Patent Description:
A vehicle that uses one or more battery systems for providing all or a portion of the motive power for the vehicle can be referred to as an xEV, where the term "xEV" is defined herein to include all of the following vehicles, or any variations or combinations thereof, that use electric power for all or a portion of their vehicular motive force. For example, xEVs include electric vehicles (EVs) that utilize electric power for all motive force. As will be appreciated by those skilled in the art, hybrid electric vehicles (HEVs), also considered xEVs, combine an internal combustion engine propulsion system and a battery-powered electric propulsion system, such as <NUM> Volt (V) or 130V systems. The term HEV may include any variation of a hybrid electric vehicle. For example, full hybrid systems (FHEVs) may provide motive and other electrical power to the vehicle using one or more electric motors, using only an internal combustion engine, or using both. In contrast, mild hybrid systems (MHEVs) disable the internal combustion engine when the vehicle is idling and utilize a battery system to continue powering the air conditioning unit, radio, or other electronics, as well as to restart the engine when propulsion is desired. The mild hybrid system may also apply some level of power assist, during acceleration for example, to supplement the internal combustion engine. Mild hybrids are typically 96V to 130V and recover braking energy through a belt or crank integrated starter generator. Further, a micro-hybrid electric vehicle (mHEV) also uses a "Start-Stop" system similar to the mild hybrids, but the micro-hybrid systems may or may not supply power assist to the internal combustion engine and operate at a voltage below 60V. For the purposes of the present discussion, it should be noted that mHEVs typically do not technically use electric power provided directly to the crankshaft or transmission for any portion of the motive force of the vehicle, but an mHEV may still be considered an xEV since it does use electric power to supplement a vehicle's power needs when the vehicle is idling with internal combustion engine disabled and recovers braking energy through an integrated starter generator. In addition, a plug-in electric vehicle (PEV) is any vehicle that can be charged from an external source of electricity, such as wall sockets, and the energy stored in the rechargeable battery packs drives or contributes to drive the wheels. PEVs are a subcategory of EVs that include all-electric or battery electric vehicles (BEVs), plug-in hybrid electric vehicles (PHEVs), and electric vehicle conversions of hybrid electric vehicles and conventional internal combustion engine vehicles.

xEVs as described above may provide a number of advantages as compared to more traditional gas-powered vehicles using only internal combustion engines and traditional electrical systems, which are typically 12V systems powered by a lead acid battery module. For example, xEVs may produce fewer undesirable emission products and may exhibit greater fuel efficiency as compared to traditional internal combustion vehicles and, in some cases, such xEVs may eliminate the use of gasoline entirely, as is the case of certain types of EVs or PEVs.

As technology continues to evolve, there is a need to provide improved power sources, particularly battery modules, for such vehicles and other implementations. For example, connections established between various conductive components of a battery module may be formed using a weld. Unfortunately, some of these connections may be difficult to make, or may be less than optimal because of the presence of dissimilar materials. While it may be desirable to simply couple different conductive materials directly, such connections may be subject to unwanted galvanic effects, which can degrade the connections. Accordingly, it is now recognized that improved transitions between dissimilar conductive materials are desirable to enhance the stability and lifetime of the battery.

<CIT> and <CIT> disclose prior art battery modules.

The invention is defined in claim <NUM>, with further embodiments defined in the dependent claims.

The present disclosure relates to a lithium-ion battery module that includes a housing having a base, a battery cell disposed in the housing, and a battery module terminal electrically coupled to the battery cell via an electrical pathway, where the battery module terminal is configured to provide an electrical output of the battery module when coupled to an electrical load, and wherein the electrical pathway is defined by a first portion, a second portion, and an interconnecting portion connecting the first portion and the second portion. The first portion of the electrical pathway has a plurality of first conductive components electrically coupled to one another within first connection planes using a first conductive material, and the first connection planes are substantially parallel to the base of the housing. The second portion of the electrical pathway includes a plurality of second conductive components electrically coupled to one another within second connection planes using a second conductive material, different from the first conductive material, and the second connection planes are oriented crosswise relative to the first connection planes.

The present disclosure also relates to a method for constructing a lithium-ion battery module that includes accessing a first side of a housing of the battery module, where the lithium-ion battery module includes a battery cell. The method also couples a plurality of first conductive components to one another via a first plurality of welds on the first side, wherein the first plurality of welds are produced within first connection planes using a first conductive material, and the first connection planes are substantially parallel to a base of the housing. The method also accesses a second side of the housing, crosswise to the first side, and couples a plurality of second conductive components to one another via a second plurality of welds on the second side. The second plurality of welds are produced within second connection planes using a second conductive material, different from the first conductive material, and the second connection planes are oriented crosswise relative to the first connection planes. Finally, the method couples the plurality of first conductive components to the plurality of second conductive components via an interconnecting portion having the first conductive material at a first end and the second conductive material at a second end.

The present disclosure further relates to a lithium-ion battery module that includes a housing having a base, a battery cell disposed in the housing and having a cell orientation direction, and a battery module terminal electrically coupled to the battery cell via an electrical pathway. The electrical pathway is produced according to a process that includes accessing a first side of the housing, coupling a plurality of first conductive components to one another via a first plurality of welds on the first side, where the first plurality of welds are produced within first connection planes using a first conductive material, and the first connection planes are substantially parallel to a base of the housing, and accessing a second side of the housing, crosswise to the first side. The process of producing the electrical pathway also includes coupling a plurality of second conductive components to one another via a second plurality of welds on the second side, where the second plurality of welds are produced within second connection planes using a second conductive material, different from the first conductive material, and the second connection planes are oriented crosswise relative to the first connection planes. Finally, the process of producing the electrical pathway includes coupling the plurality of first conductive components to the plurality of second conductive components via an interconnecting portion having the first conductive material at a first end and the second conductive material at a second end.

Connections established between various conductive components of a battery module may be metallurgical, and may be formed using welding techniques, or other suitable techniques. Unfortunately, some of these connections may be difficult to make, or may be less than optimal because of the presence of dissimilar materials present in the battery module. For example, cell terminals may include a first conductive material (e.g., aluminum), while module terminals may include a second conductive material (e.g., copper). Although it may seem desirable to directly couple dissimilar conductive materials together, such connections may be subject to unwanted galvanic effects (e.g., corrosion), which can degrade the connections. Accordingly, it is now recognized that improved transitions between dissimilar conductive materials (e.g., metals of conductive module components) are desirable, for example to enhance the stability and lifetime of the battery.

Additionally, present embodiments are generally directed toward separation of planes (e.g., directions) for welding performed during assembly of a battery module (e.g., a lithium ion battery module). The use of the term "welding" in the present disclosure is intended to encompass any suitable method (or bond resulting from any such method) for coupling two conductive materials (e.g., metals or metal-containing materials) together. Non-limiting examples of methods encompassed by the present disclosure include ultrasonic welding, laser welding, tungsten inert gas (TIG) welding, arc welding, friction welding, and so forth. Although the present disclosure focuses discussion on applying the disclosed techniques to a lithium ion battery module, it should be recognized that the lithium ion battery module is but one example of a module that may be subject to one or more aspects of the present disclosure, and should not be considered to limit the present disclosure to one specific module configuration.

To help illustrate, <FIG> is a perspective view of an embodiment of a vehicle <NUM>, which may utilize a battery system <NUM> constructed in accordance with presently disclosed techniques. It is now recognized that it is desirable for the non-traditional battery system <NUM> (e.g., a lithium ion car battery) to be largely compatible with traditional vehicle designs. In this respect, present embodiments include various types of battery modules for xEVs and systems that include xEVs. Accordingly, the battery system <NUM> may be placed in a location in the vehicle <NUM> that would have housed a traditional battery system (e.g., a standard 12V lead acid battery). For example, as illustrated, the vehicle <NUM> may include the battery system <NUM> positioned similarly to a lead-acid battery of a combustion-engine vehicle (e.g., under the hood of the vehicle <NUM>).

Generally, the energy storage component <NUM> may capture/store electrical energy generated in the vehicle <NUM> and output electrical energy to power electrical components in the vehicle <NUM>. Additionally, the energy storage component <NUM> may output electrical energy to start (e.g., re-start or re-ignite) an internal combustion engine <NUM>. For example, in a start-stop application, to preserve fuel the internal combustion engine <NUM> may idle when the vehicle <NUM> stops. Thus, the energy storage component <NUM> may supply energy to re-start the internal combustion engine <NUM> when propulsion is demanded by the vehicle <NUM>.

The battery system <NUM> may also supply power to components of the vehicle's electrical system, which may include radiator cooling fans, climate control systems, electric power steering systems, active suspension systems, auto park systems, electric oil pumps, electric super/turbochargers, electric water pumps, heated windscreen/defrosters, window lift motors, vanity lights, tire pressure monitoring systems, sunroof motor controls, power seats, alarm systems, infotainment systems, navigation features, lane departure warning systems, electric parking brakes, external lights, or any combination thereof. In the depicted embodiment, the energy storage component <NUM> supplies power to the vehicle console <NUM> and the ignition system <NUM>, which may be used to start (e.g., crank) the internal combustion engine <NUM>.

Additionally, the energy storage component <NUM> may capture electrical energy generated by the alternator <NUM> and/or the electric motor <NUM>. In some embodiments, the alternator <NUM> may generate electrical energy while the internal combustion engine <NUM> is running. More specifically, the alternator <NUM> may convert the mechanical energy produced by the rotation of the internal combustion engine <NUM> into electrical energy. Additionally, or alternatively, when the vehicle <NUM> includes an electric motor <NUM>, the electric motor <NUM> may generate electrical energy by converting mechanical energy produced by the movement of the vehicle <NUM> (e.g., rotation of the wheels) into electrical energy. Thus, in some embodiments, the energy storage component <NUM> may capture electrical energy generated by the alternator <NUM> and/or the electric motor <NUM> during regenerative braking. As such, the alternator and/or the electric motor <NUM> are generally referred to herein as a regenerative braking system.

To facilitate capturing and supplying electric energy, the energy storage component <NUM> may be electrically coupled to the vehicle's electric system via a bus <NUM>. For example, the bus <NUM> may enable the energy storage component <NUM> to receive electrical energy generated by the alternator <NUM> and/or the electric motor <NUM>. Additionally, the bus <NUM> may enable the energy storage component <NUM> to output electrical energy to the ignition system <NUM> and/or the vehicle console <NUM>.

Additionally, as depicted, the energy storage component <NUM> may include multiple battery modules. For example, in the depicted embodiment, the energy storage component <NUM> includes a lithium ion (e.g., a first) battery module <NUM> and a lead acid (e.g., a second) battery module <NUM>, which each includes one or more battery cells. Additionally, the energy storage component <NUM> may include any number of battery modules, all or some of which may be constructed in accordance with the presently disclosed techniques. Although the lithium ion battery module <NUM> and lead-acid battery module <NUM> are depicted adjacent to one another, they may be positioned in different areas around the vehicle. For example, the lead-acid battery module <NUM> may be positioned in or about the interior of the vehicle <NUM> while the lithium ion battery module <NUM> may be positioned under the hood of the vehicle <NUM>.

In some embodiments, the energy storage component <NUM> may include multiple battery modules to utilize multiple different battery chemistries. For example, when the lithium ion battery module <NUM> is used, performance of the battery system <NUM> may be improved since the lithium ion battery chemistry generally has a higher coulombic efficiency and/or a higher power charge acceptance rate (e.g., higher maximum charge current or charge voltage) than the lead-acid battery chemistry. As such, the capture, storage, and/or distribution efficiency of the battery system <NUM> may be improved.

To facilitate controlling the capturing and storing of electrical energy, the battery system <NUM> may additionally include a control module <NUM> (e.g., a battery management system). More specifically, the control module <NUM> may control operations of components in the battery system <NUM>, such as relays (e.g., switches) within the energy storage component <NUM>, the alternator <NUM>, and/or the electric motor <NUM>. For example, the control module <NUM> may regulate an amount of electrical energy captured/supplied by each battery module <NUM> or <NUM> (e.g., to de-rate and re-rate the battery system <NUM>), perform load balancing between the battery modules <NUM> and <NUM>, determine a state of charge of each battery module <NUM> or <NUM>, determine a temperature or voltage of each battery module <NUM> or <NUM> (e.g., via a signal received from one or more sensing components), control voltage output by the alternator <NUM> and/or the electric motor <NUM>, and the like.

Accordingly, the control unit <NUM> may include one or more processor units <NUM> and one or more memory components <NUM>. More specifically, the one or more processor units <NUM> may include one or more application specific integrated circuits (ASICs), one or more field programmable gate arrays (FPGAs), one or more general purpose processors, or any combination thereof. Additionally, the one or more memory components <NUM> may include volatile memory, such as random access memory (RAM), and/or non-volatile memory, such as read-only memory (ROM), optical drives, hard disc drives, or solid-state drives. In some embodiments, the control unit <NUM> may include portions of a vehicle control unit (VCU) and/or a separate battery control module. Furthermore, as depicted, the lithium ion battery module <NUM> and the lead-acid battery module <NUM> are connected in parallel across their terminals. In other words, the lithium ion battery module <NUM> and the lead-acid module <NUM> may be coupled in parallel to the vehicle's electrical system via the bus <NUM>.

As discussed previously, the battery module <NUM> may include components that have dissimilar conductive materials. Such components may be coupled to form one or more electrical connections; however, directly coupling dissimilar conductive materials may create undesirable effects (e.g., galvanic corrosion). It is now recognized that using separate welding planes while constructing the battery module <NUM> and coupling dissimilar conductive materials with an interconnecting bus bar (e.g., a bus bar with a first conductive material on a first end and a second conductive material on a second end) may reduce such undesirable effects (e.g., galvanic corrosion) and enhance the life of the battery module <NUM>.

<FIG> illustrates a block diagram of the battery module <NUM> constructed according to the presently disclosed techniques. The battery module <NUM> includes a plurality of first conductive components <NUM> and a plurality of second conductive components <NUM>. The plurality of first conductive components <NUM> have a first conductive material. In certain embodiments, the first conductive material is copper. In other embodiments, the first conductive material may include aluminum, silver, gold, nickel, calcium, tungsten, zinc, lithium, platinum, titanium, lead, tin, iron, steel, or any combination thereof. The plurality of first conductive components <NUM> may include, for example, a battery module terminal, a module terminal bus bar, cabling, a shunt, a shunt bridge, a printed circuit board ("PCB"), a relay bus bar, a relay connector, a relay, or the like, but are not limited to such components. The plurality of first conductive components <NUM> may be coupled to one another via one or more welds that establish an electrical connection between the plurality of first conductive components <NUM>.

Generally, the first conductive components <NUM> may be coupled via operations performed at a first side <NUM> or face of the lithium ion battery module <NUM>. In accordance with certain embodiments of the present disclosure, the plurality of first conductive components <NUM> may be coupled to one another in first connection planes <NUM> (e.g., first welding planes). The first connection planes <NUM> may include one or more planes that are substantially parallel with one another. The first connection planes <NUM> extend along a battery cell orientation direction <NUM>. The battery cell orientation direction <NUM> is a direction in which battery cells of the battery module are positioned (e.g., direction of the battery cell terminals). Additionally, the first connection planes <NUM> are substantially parallel to a base <NUM> of a housing of the battery module <NUM>.

In certain embodiments, the plurality of second conductive components <NUM> have a second conductive material different from the first conductive material of the first conductive components <NUM>. In certain embodiments, the second conductive material is aluminum. In other embodiments, the second conductive material may include copper, silver, gold, nickel, calcium, tungsten, zinc, lithium, platinum, titanium, lead, tin, iron, steel, or any combination thereof. The plurality of second conductive components <NUM> may include, for example, a battery cell terminal, a battery cell bus bar, cabling, a shunt, a shunt bridge, a PCB, a relay bus bar, a relay connector, a relay, or the like, but are not limited to such components. Accordingly, in certain embodiments, many or all connections made between the second conductive components <NUM> may involve direct connection to the battery cells of the lithium ion battery module <NUM>, as described below.

Generally, the second conductive components <NUM> may be coupled via operations performed at a second side <NUM> or face of the lithium ion battery module <NUM>. The plurality of second conductive components <NUM> may be coupled to one another via one or more welds that establish an electrical connection between the plurality of second conductive components <NUM>. In certain embodiments, the plurality of second conductive components <NUM> may be coupled to one another in second connection planes <NUM> (e.g., second welding planes). The second connection planes <NUM> may include one or more planes that are substantially parallel with one another. The second connection planes <NUM> are substantially parallel to a face <NUM> of the housing of the battery module <NUM>. In certain embodiments, the second connection planes <NUM> are crosswise (e.g., substantially perpendicular) to the first connection planes <NUM>.

In certain embodiments, utilizing the first connection planes <NUM> and the second connection planes <NUM> to separate the nature of the connections made between certain conductive components may improve the efficiency of a battery module construction process. As discussed above, welding dissimilar conductive materials (e.g., copper to aluminum) to one another may create undesirable effects (e.g., galvanic corrosion). Accordingly, a first welding process that couples components having the first conductive material may include different weld settings (e.g., power, inert gas, weld rate, or the like) than a second welding process that couples components having the second conductive material. Utilizing the first connection planes <NUM> may enable an assembler (e.g., a person or an actuated process) to make all welds coupling the plurality of first conductive components <NUM> without modifying or adjusting the weld settings. Similarly, utilizing the second connection planes <NUM> may enable an assembler (e.g., a person or an actuated process) to make all welds coupling the plurality of second conductive components <NUM> without modifying or adjusting the weld settings. In accordance with present embodiments, the first weld process may be performed at the first side <NUM> of the lithium ion battery module <NUM>, whereas the second weld process may be performed at the second side <NUM>.

To enable an electrical connection between the battery module <NUM> and an external load, an electrical connection between battery cell terminals and module terminals may be formed. For example, the plurality of first conductive components <NUM> may be coupled to the plurality of second conductive components <NUM> to establish such an electrical connection. In certain embodiments, the battery module <NUM> may include a bi-metallic interconnecting bus bar <NUM> that includes the first conductive material on a first end <NUM> and the second conductive material on a second end <NUM>. The interconnecting bus bar <NUM> may enable a connection to be made between the plurality of first conductive components <NUM> and the plurality of second conductive components <NUM> without welding two dissimilar conductive materials together. For example, the first end <NUM> may be coupled to the first conductive components <NUM> in the first connection planes <NUM> and the second end <NUM> may be coupled to the second conductive components <NUM> in the second connection planes <NUM>. In other embodiments, the interconnecting bus bar <NUM> may include a single conductive material, such that a weld coupling different conductive materials to one another is performed. For example, the interconnecting bus bar <NUM> may include a third conductive material that has the ability to make a strong, reliable weld with the first conductive material in the first connection planes <NUM> and the second conductive material in the second connection planes <NUM>. In further embodiments, either of the first or second ends <NUM>, <NUM> may include the third material.

As mentioned above, the plurality of first conductive components <NUM> and the plurality of second conductive components <NUM> may be a variety of components disposed in and/or on the battery module <NUM>. <FIG> illustrates an embodiment of the battery module <NUM> with several example components integrated on or within a housing <NUM> of the battery module <NUM>. When electrically connected, the components are capable of providing an electrical output at module terminals <NUM> of the battery module <NUM>. For example, a plurality of battery cells <NUM> may be positioned in the module housing <NUM>, and may be electrically connected to the module terminals <NUM> via a series of physical connections made between certain intervening conductive components. The various interconnections that enable the battery cells <NUM> to be electrically connected to the terminals <NUM> of the module <NUM> may be considered to establish an electrical pathway, the nature of which may depend on the type and number of intervening conductive components.

As set forth in <FIG>, the components establishing the electrical pathway between the battery cells <NUM> and the module terminals <NUM> may include, by way of non-limiting example, cell terminals <NUM>, cell bus bars <NUM>, cabling <NUM>, terminal bus bars <NUM>, relay bus bars <NUM>, relay connectors <NUM>, a relay <NUM>, and the module terminals <NUM>. Additionally, certain of the components may be disposed on a carrier <NUM> that may include a one-piece structure configured to carry and integrate the certain components (e.g., the second conductive components <NUM>). As described in further detail herein with reference to <FIG>, other conductive components may also be present, including the bimetallic interconnecting bus bar <NUM>.

In certain embodiments, additional electrical connections may also be established, for example to enable a control module (e.g., control module <NUM> of <FIG>) on a printed circuit board (PCB) <NUM> to monitor and control operational parameters of the battery cells <NUM> and the overall battery module <NUM>. As shown, such electrical connections may be established using a shunt <NUM> connected to the PCB <NUM>, as well as shunt bridges <NUM>. In certain embodiments, the control module on the PCB <NUM> may be configured to monitor parameters of the battery cells <NUM> via sensing components disposed on the carrier <NUM> or within the battery module housing <NUM> (e.g., on cabling <NUM>). For example, the sensing components may send signals to the PCB <NUM> that relate to a temperature and/or a voltage within the battery module <NUM>. The control module on the PCB <NUM> may control operating parameters of the battery module <NUM> in response to the signals received. Again, these features are examples, and should not be considered to limit the present disclosure.

The manner in which these various components are arranged in the battery module <NUM> may be further appreciated with reference to <FIG>, which depicts the carrier <NUM> as exploded away from the housing <NUM>. Also, several electrical connections are depicted as being established, with the exception of electrical interconnections between the battery cells <NUM> and to the module terminals <NUM>.

As illustrated in <FIG>, electrical connections between conductive components are divided into the first connection planes <NUM> and the second connection planes <NUM>. Each set of substantially parallel connection planes <NUM> and <NUM> may be considered a set of planes that are accessible from a single orientation of the battery module <NUM>. In this way, connections (e.g., welding connections) can be made for a plurality of electrical components while the battery module <NUM> is in a single orientation.

In the first connection planes <NUM>, for example, electrical connections may be established between conductive elements along a first portion <NUM> of the electrical pathway between the battery cells <NUM> and the module terminals <NUM>. The first portion <NUM> may include the conductive components that extend from the carrier <NUM> and to the module terminals <NUM>. In addition, the first connection planes <NUM> may include connections made between the relay <NUM> (see <FIG>) and certain conductive components, as well as connections between the PCB <NUM> (see <FIG>) and certain components. These connections need not lie in a single plane, but will generally be oriented along the set of planes <NUM> substantially parallel to a first base plane <NUM>. Connections made along the first connection planes <NUM> may be oriented substantially parallel to the first base plane <NUM>, which is illustrated as generally extending along the cell orientation direction <NUM>, and substantially parallel to a base <NUM> of the module housing <NUM>.

In the second connection planes <NUM> electrical connections may be established between conductive elements along a second portion <NUM> of the electrical pathway between the battery cells <NUM> and the module terminals <NUM>. The second portion <NUM> may include the conductive components that extend from the battery cells <NUM> and to the carrier <NUM>. These connections need not lie in a single plane, but will generally be oriented along the set of planes <NUM> substantially parallel to a second base plane <NUM>. Connections made along the second connection planes <NUM> may generally be oriented crosswise (e.g., transverse or substantially perpendicular) to the first connection planes <NUM>, and the second connection planes <NUM> are illustrated as generally extending crosswise (e.g., substantially perpendicular) relative to the cell orientation direction <NUM> and crosswise relative to the base <NUM> of the module housing <NUM>.

Separating the planes of welding in the manner set forth above may be advantageous for several reasons. For example, during assembly of the battery module <NUM>, which involves positioning and connecting different module components, such assembly and interconnection may be more efficient due to a reduction in parameter variation between stations of an assembly system.

Again, the first connection planes <NUM> may include connections between components having a first conductive material, and the second connection planes <NUM> may include connections between components having a second conductive material. In certain embodiments, the respective connection planes <NUM> and <NUM> may exclusively include connections for a single conductive material, except for a single transition between the connection planes <NUM> and <NUM> using, for example, the interconnecting bus bar <NUM> as shown in <FIG>. In accordance with the illustrated embodiment of <FIG>, the interconnecting bus bar <NUM> may be bi-metallic, where the first end <NUM> (e.g., a first portion) includes a first conductive material (e.g., copper) and the second end <NUM> (e.g., a second portion) includes a second conductive material (e.g., aluminum). Thus, in certain embodiments, the first end <NUM> of the interconnecting bus bar <NUM> may be coupled to the module terminal <NUM>. Additionally, and referring to certain components illustrated in <FIG>, the interconnecting bus bar <NUM> may be coupled to the shunt bridge <NUM>, which is coupled to the shunt <NUM>. On the other hand, the second end <NUM> of the interconnecting bus bar <NUM> may be coupled to other conductive materials, such as the material constituting the cell bus bars <NUM>.

In embodiments that employ the bi-metallic bus bar <NUM>, the bi-metallic bus bar <NUM> may include a material gradient portion <NUM> (e.g., a transition portion of the bus bar <NUM> that may include a mixture of the first conductive material and the second conductive material) or the bi-metallic bus bar <NUM> may include no material gradient (e.g., a direct connection between the first conductive material and the second conductive material). In still further embodiments, the bi-metallic bus bar <NUM> may include a third conductive material that may be positioned between the first conductive material on the first end <NUM> and the second conductive material on the second end <NUM>.

<FIG> is a flow chart illustrating a method <NUM> of a process for constructing the battery module <NUM> in accordance with the present embodiments. At block <NUM>, the battery module housing <NUM> may begin in a first orientation. For example, the module <NUM> (e.g., housing <NUM>) may be positioned in an assembly line in a first orientation. At block <NUM>, while the battery module <NUM> is in the first orientation, various components (e.g., the plurality of first conductive components <NUM>) may be integrated onto or in the housing <NUM>, and a first welding operation may be performed. Integrations of components onto or into the housing <NUM> may include positioning the components and preparing the components for subsequent welding operations (e.g., the first welding operation).

The first welding operation is intended to represent making one or more welding connections using, for example, a first set of parameters <NUM> suitable for welding a first type of conductive material (e.g., copper) to the same type of conductive material, or another material that is electrically compatible with the first type (e.g., experiences little to no unwanted galvanic effects). For instance, the first welding operation may include performing welds using the first set of parameters <NUM>, which may be suitable to couple the plurality of first conductive components <NUM> to one another. In certain embodiments, the component integration and first welding operation may be performed, for example, at a first assembly station using first assembly parameters. In this way, a single station or section of an assembly line (e.g., an automated assembly line) may have a dedicated set of parameters that are repeated across a plurality of module assembly processes. Accordingly, components of the assembly line (e.g., automated components) do not require re-initiation or re-loading of a set of parameters between modules, which may enhance efficiency.

After performing operations to the battery module <NUM> in the first orientation, the process may include re-positioning of the housing <NUM> at block <NUM> to a second orientation. In certain embodiments, the module <NUM> may be at a second assembly station (e.g., that uses a second set of assembly parameters) and additional component integration may be performed. The additional component integration may include integrating components (e.g., the plurality of second conductive components <NUM>) having a second conductive material into or onto the battery module <NUM>. At block <NUM>, a second welding operation is performed, which is intended to represent making one or more welds using, for example, a second set of parameters <NUM> suitable for welding the second conductive material. In certain embodiments, the second set of parameters <NUM> are different from the first set of parameters <NUM> and the second conductive material is different from the first conductive material. For instance, the second welding operation may include performing welds using the second set of parameters <NUM>, which may be suitable to couple the plurality of second conductive components <NUM> to one another.

In certain embodiments, the plurality of first conductive components <NUM> and the plurality of second conductive components <NUM> may be coupled to one another (e.g., via the interconnecting bus bar <NUM>) at block <NUM>. For example, the plurality of first conductive components <NUM> and the plurality of second conductive components <NUM> may be coupled to one another via the bi-metallic interconnecting bus bar <NUM> after the plurality of first conductive components <NUM> are coupled to one another and after the plurality of second conductive components <NUM> are coupled to one another. For example, the bi-metallic interconnecting bus bar <NUM> may be coupled to the first conductive components <NUM> in the first connection planes <NUM> and coupled to the second conductive components <NUM> in the second connection planes <NUM>. In other embodiments, the plurality of first conductive components <NUM> may be coupled to one another and/or the plurality of second conductive components <NUM> may be coupled to one another simultaneously, or after, the interconnected bus bar <NUM> establishes a connection between a first conductive component of the plurality of first conductive components <NUM> and a second conductive component of the plurality of second conductive components <NUM>.

One or more of the disclosed embodiments, alone or in combination, may provide one or more technical effects including establishing an electrical path between a cell terminal of an electrochemical cell and a module terminal of a battery module that includes the electrochemical cell. The electrical path generally includes a first segment extending from the cell terminal, a second segment extending from the module terminal, and a transition segment extending between the first segment and the second segment. The first segment and the second segment may be welded to the transition segment. To facilitate ease of manufacturing, all of the welds connecting the first segment are disposed in substantially parallel first planes, and all of the welds connecting the second segment are disposed in substantially parallel second planes. The technical effects and technical problems in the specification are exemplary and are not limiting. It should be noted that the embodiments described in the specification may have other technical effects and can solve other technical problems.

Claim 1:
A lithium-ion battery module (<NUM>), comprising:
- a housing (<NUM>) having a base (<NUM>);
- a battery cell (<NUM>) disposed in the housing (<NUM>) in a cell orientation direction (<NUM>), and
- a battery module terminal (<NUM>) electrically coupled to a battery cell terminal of the battery cell (<NUM>) via an electrical pathway, wherein the battery cell terminal (<NUM>) extends from the battery cell in the cell orientation direction (<NUM>), wherein the battery module terminal is configured to provide an electrical output of the battery module (<NUM>) when coupled to an electrical load, and wherein the electrical pathway extends from the battery cell terminal to the battery module terminal and is defined by a first portion (<NUM>), a second portion (<NUM>), and an interconnecting portion connecting the first and second portions (<NUM>, <NUM>);
wherein the first portion (<NUM>) of the electrical pathway comprises a plurality of first conductive components (<NUM>) having a first conductive material,
wherein a first conductive component of the plurality of first conductive components is directly coupled to the battery module terminal and
wherein the second portion (<NUM>) of the electrical pathway comprises a plurality of second conductive components (<NUM>) having a second conductive material, and
wherein a second conductive component of the plurality of second conductive components is directly coupled to the battery cell terminal of the battery cell;
the battery module (<NUM>) characterized in that
the cell orientation direction (<NUM>) is substantially parallel to the base (<NUM>); and in that
the plurality of first conductive components (<NUM>) are electrically coupled to one another within first connection planes (<NUM>) and are configured to be coupled using a first weld technique, and the plurality of second conductive components (<NUM>) are electrically coupled to one another within second connection planes (<NUM>) and are configured to be coupled using a second weld technique, different from the first weld technique, and in that
the first connection planes (<NUM>) are substantially parallel to the base (<NUM>) of the housing (<NUM>), and the second connection planes (<NUM>) are oriented crosswise relative to the first connection planes (<NUM>) and the cell orientation direction (<NUM>).