  in comparison to the out-of-plane bends  760 . Also, as discussed above, the frequency of the waveform  320  is one of the leading factors that alters the properties of the busbar  100  within the fused segment  220 . Taking these specific factors into consideration, it can be seen that the frequency of the waveforms contained within the segment combination pattern  302   b ,  302   c  increases between  FIGS.  20 A- 20 B . This increase in frequency is designed to account for the fact that  FIG.  20 A  is designed for an out-of-plane bend  760 , while  FIG.  20 B  is designed for an in-plane bend  750 . Another leading factor that alters the properties of the busbar  100  within the fused segment  220  is the width of the busbar  100 . Taking this and other factors into consideration, it can be seen that the frequency of the waveforms contained within the segment combination pattern  302   d ,  302   e  increases between  FIGS.  20 C- 20 D . This increase in frequency is designed to account for the fact that  FIG.  20 C  is designed for a busbar that has a first width, while  FIG.  20 D  is designed for a busbar that has a second width that is larger than the first width. 
     It should be understood that the number, type, amplitude, frequency of the waveforms contained within the may be: (i) consistent across the entire fused segment  220 , or (ii) may not be consistent across the entire fused segment  220 . For example, the frequency of the waveform  320  may vary within a single fused segment  220 . Examples showing a segment combination pattern  302   f ,  302   g  that contain waveforms that have varying frequency are shown in  FIGS.  21 A- 21 B . In particular, the waveforms contained within these segment combination pattern  300  increase their 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 centered over a bend in the busbar  100  because it will provide additional rigidity to the busbar  100  in this region and in turn will reduce the probability of delamination of the conductors  90  contained within the busbar  100 . Additionally, it should be understood that the designer may change other variables to achieve the desired properties of the busbar  100 . 
     Examples include, but are not limited to: (i) the width of each of the waveforms  330 ,  340 ,  350 ,  360  may be the same, different or may vary across the fused segment  220 , and (ii) the number of conductors  90  that are solidified by each waveform  330 ,  340 ,  350 ,  360  may be the same, different, or may vary across the fused segment  220 . 
     Like the process that is described above in connection with determining the combination pattern for the identified fused segments  220  in step  118 , the busbar designer can determine the combination pattern for the end portions  700  of the busbar  100  in step  150 . Specifically, the end combination pattern  400  may be determined based upon the connector that the designer plans on attaching to the busbar  100 . For example, a first end combination pattern  400   a  may be used in connection with end portions  700  designed to receive a connector  2000 , while a second end combination pattern  402   b  may be used for the end portions  700  designed to receive an aperture formed therethrough. After selecting the desired properties, the designer may follow the same steps that are described above in connection with determining the segment combination pattern  300 . Specifically, the top fusion pattern  404  is determined in step  154  by: (i) selecting the number of waveforms in step  156 , (ii) the waveform types are selected in step  158 , (iii) the amplitude of the waveforms is selected in step  160 , and (iv) the frequency of the waveforms is elected in step  162 . Next, the bottom fusion pattern  410  is determined in step  164  by: (i) selecting the number of waveforms in step  166 , (ii) the waveform types are selected in step  168 , (iii) the amplitude of the waveforms is selected in step  170 , and (iv) the frequency of the waveforms is elected in step  172 . Finally, in step  174 , the top and bottom fusion patterns  404 ,  410  are arranged in a manner that minimize overlap between the top and bottom fusion patterns  404 ,  410  in step  174 . As shown in  FIGS.  22 A- 22 E , the end combination pattern  400  may take the form of: (i) overlapping rectangles  402   a , as shown in  FIG.  22 C , (ii) spiraling rectangles  402   b , as shown in  FIG.  22 B , or (iii) spiraling circles  402   c , as shown in  FIG.  22 C . It should be understood that the spiraling circles or rectangles  402 ,  404  may be desirable because there is no overlap between the end fusion patterns  404 ,  410 . 
     Once the segment combination pattern  300  and end combination pattern  400  are determined, the designer can replace the general properties (e.g.,  250   a ,  254   a ,  258   a ) with these combination patterns  300 ,  400 . An example of this replacement is shown in connection with  FIGS.  23 A- 23 D . Specifically, the general properties that were determined in connection with the exemplary  250 ,  254 ,  258 ,  262  busbar models  100  in  FIGS.  14 A- 14 D  are replaced by the combination patters  300 ,  400  that meet these general properties in  FIGS.  23 A- 23 D . Focusing first on  FIG.  23 A , the intermediate portion  200  includes: (i) two fused segments  220 ,  251   a - 251   b  and (ii) one unfused segment  520 ,  252 . The general properties  250   a  of fused segments  220 ,  251   a - 251   b  have been replaced by segment combination patterns  452   a - 452   b , wherein each pattern  452   a - 452   b  includes a top fusion pattern  453  that is shown in solid lines and a bottom fusion pattern  454  that is shown in broken lines. The top and bottom fusion patterns  453 ,  454  are comprised of two waveforms, wherein each waveform has a waveform type that is a sine wave, has an amplitude that is just shorter than the width of the busbar  100 , has a consistent frequency, and is offset from the other waveform by 180 degrees. The top and bottom fusion patterns  453 ,  454  are offset by 90 degrees from one another in order to minimize their overlap with one another. As described above, the unfused segment  520 ,  252  that is positioned between the fused segments  251   a - 251   b  maintains the same properties  250   b , described above in connection with  FIG.  14 A , because this extent of the busbar  100  is not modified by a fusion process. Finally, the end portions  700 ,  702   a ,  702   b  have been modified to include end combination pattern  456   a - 256   b , wherein each pattern  456   a - 456   b  includes a top fusion pattern  457  that is shown in solid lines and a bottom fusion pattern  458  that is shown in broken lines. The top and bottom fusion patterns  457 ,  458  are comprised of concentric rectangles are offset from each other in order to minimize their overlap. 
     Focusing next on  FIG.  23 B , the intermediate portion  200  includes: (i) four fused segments  220 ,  253   a - 253   d  and (ii) one unfused segment  520 ,  256 . The general properties  254   a  of the first two fused segments  220 ,  253   a - 253   b  have been replaced by segment combination patterns  462   a - 462   b , wherein each pattern  262   a - 462   b  includes a top fusion pattern  463   a  that is shown in solid lines and a bottom fusion pattern  464   a  that is shown in broken lines. The top and bottom fusion patterns  463   a ,  464   a  are comprised of two waveforms, wherein each waveform has a waveform type that is a sine wave, has an amplitude that is just shorter than the width of the busbar  100 , has a consistent frequency, and is offset from the other waveform by 180 degrees. The top and bottom fusion patterns  463   a ,  464   a  are offset by 90 degrees from one another in order to minimize their overlap with one another. The general properties  254   b  of the second two fused segments  220 ,  253   c - 253   d  have been replaced by segment combination patterns  462   c - 462   d , wherein each pattern  262   c - 462   d  includes a top fusion pattern  463   b  that is shown in solid lines and a bottom fusion pattern  464   b  that is shown in broken lines. The top and bottom fusion patterns  463   b ,  464   b  are comprised of two waveforms, wherein each waveform has a waveform type that is a sine wave, has an amplitude that is just shorter than the width of the busbar  100 , has a consistent frequency, and is offset from the other waveform by 180 degrees. The top and bottom fusion patterns  463   b ,  464   b  are offset by 90 degrees from one another in order to minimize their overlap with one another. 
     As shown in  FIG.  23 B , the waveforms contained within the segment combination patterns  462   c - 462   d  have a lower frequency than the waveforms contained within the segment combination patterns  462   a - 462   b . This lower frequency is selected because segments  253   c ,  253   d  are configured to be bent out-of-plane  760 , while segments  253   a ,  253   b  are configured to be bent in-plane  750 . As described above, the unfused segment  520 ,  256  that is positioned between the fused segments  253   a  maintains the same properties  254   c , described above in connection with  FIG.  14 B , because this extent of the busbar  100  is not modified by a fusion process. The end portions  700 ,  702   a ,  702   b  have been modified to include end combination pattern  466   a - 466   b , wherein each pattern  466   a - 466   b  includes a top fusion pattern  467  that is shown in solid lines and a bottom fusion pattern  468  that is shown in broken lines. The top and bottom fusion patterns  467 ,  468  are comprised of concentric rectangles are offset from each other in order to minimize their overlap. 
     Focusing next on  FIG.  23 C , the intermediate portion  200  includes: (i) ten fused segments  220 ,  259   a - 259   j  and (ii) one unfused segment  520 ,  260 . The general properties  254   a  of the four of the fused segments  220 ,  259   a - 259   d  have been replaced by segment combination patterns  472   a - 472   d , wherein each pattern  272   a - 472   d  includes a top fusion pattern  473   a  that is shown in solid lines and a bottom fusion pattern  474   a  that is shown in broken lines. The top and bottom fusion patterns  473   a ,  474   a  are comprised of two waveforms, wherein each waveform has a waveform type that is a sine wave, has an amplitude that is just shorter than the width of the busbar  100 , has a consistent frequency, and is offset from the other waveform by 180 degrees. The top and bottom fusion patterns  473   a ,  474   a  are offset by 90 degrees from one another in order to minimize their overlap with one another. The general properties  254   b  of the other six fused segments  220 ,  259   e - 259   j  have been replaced by segment combination patterns  472   e - 472   j , wherein each pattern  272   e - 274   j  includes a top fusion pattern  473   b  that is shown in solid lines and a bottom fusion pattern  474   b  that is shown in broken lines. The top and bottom fusion patterns  473   b ,  474   b  are comprised of two waveforms, wherein each waveform has a waveform type that is a sine wave, has an amplitude that is just shorter than the width of the busbar  100 , has a consistent frequency, and is offset from the other waveform by 180 degrees. The top and bottom fusion patterns  473   b ,  474   b  are offset by 90 degrees from one another in order to minimize their overlap with one another. 
     As shown in  FIG.  23 C , the waveforms contained within the segment combination patterns  472   c - 472   d  have a higher frequency than the waveforms contained within the segment combination patterns  472   e - 472   j . This higher frequency is selected because segments  259   a - 259   d  are configured to be bent in-plane  750 , while segments  259   e - 472   j  are configured to account for forces that radiate from the four in-plane bends  750  in segments  259   a - 259   d . As described above, the unfused segment  520 ,  260  that is positioned between the fused segments  259   e ,  259   h  maintains the same properties  258   c , described above in connection with  FIG.  14 C , because this extent of the busbar  100  is not modified by the fusion process. The end portions  700 ,  702   a ,  702   b  have been modified to include end combination pattern  476   a - 476   b , wherein each pattern  476   a - 476   b  includes a top fusion pattern  477  that is shown in solid lines and a bottom fusion pattern  478  that is shown in broken lines. The top and bottom fusion patterns  477 ,  478  are comprised of concentric rectangles are offset from each other in order to minimize their overlap. 
     Focusing next on  FIG.  23 D , the intermediate portion  200  includes: (i) four fused segments  220 ,  263   a - 263   d  and (ii) five unfused segments  520 ,  264   a - 264   e . The general properties  262   a  of the four of the fused segments  220 ,  263   a - 263   d  have been replaced by segment combination patterns  482   a - 487   d , wherein each pattern  282   a - 482   d  includes a top fusion pattern  483   a  that is shown in solid lines and a bottom fusion pattern  484   a  that is shown in broken lines. The top and bottom fusion patterns  483   a ,  484   a  are comprised of two waveforms, wherein each waveform has a waveform type that is a sine wave, has an amplitude that is just shorter than the width of the busbar  100 , has a consistent frequency, and is offset from the other waveform by 180 degrees. The top and bottom fusion patterns  483   a ,  484   a  are offset by 90 degrees from one another in order to minimize their overlap with one another. As described above, the unfused segment  520 ,  264   a - 264   e  that are positioned between the fused segments  263   a - 263   d  maintain the same properties  264   c , described above in connection with  FIG.  14 D , because this extent of the busbar  100  is not modified by the fusion process. The end portions  700 ,  702   a ,  702   b  have been modified to include end combination pattern  486   a - 486   b , wherein each pattern  486   a - 486   b  includes a top fusion pattern  487  that is shown in solid lines and a bottom fusion pattern  488  that is shown in broken lines. The top and bottom fusion patterns  487 ,  488  are comprised of concentric rectangles are offset from each other in order to minimize their overlap. 
     Once the engineering model  100  are created, the designer can then digitally test these models  100  (e.g.,  450  from  FIG.  23 A ) to determine if a busbar manufactured based upon the model  100  will meet the customer specifications  50 . Here, the model is bent using a digital bending machine  179  and the electrical properties of model are tested using a voltage testing system  181 . Such testing can be accomplished using a finite element (FE) model of the busbar  100 . If the busbar model  100  passes these tests then the designer can proceed to the next step the process. However, if the busbar model  100  fails these tests  179 ,  181 , then the designer can start the designing process all over again. 
     B. Fabricating the Inventive Busbar 
     Returning to  FIG.  4   , once the engineering model  100  has passed the digital tests that are set forth in step  180 , the designer can start the fabrication process in step  182 . This fabrication process  182  is a multiple step process that is described in greater detail within  FIG.  25   . At a high level, this process  182  includes: (i) obtaining a plurality of conductors  1090 , (ii) fusing the identified segments  1220  within the intermediate portion  1200  according to the engineering model  100  in step  184 , (iii) fusing the end portion(s)  1700  of the busbar  1000  according to the engineering model  100  in step  186 , (iv) adding the selected edge detail to the busbar  1000  in step  188 , and (v) performing optional fabrication steps such as adding in connectors in step  190 , insulating the busbar  1000  in step  192 , and/or plating an extent of the busbar  1000  in step  194 . 
     As shown in  FIG.  25   , the first step in this multiple step process  182  is obtaining a plurality of conductors  1090  and then fusing the identified segments  1220  within the intermediate portion  1200  according to the engineering model  100  in step  184 . To perform this step  184 , the busbar designer/manufacture obtains the conductors  1090  and then utilizes a machine  798  that is capable of performing the fusion method that was selected when creating the engineering model  100 . For example, if the designer decided to use a laser welding fusion method, then the designer would utilize the laser welding machine  850  that is shown in at least  FIGS.  26 - 28 ,  48 A,  49 A,  52 - 53   . As shown in these Figures, the laser welding machine  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 in a horizontal plane. However, it should be understood that the laser welding machine  850  may have other configurations, which include: (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 optics and mirrors, such that the laser can interact with both sides of the busbar  1000  at the same time, or (iii) two lasers  852 ,  854  that are not aligned. As shown in  FIG.  26   , after the designer acquires or obtains access to the laser welding machine  850 , the designer will: (i) insert the conductors  90  that have been arranged according to the engineering model  100  into the machine and (ii) load in the engineering model  100 . The laser welding machine  850  will then perform the weldment process that is described within the engineering model  100 . For example,  FIG.  26    shows the laser welding machine  850  creating welds  1600  based upon the top fusion pattern  452   a  that is shown in  FIG.  23 A . After the laser welding machine  850  performs the weldment process in step  186 , the machine  850  performs the fuses the end portion(s)  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 portions  1700  of the busbar  1000  are welded  1600  according to top fusion pattern  456   a  that is shown in  FIG.  23 A . In creating this fused segment  1220 , the designer/manufacture has at least made this segment  1220  of the busbar more rigid or stiffer than the segment  1220  was before this welding process  1600  was performed. 
     After the top and bottom surfaces of the busbar  1000  have undergone the weldment process in connection with steps  186 ,  187 , the edge detail is added to the busbar  1000  in step  188 . In the example that is shown in  FIG.  28   , the edge detail that was selected for this example is the edge weldment process  106  from  FIG.  12 C- 12 D . This edge detail may have been selected during the design phase because it: (i) help fuse the edge portions of the busbar  1000  that typically undergo a large amount of stress when the busbar  1000  is bent, and (ii) it helps ensure that any material that was forced to the edges of the busbar  1000  during the top and bottom weldment process is rounded off, which prevents the busbar  1000  from having sharp edges that can create holes within the insulation. Specifically,  FIG.  28    show the welding machine  850  including a laser  852  that can create welds  1600  on the edges or sides of the busbar  1000 . These welds  1600  followed on the previously selected circle pattern ( FIG.  16 E ). It should be understood that this set may be omitted from the process or the welding pattern may be altered to a different pattern (e.g., increase the strength of the laser on the edge portions and decrease the laser in the center of the busbar  1000 ). It should be understood that the depth of the welds on the edges or sides may be varied within a busbar  1000  or may be varied for the specific application. 
     The fabrication steps  184 ,  186 ,  188  lead to the formation of the busbar  1000  shown in  FIGS.  29 - 35    based on the engineering model  100  that is shown in  FIG.  23 A . It should be understood that busbar  1000  is an exemplary embodiment of the inventive busbar and that other embodiments are disclosed within this application and are contemplated by this disclosure.  FIGS.  29 - 35    show that the busbar  1000  includes: (i) an intermediate portion  1200  and (ii) two end portions  1700 . Referring to  FIG.  29   , the intermediate portion  1200  extends between end boundary lines  1200   a ,  1200   b , while the end portions  1700  extends outward from end boundary lines  1200   a ,  1200   b . The intermediate portion includes: (i) two fused segments  1220  and (ii) one unfused segment  1520 . Also, in the embodiment shown in  FIG.  29   , the fused segments  1220  extend between the end boundary lines  1200   a ,  1200   b  and an intermediate boundary line  1220   a ,  1220   b . The unfused segment  1520  is not welded and thus contains an unsolidified region  1670 . Accordingly, an extent of the individual conductors  1090  are visible within  FIGS.  29 - 35   . The fused segments  1220  were created from welds  1600  generated based on the top fusion pattern  453  and bottom fusion pattern  454  of the segment combination fusion pattern  452   a , shown in  FIG.  23 A . 
     The welds  1600 ,  1602  contained within the fused segment  1220  include four waveforms  1610 ,  1612 ,  1614 ,  1616 , wherein two waveforms  1610 ,  1612  are disposed on the top surface  1000   a  of the busbar  1000  and two waveforms  1614 ,  1616  are disposed on the bottom surface  1000   b  of the busbar  1000 . Each of the four waveforms  1610 ,  1612 ,  1614 ,  1616  is a sine wave, has an amplitude that is less than the width of the busbar  1000 , and a frequency that is consistent across the entire fused segment  1220 . The top sine waves  1610 ,  1612  are arranged such that they are 180 degrees out of phase with each other. The bottom sine waves  1614 ,  1616  are arranged such that they are also 180 degrees out of phase with each other. In addition, the combination of the top sine waves  1610 ,  1612  is 90 degrees out of phase with the combination of the bottom sine waves  1614 ,  1616 . Additionally, the sides or edges of the busbar  1000  also contain welds  1600 ,  1606  based upon the selected edge detail  106 . Further, the end portions  700  were created from welds  1600  generated based on the top fusion pattern  457  and bottom fusion pattern  458  of the end combination fusion pattern  456   a  shown in  FIG.  23 A . Here, the top fusion pattern  457  and bottom fusion pattern  458  include concentric rectangles. 
       FIGS.  37 - 39    show cross-sectional views of the busbar  1000  shown in  FIG.  37   , where the top surface  1000   a  of the busbar  100  includes welds  1600 ,  1602 ,  1604 . Cross-sectioning this busbar  1000  along the longitudinal center line  37 - 37 , shows that: (i) welds  1602  create partially solidified regions  1650  in the fused segments  1220  of the intermediate portion  1200  of the busbar  1000 , (ii) welds  1604  create a densified end portion  1700 , and (iii) areas that did not undergo a weldment process remain unsolidified  1670 . The partially solidified regions  1650  are formed within the fused segment  220  of the intermediate portion  200  because the weldment process combines some, but not all, of the conductors  1090  contained within weldment zone  1660  into a single consolidated conductor. Referring to  FIG.  39   , a partially solidified region  1650  extends from a first side  1000   a  of the busbar  1000  to a peak  1656  of the weld  1600 . Wherein the weld peak  1656  is positioned at a point that is located between the first and second surfaces  1000   a ,  1000   b  of the busbar  1000  and preferably an appreciable distance inward from the first and second surfaces  1000   a ,  1000   b . The partial solidification zone is a zone  1660  of the busbar  1000  that extends between the top surface  1000   a  and the bottom surface  1000   b  that has undergone a partial penetration weldment process. The partial solidification zone  1660  has a height that extends between the first and second surfaces  1000   a ,  1000   b . Stated another way, the partial solidification zone  1660  has a height that is equal to fused segment height HF and is greater than the partially solidified height HP. The partial solidification zone  1660  has a width ZW that is equal to at least the diameter or cross-sectional width of the partially solidified region  1650 . 
     The weld  1600  has a weld depth DW that extends from the first surface  1000   a  to the weld peak  1656 . A weld depth DW in a partially solidified region  1650  has a partially solidified height HP. The partially solidified height HP is less than the total fused segment height or thickness HF of the busbar  1000 . Because partially solidified height HP is less than the fused segment height HF, an unsolidified region  1670  is formed between the weld peak  1656  and the second surface  1000   b  of the busbar  1000 . This unsolidified region  1670  has an unsolidified height HU, which extends between the second surface  1000   b  and the peak  1656  of the weld  1600 . The unsolidified height HU is typically at least 10% of fused segment height HF and is preferably between 20% and 60% of fused segment height HF. On the other hand, partially solidified height HP is equal to at least 10% of the fused segment height HF, is preferably between 35% and 80% of the fused segment height HF, and is most preferably between 45% and 70% of the fused segment height HF. 
     In this exemplary embodiment, a partially solidified region  1650  may be created by solidifying between two and nine conductors  1090 . Here,  FIG.  39    shows that approximately seven of the ten conductors  1090  are solidified in the partially solidified region  1650 . In other words, not all—approximately three—of the conductors  1090  are not solidified and thus these conductors  1090  are in the unsolidified region  1670 . Stated another way, the intermediate portion  1200  of the busbar  1000  includes a plurality of conductors  1090  that traverse or spans the intermediate portion  1200  of the busbar  1200 . The fused segment  1220  of the intermediate portion  1200  contains a partial solidification zone  1660  that extends between the upper most surface  1000   a  of the plurality of conductors and the lowermost surface of the plurality of conductors  1000   b . A majority of the extents of the conductors  1090  contained within this partial solidification zone  1660  have been solidified into a single consolidated conductor to form a partially solidified region  1650 . Likewise, a minority of the extents of the conductors  1090  contained within this partial solidification zone  1660  have unsolidified. 
     As best shown in  FIG.  39   , the partially solidified region  1650  contains varying fusing density, wherein a first or inner zone  1652  has a first fusing density and the second or outer zone  1654  has a fusing second density that is less than the first fusing density. The differences in density result from the configuration and operating conductions of the laser welding machine  850 , where the laser beam loses strength as it penetrates into the busbar  1000 . The less dense zone  1654  is created at a certain distance outward of the center of the weld  1600  or beyond the more dense zone  1652 . It should be understood that this second zone  1654  may have a fusing density gradient, where it has a higher fusing density closest to the first zone  1652  and the lowest fusing density at a furthest point away from the first zone  1652 . It also should be understood that the fusing density may be consistent or substantially consistent within this first zone  1652 . Additional aspects of the partially solidified region  1650  and unsolidified region  1670  are presented in the definitions section at the outset of the detailed description. 
     In a first non-limiting example, the settings that may be used in connection with the laser welding machine  850 , for a busbar  1000  that includes 10 copper conductors  1090  having a height or thickness HC that is equal to 0.01 inches or 0.254 mms, are: (i) laser type is a fiber laser, (ii) power of the laser is 2000 W, (iii) laser beam shape is a central core, 
     (iv) there is no laser path, and (v) cycle time is set to 0.116 seconds. These settings for the machine  850  form a partially solidified region that extends approximately 56% of the way into the busbar  1000  and has a diameter of approximately 0.24 mm at its widest point. In another example, the settings that may be used in connection with the machine  850  for a busbar  1000  that includes 10 copper conductors  1090  having a height HC that is equal to 0.01 inches or 0.254 mm, are: (i) laser type is a fiber laser, (ii) power of the laser is 5000 W, (iii) laser beam shape is a central core with a ring, wherein 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 to 0.079 seconds. These settings for the machine  850  form a partially solidified region  1650  that extends approximately 77% of the way into the busbar  1000  and has a diameter of approximately 0.732 mm at its widest point. In another example, the settings that may be used in connection with the machine  850 , for a busbar  1000  that includes 10 copper conductors  1090  having a height HC that is equal to 0.01 inches or 0.254 mms, are: (i) laser type is a fiber laser, (ii) power of the laser is 5000 W, (iii) laser beam shape is a central core with a ring, wherein 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 to 0.158 seconds. These settings for the machine  850  form 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. 
     In addition to containing the partially solidified regions  1650 , the fused segment  1220  within the intermediate portion  1200  of the busbar  1000  contains unsolidified regions  1670 . As shown in the Figures, a majority of the volume contained within the fused segment  1220  contains unsolidified regions  1670 . The substantial volume of 1670 ensures that the busbar  1000  has properties that include attributes of rigid busbars  10  and flexible busbars  20 . It should be understood that  FIGS.  37 - 39    only show partially solidified regions  1650  because the cross-section  37 - 37  is taken along an extent of the busbar  1000  that does not contain overlapping or intersecting weld that extend from both the top and bottom of the busbar  1000 .  FIG.  37    also shows the cross-section of the end portions  1700  of the busbar  1000 . Unlike the intermediate portion  1200 , the end portions  1700  are intended to receive a connector and as such it is desirable for these areas to be fully solidified as a single consolidated conductor. As discussed above, the end portions  1700  are welded in manner that causes these portions to be densified (enough solidified surface area to equal 120% of the busbar&#39;s  100  cross sectional area) such that they can be coupled to a connector. Turning to  FIGS.  40 - 43   , the section plane of the busbar  1000  is offset from the longitudinal center  1000   c  of the busbar  1000  towards a peripheral edge  1000   e  and at the location where the top welds  1602  that were formed from the top surface  1000   a  intersect with the bottom welds  1602  that were formed from the bottom surface  1000   b . These intersection locations form fully solidified regions  1690  because a significant extent of the conductors  1090  are solidified downward from the top surface  1000   a  and a significant extent of the conductors  1090  are solidified upward from the bottom surface  1000   b . Accordingly, these significant extents of the conductors  1090  meet between the top and bottom surfaces  1000   a ,  1000   b , typically in the midpoint region between the two surfaces  100   a ,  100   b , and form a fully solidified region  1690 . The weld depth DW in a fully solidified region  1690  has a fully solidified height HFS. The fully solidified height HFS is substantially equal to fused segment height HF of the busbar  1000 . In certain exemplary embodiment, the fully solidified height HFS may be greater than the fused segment height HF when weldment material is deposited onto one of the two surfaces  100   a ,  100   b  creating a “dome-effect”. Because weld depth DW is equal or greater than the fused segment height HF, an unsolidified region  1670  is not formed between weld and the second surface  1000   b  of the busbar  1000 . In other words, all of the intermediate extents of the conductors  1090  that are positioned within the full solidification zone  1688  are solidified into a single consolidated conductor. Additional aspects of the fully solidified region  1690  are presented in the definitions section at the outset of the detailed description. Like 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 , where the zone extends between the top surface  1000   a  and the bottom surface  1000   b  that has undergone a partial penetration weldment process. The full solidification zone  1688  has a height that extends between the first and second surfaces  1000   a ,  1000   b . Stated another way, the full solidification zone  1660  has a height that is equal to fused segment height HF and may be equal to the fully solidified height HFS The full solidification zone  1688  has a width ZW that is at equal to at least the diameter or cross-sectional width of the fully solidified region  1690 . 
     Like the partially solidified region  1650 , the fully solidified region  1690  contains varying fusing density, wherein a first or inner zone  1692  has a first fusing density and the second or outer zone  1694  has a second fusing density that is less than the first fusing density. The differences in fusing density result from the configuration and operating parameters of the machine  850 , where the laser beam loses strength as it penetrates into the busbar  1000  and thus the less dense zone  1694  is created at a certain distance outward from the center of the weld  1600  or beyond the more dense zone  1694 . It should be understood that this second zone  1694  may have a fusing density gradient, where it is has a higher fusing density closest to the first zone  1692  and the lowest fusing density a furthest point away from the first zone  1652 . It also should be understood that the fusing density may be consistent or substantially consistent within this first zone  1652 . As shown in  FIGS.  42  and  43   , the unsolidified region  1670  surrounds the fully solidified region  1690 , such that the individual conductors  1090  in the unsolidified region  1670  remain distinct, un-fused components. 
       FIGS.  44 - 45    show a cross-sectional view of the busbar  1000  taken along section plane defined by line  45 - 45  of  FIG.  44    and revealing multiple regions that have been partially and fully solidified. First, middle extent of  FIG.  45    shows three partially solidified regions  1650 , wherein the two outer regions  1650  are formed from the bottom weldment process and the middle region  1650  is formed from the top weldment process. Second, the opposed edge zones  1693  are solidified with edge welds  1606  resulting from the circular edge detail  106  contained in the busbar model  100  that was used to create busbar  1000 . These edge welds  1606  form fully solidified edge regions  1693  that extend inward from the outer peripheral edges  1000   d ,  1000   e  of the busbar  1000 . In particular, these fully solidified edge regions  1693  extend from a first peripheral edge  1000   d ,  1000   e  to the interior weld boundary  1696  and thus have a width WW, wherein WW may be between 0.2 mm to 5 mm or preferably between 0.2 mm to 1 mm. In addition to solidifying the edges  1000   d ,  1000   e  of the busbar  1000 , this edge detail  106  also rounds off the corners  1698  of the busbar  1000 . These rounded corners  1698  help reduce the probability that the conductors  1090  wear into or tear the insulation  1780 . 
       FIGS.  46 - 47    show a cross-sectional view of the busbar  1000  taken along a section plane denoted by line  47 - 47  of  FIG.  46    and revealing multiple fully regions that have been fully solidified. First, the middle extent of  FIG.  47    shows two fully solidified regions  1690  that are adjacent to unsolidified regions  1670 . Second, the opposed edge zones  1693  are solidified with edge welds  1606  resulting from the circular edge detail  106  contained in the busbar model  100  that was used to create busbar  1000 . These edge welds  1606  form fully solidified edge regions  1693  that extend inward from the outer peripheral edges  1000   d ,  1000   e  of the busbar  1000 . In particular, these fully solidified edge regions  1693  extend from a first peripheral edge  1000   d ,  1000   e  to the interior weld boundary  1696  and thus have a width WW, wherein WW may be between 0.2 mm to 5 mm or preferably between 0.2 mm to 1 mm. In addition to solidifying the edges  1000   d ,  1000   e  of the busbar  1000 , this edge detail  106  also rounds off the corners  1698  of the busbar  1000 . These rounded corners  1698  help reduce the probability that the conductors  1090  wear into or tear the insulation  1780 . 
     As shown in  FIGS.  29 - 33   , the busbar  1000  includes a fused segment  1220  that has a length, width, and height. The length extends between the end boundary lines  1200   a ,  1200   b  and intermediate boundary line  1220   a ,  1220   b , the width extends between the edges of the busbar  1000   d ,  1000   e , and the height extends between the top surface  1000   a  and bottom surface  100   b . The length, width, and height dimensions collectedly define a fused segment volume V, which can be summed to determine a total fused segment volume of the busbar  1000 . Each of the fused segment volumes contain a plurality of fully solidified regions  1690 , a plurality of partially solidified regions  1650 , a substantial unsolidified solidified region  1670 . The fused segment volume also contains the unsolidified region  1670  that extends between and around the plurality of fully solidified regions  1690  and the plurality of partially solidified regions  1650 . In the busbar  1000  that is shown in  FIGS.  29 - 47   , the unsolidified region  1670  occupies a majority of the fused segment volume, while the combination of the partially solidified regions  1650  and the fully solidified regions  1670  occupy a minority of the fused segment volume. Additionally, the partially solidified regions  1650  occupies more of the fused segment volume than the fused segment volume that is occupied by the fully solidified regions  1670 . Moreover, the fully solidified region  1670  occupies less of the fused segment volume than the fused segment volume that is occupied by either of the partially solidified regions  1650  or unsolidified region  1670 . 
     Further referring to the busbar  1000  that is shown in  FIGS.  29 - 47   , it should be understood that increasing the volume of the partially solidified regions  1650  within the fused segment volume: (i) will increase at least the localized stiffness in the fused segment  1220 , (ii) tends to increase the stiffness of the intermediate portion  1200  of the busbar  1000 , and (iii) tends to increase the overall stiffness of the busbar  1000 . For example, creating these partially solidified regions  1650  will increase the modulus Young&#39;s modulus of the busbar above 115 gigapascals (GPa) at room temperature. It should also be understood that increasing the volume of the fully solidified regions  1690  within the fused segment volume: (i) will increase at least the localized stiffness in the fused segment  1220 , (ii) tends to increase the stiffness of the intermediate portion  1200  of the busbar  1000 , and (iii) tends to increase the overall stiffness of the busbar  1000 . Increasing the volume of the fully solidified regions  1690  within the fused segment volume should have a greater effect on these stiffness parameters, as compared as solely increasing the volume of the partially solidified regions  1650 . Further, adding a partially solidified region  1650  and/or fully solidified region  1690  to fused segment  1220  having only an unsolidified region  1670  will increase the localized and overall stiffness of the fused segment  1220 . Moreover, it should further be understood that increasing the volume of both the partially solidified regions  1650  and the fully solidified regions  1690  within the fused segment volume: (i) will increase at least the localized stiffness in the fused segment  1220 , (ii) tends to increase the stiffness of the intermediate portion  1200  of the busbar  1000 , and (iii) tends to increase the overall stiffness of the busbar  1000 . 
     Finally, it should be understood that increasing the volume of unsolidified region  1670  within the fused segment volume: (i) will increase at least the localized flexibility in the fused segment  1220 , (ii) tends to increase the flexibility of the intermediate portion  1200  of the busbar  1000 , and (iii) tends to increase the overall flexibility of the busbar  1000 . 
     As discussed above, the intermediate portion  1200  may contain any number (e.g., 0-1000) of fused regions  1220  and any number (e.g., 0-1000) of unfused regions  1520 . For example, the intermediate portion  1200  may only contain a single fused region  1220  or may only contain an unfused region  1520 . Additionally, the fused segment  1220  may contain number of waveforms (e.g., 0-100), is preferably between 1-6, and most preferably is four 1610, 1612, 1614, 1618. As such, the fused segment  1220  may contain any number of partially solidified regions  1650  or fully solidified regions  1690 . For example, the fused segment  1220  may be almost solid due to the fact it contains a high number of fully solidified regions  1690  or may almost be unsolidified because the fused segment only contains a single weld  1600  in a small volume (e.g., single laser dot). Further, any waveform type, frequency, and amplitude may be utilized in order to meet the customer specifications. Overall, the unfused segments  1520  may perform in a manner that is similar to a conventional flexible busbar  20  and the fused segment  1220  may perform in a manner that is similar to a conventional rigid busbar  10 . These integrally formed segments  1220 ,  1520  provide significant benefits over conventional busbars  10 ,  20 . 
     An optional step of forming the inventive busbar  1000  includes encasing the conductors  1090  in a protective material or insulation  1780  that encases a subset of the busbar  1000 . The insulation  1780  may be a heat-shrunk material (e.g., CPX 100 EV from Shawcor). In alternative embodiments, the insulation  1780  may be tape or any other type of material that may be used to coat 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 centering process  1784  that are shown in  FIG.  48 A- 48 D . Specifically, the use of this process  1784  helps prevent high scrap rate or marginally passing HI Pot parts, which are formed because the busbar  1000  can move within the cavity during the injection of the material that will act as an insulator  1780 . The machine  1782  shown in  FIGS.  48 A- 48 D  utilize biased pins  1786   a ,  1786   b  that hold the busbar  1000  within the center of the mold  1788 . The pins  1786   a ,  1786   b  may be biased using a spring, magnet, or any other biasing mechanism. As shown in the transition from  FIG.  48 B to  48 C , the pressure from the insertion of the insulation material  1790  will force the pins  1786   a ,  1786   b  outward from the center, which allows the busbar  1000  to be fully encapsulated by the insulator  1780  and substantially centered within the insulator  1780 . Thus, reducing hot spots or scrap busbars. Finally,  FIG.  48 E  shows finished busbar  1000  that has been removed from the mold  1788  and wherein the conductors  1090  of the busbar  1000  are surrounded by the insulator  1780 . 
     The insulation  1780  may include an identification device, symbol, logo, or indicia (e.g., names, QR codes, or radio frequency identification devices (“RFID”)) that is formed within the insulation  1780 . These identification device, symbol, logo, or indicia may help manufacture ensure the busbars are installed in the right locations and aid in the track/inventory of the busbars  1000 . It should be understood the insulation  1780  may include shielding properties that reduce the electromagnetic noise that is generated by these busbars  1000 . 
     As shown in  FIGS.  48 A,  49 A  and after the top, bottom, and sides of the busbar  1000  are welded and the joints are formed, the end portions  500  of the busbar  1000  may be formed using the welding machine  850 . In forming the end portions  500 , a densification weld is created and then an attachment means is added thereto. The attachment means may be either an opening that is configured to receive a conventions coupler  24  or a boltless connector system  2000  that includes a spring member  440   a , or any other attachment mechanism for use with a busbar. 
     The boltless connector system  2000  is described in a number of applications that are owned by the assignee of this application and are incorporated herein by reference. These application, include PCT/US2019/36127, PCT/US2019/36070, PCT/US2019/36010, and PCT/US2018/019787, U.S. patent application Ser. No. 16/194,891 and U.S. Provisional Applications 62/897,658, 62/988,972 and 63/058,061. At a high level, an extent of the system  2000  is shown in  FIGS.  7 ,  49 A- 49 B,  63 - 66 ,  79 - 81 ,  83 - 84   , which provide various views of the male connector assembly  2200 . The male connector assembly  2200  includes: (i) a male terminal receiver  2260 , (ii) a male terminal assembly  2430 . The male terminal receiver  2260  is formed from an arrangement of terminal receiver side walls  2262   a - 2262   d . The side walls  2262   a - 2262   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 exposed amount of the male terminal assembly  2430 . However, the entire male terminal assembly  2430  is not enclosed within the male terminal receiver  2260  or the body  2226  because then the male terminal assembly  2430  would then be prevented from contacting the female terminal assembly  2800 . Thus, to facilitate the coupling of the male terminal assembly  2430  to the female terminal assembly  2800 , the side walls  2262   a - 2262   d  each have male terminal openings  2268   a - 2268   d  there through. The male terminal openings  2268   a - 2268   d  are disposed through an intermediate portion of the side walls  2262   a - 2262   d  and are configured to permit an extent of the male terminal assembly  2430  to extend through the side walls  2262   a - 2262   d  to enable the male terminal assembly  430  to contact the female terminal assembly  2800 . 
       FIGS.  7 ,  49 A- 49 B,  63 - 66    provide various views of the male terminal assembly  2430 . Specifically, the male terminal assembly  2430  includes a spring member  2440   a  and a male terminal  2470 . The male terminal  2470  includes a male terminal body  2472  and a male terminal connection member or plate  2474 . The male terminal connection plate  2474  is coupled to the male terminal body  2472  and is configured to receive an extent of the busbar  1000  that connects the male terminal assembly  2430  to a device (e.g., an alternator) outside of the connector system  2000 . The male terminal body  2472  includes: (i) an arrangement of male terminal side walls  2482   a - 2482   d  and (ii) a rear terminal wall  480 . The arrangement of male terminal side walls  2482   a - 2482   d  are coupled to one another and generally form a rectangular prism. The male terminal side walls  2482   a - 2482   d  include: (i) a side wall portion  2492   a ,  2492   c , which generally has a “U-shaped” configuration and (ii) contact arms  2494   a - 2494   h . The side wall portions  2492   a - 2492   d  are substantially planar and have a U-shaped configuration with an intermediate segment. The contact arms  2494   a - 2494   h  extend: (i) from an extent of the intermediate segment of the side wall portion  2492   a - 2492   d , (ii) away from the rear male terminal wall  2480 , and (iii) across an extent of the contact arm openings. 
     The contact arms  2494   a - 2494   h  extend away from the rear male terminal wall  2480  at an outward angle. This configuration allows the contact arms  2494   a - 2494   h  to be deflected or displaced inward and towards the center of the male terminal  2470  by the female terminal assembly  800 , when the male terminal assembly  2430  is inserted into the female terminal assembly  2800 . This inward deflection is best shown in figures contained within PCT/US2019/036010. This inward deflection helps ensure that a proper mechanical and electrical connection is created by ensuring that the contact arms  2494   a - 2494   h  are placed in contact with the female terminal assembly  2800 . The male terminal  2470  is typically formed from a single piece of material (e.g., metal). Therefore, the male terminal  2470  is a one-piece male terminal  2470  and has 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 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 one-piece or be integrally formed, but instead formed from separate pieces that are welded together. 
       FIG.  66    show views of the spring member  2440   a  that is configured to function with the first embodiment of the male terminal  470 . The spring member  2440   a  generally includes: (i) arched spring sections  2448   a - 448   d  and (ii) spring arms  2452   a - 2452   h . The arched spring sections  2448   a - 448   d  extend between the rear extent of the spring member wall  2444  and the spring arms  2452   a - 2452   h . The spring arms  2452   a - 2452   h  are not connected to one another. This configuration allows for omnidirectional of the spring arms  2452   a - 2452   h , which facilitates in the mechanical coupling between the male terminal  2470  and the female terminal assembly  2800 . The spring member  2440   a  is typically formed from a single piece of material (e.g., metal). To integrally form these features, the spring member  2440   a  is typically formed using a die forming process. As discussed in greater detail below and in PCT/US2019/036010, when the spring member  2440   a  is formed from a flat sheet of metal, installed within the male terminal  2470  and connected to the female terminal assembly  800 , and is subjected to elevated temperatures, the spring member  440   a  applies an outwardly directed spring thermal force, STF, on the contact arms  2494   a - 2494   h  due in part to the fact that the spring member  2440   a  attempts to return to a flat sheet. However, it should be understood that other types of forming the spring member  2440   a  may be utilized, such as casting or using an additive manufacturing process (e.g., 3D printing). In other embodiments, the features of the spring member  2440   a  may not be formed from a one-piece or be integrally formed, but instead formed from separate pieces that are welded together. 
     Additionally, it should be understood that the connector system  2000  is T4/V4/S3/D2/M2, wherein the system  2000  meets and exceeds: (i) T4 is exposure of the system  100  to 150° C., (ii) V4 is severe vibration, (iii) Si is sealed high-pressure spray, (iv) D2 is 200 k mile durability, and (v) M2 is less than 45 Newtons of force is required to connect the male connector assembly  2200  to the female connector assembly  2600 . In addition, it should be understood that the male terminal assembly  2430  and the female terminal assemblies  2800  disclosed within this application may be replaced with the male terminal assemblies and the female terminal assemblies disclosed within PCT/US2018/019787 or PCT/US2019/36010. In addition, the de-rating of some of these connectors is disclosed within PCT/US2020/14484. 
     Further, it should be understood that alternative configurations for connector systems  2000  are possible. For example, any number of male terminal assemblies  2430  may be positioned within a single male housing assembly  2220 . For example, the male housing assembly  2220  may be configured to contain multiple (e.g., between 2-30, preferably between 2-8, and most preferably between 2-4) male terminal assemblies  2430 . The female connector assembly  2600  may be reconfigured to accept these multiple male terminal assemblies into a single female terminal assembly  2800 . Alternatively, the female connector assembly  2600  may be reconfigured to include multiple female terminal assemblies  2800 , where each female terminal assembly  2800  receives a single male terminal assemblies  2430 . Moreover, it should also be understood that the male terminal assemblies  2430  may have any number of contact arms  2494  (e.g., between 2-100, preferably between 2-50, and most preferably between 2-8) and any number of spring arms  2452  (e.g., between 2-100, preferably between 2-50, and most preferably between 2-8). As discussed above, the number of contact arms  2494  may not equal the number of spring arms. For example, there may be more contact arms  2494  then spring arms  2452 . Alternatively, there may be less contact arms  2494  then spring arms  2452 . 
     Instead of bending the busbar  1000  in-plane  750 , two busbars  1000   a ,  1000   b  may be joined together to form a single busbar. This may be beneficial when the customer&#39;s application does not allow for the space required for an in-plane bend  750 . Here, the two busbars  1002 ,  1004  are joined together at a defined angle (e.g., 90 degrees) use a “densification weld.” A densification weld is designed to create enough comingled surface area to equal 120% of the busbar&#39;s  100  cross sectional area. This helps ensure that this area does not become a current restrictor and a heat generator. In the exemplary embodiment that is shown within  FIGS.  67 - 72   , this 90 degree weld is negligible to 10% less resistive that a straight busbar  1000  of equal length. This is extremely beneficial due to the fact that 90 bends cannot be achieved within conventional busbars without creating a resistive extent within the busbar. 
     When welding two busbars  1000  together at a defined angle, the conductors  90  contained within each side of the busbar may have an overlapping, dovetailing, or interweaving 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 a segment removed from two of the conductors  1090  and the other busbar  1004  has a segment removed from three of the conductors  90 . These removed segments are cooperatively dimensioned to fit within one another. 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 bus bar  1004 . It should be understood that other overlapping, dovetailing, or interweaving arrangements are contemplated by this disclosure. Once the busbars have been arranged, the designer can welded to one another using the welding machine  789  that is shown in  FIGS.  69 - 70   . The combine fusion pattern that the welding machine  789  may utilize are shown in  FIGS.  22 C- 22 E . 
     As an alternative to utilizing a laser welding machine  850 , the designer may have decided to use a resistance spot welding machine  901 . The resistance spot welding machine  901  may include two fabrication modes  902   a ,  902   b , wherein the first fabrication mode  902   a  is a prototype fabrication mode and the second fabrication mode  902   b  is a mass production fabrication mode. In the first or prototype fabrication mode  902   a , the user controls the areas of the busbar  1000  that will be welded by manually feeding the busbar  1000  into the machine and then using a foot pedal to activate the machine  901 . Upon activation, the machine  901  will force the electrified electrodes  909   a ,  909   b  into contact with the conductors  1090 . This contact will cause the electricity from the electrodes  909   a ,  909   b  to form at least a partially solidify region  1650 . This contact procedure can be performed multiple times by the designer to form the fused segment  1220  of the busbar  1000 . 
     Alternatively, the if the designer selects the second or mass production fabrication mode  902   b , then the designer will need to select the design of the roller electrodes  906   a ,  906   b . Examples of these electrode designs are shown in  FIGS.  76 - 78   . In particular the roller electrodes  906   a ,  906   b  may have raised surfaces ( FIG.  76   ) or may have recessed surfaces ( FIG.  77 - 78   ). The raised surfaces will only make contact with the conductors  1090  of the busbar  1000  within these raised surfaces. This contact with the conductors  1090  by these raised surfaces will weld the busbar  1000  in these locations or areas. For example, the roller that is shown in  FIG.  76    will form a pattern that contains two sine waves. In contrast, if the roller  906   a ,  906   b  has recessed extents then these extends will not come into contact with the busbar  1000  and the weld areas will be the remaining surface of the roller  906   a ,  906   b . For example, the roller shown in  FIG.  77    will weld all area within the busbar  1000  except for the area that will be contained within the oval area. It should be understood that the exemplary rollers  906   a ,  906   b  are only examples and are non-limiting. 
     Similar to the busbar  1000  as described above and shown in  FIGS.  1 - 79   ,  FIG.  79    show a second embodiment of a busbar  3000 . For sake of brevity, the above disclosure in connection with busbar  1000  will not be repeated below, but it should be understood that across embodiments like numbers that are separated by  2000  represent like structures. For example, the disclosure relating to fused segment  1220  applies in equal force to fused segments  3220 . Further, it should be understood that the functionality of busbar  3000  is similar to, or identical to, the functionality disclosed in connection with busbar  1000 . The general properties of this second embodiment  3000  were identified in step  110  and shown in  FIG.  14 E . In particular,  14 E shows that the busbar designer identified five fused segments  3220  and four unfused segments  5220 . The bending of these fused segments  3220  is shown in  FIG.  79   , wherein four of these bends only have an in-plane  3750  aspect and the other bend has both an in-plane  3750  and out-of-plane aspects  3760 . Like busbar  1000 , busbar  3000  includes connectors  4000  that are identical to connectors  2000 . 
     Similar to the busbar  1000  as described above and shown in  FIGS.  1 - 79   ,  FIG.  80    show a third embodiment of a busbar  5000 . For sake of brevity, the above disclosure in connection with busbar  1000  will not be repeated below, but it should be understood that across embodiments like numbers that are separated by  4000  represent like structures. For example, the disclosure relating to fused segment  1220  applies in equal force to fused segments  5220 . Further, it should be understood that the functionality of busbar  5000  is similar to, or identical to, the functionality disclosed in connection with busbar  1000 . The general properties of this third embodiment  5000  were identified in step  110  and shown in  FIG.  14 F . In particular,  14 F shows that the busbar designer identified five fused segments  5220  and four unfused segments  5220 . The bending of these fused segments  5220  is shown in  FIG.  80   , wherein four of these bends only have an in-plane aspect  5750  and the other bend has both an in-plane  5750  and out-of-plane aspects  5760 . In addition, an extent of the unfused segment  5520  is bent in this embodiment  5000 . Like busbar  1000 , busbar  5000  includes connectors  6000  that are identical to connectors  2000 . 
     Similar to the busbar  1000  as described above and shown in  FIGS.  1 - 79   ,  FIG.  81    show a fourth embodiment of a busbar  7000 . For sake of brevity, the above disclosure in connection with busbar  1000  will not be repeated below, but it should be understood that across embodiments like numbers that are separated by  6000  represent like structures. For example, the disclosure relating to fused segment  1220  applies in equal force to fused segments  7220 . Further, it should be understood that the functionality of busbar  7000  is similar to, or identical to, the functionality disclosed in connection with busbar  1000 . The general properties of this fourth embodiment  7000  were identified in step  110  and shown in  FIG.  14 G . In particular,  14 G shows that the busbar designer identified three fused segments  7220  and three unfused segments  7220 . The bending of these fused segments  7220  is shown in  FIG.  81   , wherein these three bends only have an in-plane aspect  7750 . Like busbar  1000 , busbar  7000  includes connectors  8000  that are identical to connectors  2000 . 
     Similar to the busbar  1000  as described above and shown in  FIGS.  1 - 79   ,  FIG.  82    show a fourth embodiment of a busbar  9000 . For sake of brevity, the above disclosure in connection with busbar  1000  will not be repeated below, but it should be understood that across embodiments like numbers that are separated by  8000  represent like structures. For example, the disclosure relating to fused segment  1220  applies in equal force to fused segments  9220 . Further, it should be understood that the functionality of busbar  9000  is similar to, or identical to, the functionality disclosed in connection with busbar  1000 . Unlike busbar  1000 , busbar  9000  includes conventional bolted connectors  10 , 999 . 
     C. Deliver and Install Busbar(s) 
     Once the busbar  1000  intermediate portion  1200  and end portions  1700  formed, there are a number of options for how the busbar  1000  can be delivered and installed within an environment, application, system, product, component or device. Specifically,  FIG.  51    shows three different options  199   a ,  199   b , and  199   c . The first option  199   a  is where the busbar  1000  is shipped to the customer in a strait and flat configuration and the customer bends the bar  1000  to form all desired bends. Once the busbar  1000  contains the necessary bends, the busbar  1000  can be installed within the system (e.g., battery pack within a vehicle). The second option  199   b  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 thus is substantially flat. Once the customer receives that busbar  1000 , the customer can bend the busbar  1000  to form the out-of plane bends  1760 . Once the busbar  1000  contains the necessary bends, the busbar  1000  can be installed within the system (e.g., battery pack within a vehicle). Shipping the busbar  1000  in connection with the first or second options  199   a ,  199   b , reduces the probability that the busbar  1000  will be damaged. In addition, the package size of the busbars can drastically be reduced; thus, saving a considerable amount of money that would have been spent on shipping costs. Finally, in the third option  199   c , the busbar  1000  can be shipped to the customer in a form that is ready to be installed within requiring the customer to perform additional bends. 
     To bend the busbar  1000  into the configuration that is desirable, the busbar  1000  may have: (i) one or more in-plane bends  1750 , (ii) one or more out-of-plane bends  1760 , or (iii) may have a combination of one or more in-plane  1750  and one or more out-of-plane  1760 . As shown in the figures and discussed above, the in-plane bends  1750  are only formed within the fused segments  1220  of the busbar  1000 . This helps ensure that the individual conductors within the busbar  1000  do not delaminate due to this bend. In other words, the in-plane bends  1750  are not formed within the unfused segments  1520  of the busbar  1000 . In contrast, the out-of-plane bends  1760  may be formed within the fused segment  1220  or the unfused segment  1520 . This is because the out-of-plane bends  1760  do not cause the same stresses to be placed on the conductors  1090  that the out-of-plane bends  1750  place on the conductors  1090 . Thus, when the designer/manufacture is bending the busbar  1000  into its configuration for installation, the designer/manufacture must make sure that they are bending the busbar  1000  in the proper segments  1220 ,  1520 . In addition, the busbar/manufacture must be able to apply the proper amount of force to bend the busbar  1000  in the desired shape. In an exemplary and non-limiting example, the pressure needs to bend an unfused segment  1520  of the busbar may require approximately 250 pounds of force. To bend a fused segment  1220  of the busbar  1000 , the designer will need to apply more force than to bend an unfused segment, but less than the force then what would be required to bend a fully solidified busbar. For example, this force need to bend a fused segment  1220  may be between 250 pounds and 500 pounds. 
     To form these bends, the designer/manufacture may use any of the following machines  780   a ,  780   b , or  780   c  that are shown in  FIGS.  52 - 55 B . In particular,  FIGS.  780   a ,  780   b    show bending machines that are used to bend prototype busbars  1000 , while  FIGS.  54 - 55 B  show bending machines that are used to bend busbars  1000  that are manufactured using a mass production assembly. The prototype bending machine  780   a  include three spools  782   a ,  782   b ,  782   c  that have sides, which are configured to fully encase the busbar  1000  while bending. The middle spool  782   b  is attached to arm  784 , which can be cranked down to apply downward pressure on the busbar  1000  in light of the positional relationship of the two end spools  782   a ,  782   c . In other words, the middle spool  782   b  acts as a mandrel that bends the busbar  1000  in-plane  1750 . The mass production machine  780   c  automates the functions of the prototype bending machines  780   a ,  780   b . In particular,  FIGS.  55 A and  55 B  show how this mass production machine  780   c  can create both in-plane bends  1750  and out-of-plane bends  1760  in the busbar  1000 . It should be understood that these are only examples of machines  780   a - 780   c  that may be utilized to bend the busbar  1000 . For example, certain out-of-plane bends  1760  may not be bent by a machine and instead may be bent by hand. 
       FIGS.  83 - 84    show a motor vehicle environment M that includes a power distribution system  11000  that includes a number of components, such as a charger, a battery pack assembly  11002 , a DC-DC converter, and an electrical motor. As shown in  FIGS.  83 - 84   , the battery pack assembly  11004  has a skateboard configuration, wherein the battery pack assembly  11002  has a plurality (e.g.,  36 ) of battery pack modules  11006  that are arranged in a substantially linear configuration that is positioned at or below vehicle 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 ) of cells, wherein the cells are coupled to one another 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 to one another (e.g., in parallel and in series) using busbars  1000 ,  3000 ,  5000 ,  7000 ,  9000  in order to create a battery pack  11002  that supplies proper voltage levels for operation of the motor vehicle M. Like the positive terminals  11010 , the negative terminals  11012  are similarly coupled together using busbars  1000 ,  3000 ,  5000 ,  7000 ,  9000 . It should be understood that the busbars  1000 ,  3000 ,  5000 ,  7000 ,  9000  may be used in components contained within the motor vehicle environment M that are outside of the battery pack assembly  11002 . In addition, the inventive busbars  1000 ,  3000 ,  5000 ,  7000  are PCTR compliant, which not only reduces the height requirements of the busbars, but also simplifies installation. 
     It may be desirable to gather the information obtained from fabricating and bending the busbars  1000 , which have been made from an engineering model  100 . This information can then be fed back into to the overall computer system in order to more accurately transform the non-engineering model  68   a - 68   h  into an engineering model  100  and test the engineering model  100 . For example, the information that may be fed back into the computer system can include: (i) whether the fusion method caused too may fully solidified regions, (ii) whether the fusion method did not cause the partially solidified regions to extent to a desirable depth, (iii) bending forces required to bend the fused segments  1220 , (iv) electrical properties of the fused segments, (v) whether the fused segment  1220  delaminated during bending, or (vi) other relevant information. The computer system may take this information and alter the FE model used within the testing. As this FE model is able to closely predict how the busbars  1000  will operate when they are fabricated, the designer may utilize this FE model to help transform the non-engineering model  68   a - 68   h  into an engineering model  100 . It should be understood that the information that is fed back into the computer system may be fitted and/or analyzed with a learning algorithm or a neural network. This analysis can then be used to modify the FE model in order to improve its accuracy, which in turn will allow for more accurate creation of the engineering models  100 , which will result in cheaper, better performing, and more durable busbars  1000 . 
     MATERIALS AND DISCLOSURE THAT ARE INCORPORATED BY REFERENCE 
     
         
         PCT Application Nos. PCT/US2020/49870, PCT/US2020/14484, PCT/US2020/13757, PCT/US2019/36127, PCT/US2019/36070, PCT/US2019/36010, and PCT/US2018/019787, U.S. patent application Ser. No. 16/194,891 and U.S. Provisional Applications 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, each of which is fully incorporated herein by reference and made a part hereof. 
         SAE Specifications, including: J1742_201003 entitled, “Connections for High Voltage On-Board Vehicle Electrical Wiring Harnesses—Test Methods and General Performance Requirements,” last revised in March 2010, each of which is fully incorporated herein by reference and made a part hereof. 
         ASTM Specifications, including: (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,” each of which are fully incorporated herein by reference and made a part hereof. 
         American National Standards Institute and/or EOS/ESD Association, Inc. Specifications, including: ANSI/ESD STM11.11 Surface Resistance Measurements of Static Dissipative Planar Materials, each of which is fully incorporated herein by reference and made a part hereof. 
         DIN Specification, including Connectors for electronic equipment—Tests and measurements—Part 5-2: Current-carrying capacity tests; Test  5   b : Current-temperature de-rating (IEC 60512-5-2:2002), each of which are fully incorporated herein by reference and made a part hereof. 
         USCAR Specifications, including: (i) SAE/USCAR-2, Revision 6, which was last revised in February 2013 and has ISBN: 978-0-7680-7998-2, (ii) SAE/USCAR-12, Revision 5, which was last revised in August 2017 and has ISBN: 978-0-7680-8446-7, (iii) SAE/USCAR-21, Revision 3, which was last revised in December 2014, (iv) SAE/USCAR-25, Revision 3, which was revised on March 2016 and has ISBN: 978-0-7680-8319-4, (v) SAE/USCAR-37, which was revised on August 2008 and has ISBN: 978-0-7680-2098-4, (vi) SAE/USCAR-38, Revision 1, which was revised on May 2016 and has ISBN: 978-0-7680-8350-7, each of which are fully incorporated herein by reference and made a part hereof. 
       
    
     Other standards, including Federal Test Standard 101C and 4046, each of which is fully incorporated herein by reference and made a part hereof. 
     INDUSTRIAL APPLICABILITY 
     This inventive busbar  1000  described herein includes many advantages over other busbar system that currently exists. Some of these advantages include: i) using less material, ii) weighing less, iii) providing sufficient current paths, which allows the busbars to carry more current without a substantial rise in temperature, iv) the ability to be shipped in a substantially flat configuration, which reduces shipping costs and reduces the chance the busbar may be deformed, v) can have bolt or boltless configurations, wherein the boltless configurations reduce labor costs associated with installation, vi) does not require special molds or fabrication techniques to enable the busbar  1000  to be custom fitted to a specific application, vii) does not require the combination of multiple different materials, which also increases the amount of current the buss bar  100  can handle without a substantial rise in temperature, viii) has a low profile configuration, which allows the designer to reduce the height of the battery pack, and ix) can be formed into complex geometries at or near the place the busbar is installed. 
     While the foregoing has described what are considered to be the best mode 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 various forms and examples, and that the teachings may be applied in numerous applications, only some of which have been described herein. For example, within the intermediate portion  1200  the busbar  1000  may not contain an unfused segment  1520  and may only contain fused segments  1220 . It is intended by the following claims to claim any and all applications, modifications and variations that fall within the true scope of the present teachings. Other implementations are also contemplated. 
     While some implementations have been illustrated and described, numerous modifications come to mind without significantly departing from the spirit of the disclosure; and the scope of protection is only limited by the scope of the accompanying claims. 
     Headings and subheadings, if any, are used for convenience only and are not limiting. The word exemplary is used to mean serving as an example or illustration. To the extent that the term includes, have, or the like is used, such term is intended to be inclusive in a manner similar to the term comprising as comprising is interpreted when employed as a transitional word in a claim. Relational terms such as first and second and the like may be used to distinguish one entity or action from another without necessarily requiring or implying any actual such relationship or order between such entities or actions. 
     Phrases such as an aspect, the aspect, another aspect, some aspects, one or more aspects, an implementation, the implementation, another implementation, some implementations, one or more implementations, an embodiment, the embodiment, another embodiment, some embodiments, one or more embodiments, a configuration, the configuration, another configuration, some configurations, one or more configurations, the subject technology, the disclosure, the present disclosure, other variations thereof and alike are for convenience and do not imply that a disclosure relating to such phrase(s) is essential to the subject technology or that such disclosure applies to all configurations of the subject technology. A disclosure relating to such phrase(s) may apply to all configurations or one or more configurations. A disclosure relating to such phrase(s) may provide one or more examples. A phrase such as an aspect or some aspects may refer to one or more aspects and vice versa, and this applies similarly to other foregoing phrases. 
     Numerous modifications to the present disclosure will be apparent to those skilled in the art in view of the foregoing description. Preferred embodiments of this disclosure are described herein, including the best mode known to the inventors for carrying out the disclosure. It should be understood that the illustrated embodiments are exemplary only, and should not be taken as limiting the scope of the disclosure.