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A Review on Welding of Dissimilar Metals in Car Body Manufacturing

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DOI: 10.5781/JWJ.2020.38.1.1

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A Review on Welding of Dissimilar Metals

in Car Body Manufacturing

Md. Abdul Karim* and Yeong-Do Park*,†

*Department of Advanced Materials Engineering, Dong-Eui University, Busan 47340, Korea

†Corresponding author : ypark@deu.ac.kr

(Received December 20, 2019 ; Revised February 4, 2020 ; Accepted February 17, 2020)

Abstract
This paper presents a comprehensive study of the metallurgical challenges of welding dissimilar metals.
It also describes the important factors in dissimilar welding which need to be considered for automotive
applications. It further investigates effective approaches to overcome these present challenges. Steels,
aluminum alloys, and magnesium alloys are widely used metals in car bodies. However, it is difficult to
weld these dissimilar metals and achieve good joint quality, due to their inherent disparate properties. The
formation of brittle, crack sensitive and corrosion susceptible intermetallic phases is the main obstacle to
dissimilar weld quality. Various approaches have been attempted by many researchers to enhance the
performance of dissimilar welds. The most notable efforts include the application of interlayers, cover plate,
least heat input, a combination of welding and mechanical joining, and alloying elements of filler metals.
Based on considerations of joint performance, production cost and time, present industry infrastructure, and
so on, the most effective and feasible approaches were identified which required the least amount of heat
input, and the appropriate filler metal alloying elements.

Key Words : Review, Dissimilar metals, Welding, Car body, Steels, Aluminum, Magnesium, Intermetallics

izations for weight reduction of a compact class pas-

1. Introduction senger car body. The project aimed to reduce the weight
of body-in-white (BIW) by at least 30% through the ap-
In present environmental issues, the reduction of CO2 plication of multi-material structures6). Fig. 1 presents the
emissions is a major concern for the automotive industries1). weight and material distribution of the final concept of
Automotive manufacturers are trying to reduce vehicle the SLC project. It seems that automotive industries
weight in order to minimize fuel consumption and have been very keen to replace conventional steels with
emissions. Generally, a typical car body contributes ap- lightweight materials, such as aluminum alloys, magne-
proximately 30% of the total weight of a car2), and sium alloys, advanced high strength steels, and composites.
about 10% weight reduction of a car results in 5.5% im- Though multi-materials integration has great importance
provement in fuel economy3,4). Consequently, the appli- in car body manufacturing, but the joining of different
cation of lightweight materials for car body manufactur- materials is very challenging because of their inherent
ing has been highly promising to reduce vehicle weight. disparate properties. Furthermore, the technological,
Car body manufacturing needs lightweight materials economic, and ecological factors need to be carefully
which also can ensure high mechanical performance and sat- considered for the joining processes8). In dissimilar met-
isfactory protection from corrosion5). Since no single al welding, the mutual solid solubility and the formation
available material can satisfy all these requirements, a of the intermetallics are significantly influenced by
variety of dissimilar materials combination is applied. welding process9). The formation of a weak and brittle
In 2005, the project named as SuperLIGHT- CAR intermetallic zone is the main drawback. The inter-
(SLC) was initiated by 38 leading European organ- metallic zone formed in dissimilar metal welding is

Journal of Welding and Joining, Epub ahead of print

https://doi.org/10.5781/JWJ.2020.38.1.1
 Md. Abdul Karim and Yeong-Do Park

highly susceptible to cracks and corrosion10). The ther- Weight SLC BIW : 180kg Materials Weight distribution
Aluminium 96kg (53%)
mal cycle of the welding process changes the properties Aluminium sheet
Aluminium die-casting Steel 66kg (36%)
Magnesium 11kg (7%)
of the weld zone and adjacent base metals. The differ- Aluminium extrusion
Steel Plastic 7kg (4%)
Hot-formed steel
ence in thermal properties of dissimilar metals induces Magnesium sheet
Magnesium die-casting
the thermal stresses and forms cavities and cracks. Fiberglass themoplastic

Moreover, dissimilar metal welds form galvanic couples and

Fig. 1 Weight and material distribution in car body by
may initiate galvanic corrosion in aggressive environments. SLC project7)
The formation of thick intermetallic compounds (IMCs)
layer in dissimilar metal welds can increase the possi-
plications11). Presently, aluminum alloys are broadly
bility of cracks formation and the corrosion rate. Therefore,
used for car body production. The high strength and
the thickness of the intermetallics layer can be consid-
stiffness to weight ratio, formability and corrosion re-
ered as one of the important quality indexes for me-
sistance make aluminum as a good candidate to replace
chanical and corrosion performance of dissimilar metal
heavier materials. The application of aluminum alloys is
welds. The controlling or reducing of intermetallics for-
highly promising for car body parts such as roof, doors,
mation is the key factor to achieve a good weld quality.
and hood12). Presently, the highly formable 5XXX ser-
This paper aims to focus on the metallurgical challenges
ies alloys for inner panels and the heat-treatable 6XXX
in dissimilar metal welding and systematically presents
series alloys for outer panels are extensively used.
the key aspects of various approaches attempted by
Magnesium is another promising lightweight metal for
many researchers to reduce the brittle intermetallics in
automotive industries. Magnesium alloys are used for a
the welds. It also describes the important factors of dis-
variety of automotive applications including body, chas-
similar metal welding that needs to be considered for
sis, instrument panels, seat frames, steering structures,
automotive applications, and investigates the most fea-
air-bag housings, and transmission system casings13-15).
sible approaches to overcome the present challenges.
Though magnesium is the lightest engineering metals
being 35% lighter than aluminum, its application is lim-
2. Materials in Car Body
ited due to higher cost, low strength, low heat resist-
Material selection is one of the most important stages ance, and poor wear and corrosion resistance16). Table 1
of the vehicle design. Several important factors includ- presents the various properties of pure iron, aluminum,
ing lightweight, safety, durability, manufacturability, re- and magnesium17). The incompatibility in their various
cyclability, environmental effects, and economic issues properties makes it very difficult to produce sound
must be considered for proper material selection. Steels, welds. Polymer-based composites such as carbon fiber
aluminum alloys, magnesium alloys, and fiber-reinforced reinforced polymers (CFRP) and glass fiber reinforced
composites are the mostly applied materials in car body polymer (GFRP) have the potential to reduce the weight
production. of automotive structures because of their low density,
Steel is widely used in the car body because of its in- and high strength and stiffness18). But the higher manu-
herent capability to absorb shock energy in a crash situation. facturing cost and complexity in joining restrict their
In the past several decades, there were many develop- wide applications.
ments that made the steel stronger, stiffer and lightweight.
Particularly, low strength steels (interstitial free and 3. Dissimilar Materials Welding Processes
mild steels), high strength steels (carbon-manganese,
A variety of welding processes for steel-Al alloy, Al
bake hardenable and high strength low alloy steels) and
alloy-Mg alloy and steel-Mg alloy dissimilar combina-
advanced high strength steels (dual-phase, complex
tions can be broadly classified as fusion welding and
phase, transformation induced plasticity and twinning
solid-state welding. In the fusion welding, faying surfa-
induced plasticity) are very common for automotive ap-
ces of base metals along with filler metal or without fill-

Table 1 Properties of Fe, Al and Mg

Melting Boiling Specific Heat Thermal Thermal Density at

Properties point (℃) point (℃) heat capacity expansion rate conductivity melting point
(J/kg.K) (J/m3.K) (10-6/K) (W/m.K) (kg/m3)
Fe 1538 2735 444 3494 12.2 73.3 7015
Al 660 2056 900 2430 23.9 238 2385
Mg 650 1107 1022 1778 26.1 167 1590

370 Journal of Welding and Joining, Epub ahead of print

A Review on Welding of Dissimilar Metals in Car Body Manufacturing

Fusion welding
facturing process. Research on laser welding has been
Solid state welding
Resistance spot welding Diffusion welding grown gradually in the past years. Laser welding sets
Shielded metal arc welding Explosive welding
Gas metal arc welding Impact welding low heat input by localized fusion that reduces HAZ and
Gas tungsten arc welding Friction welding
Cold metal transfer Magnetic pulse welding IMC layer thickness38). But, laser welding also needs
Ultrasonic welding
Dissimilar metals huge investment for a change or modification of the
welding
present infrastructures. Recently, hybrid welding has also
Low dilution welding
Laser welding Welding+mechanical joining drawn great attention from researchers and manufacturers.
Electron beam welding Resistance element welding
Laser pulse welding Friction element welding
Hybrid welding is a joining method that combines two
Pulsed arc welding
different welding processes simultaneously to form the
same weld pool39). Furthermore, the hybridization of
Fig. 2 Various processes for dissimilar metals welding
welding and mechanical joining is being investigated.
Resistance element welding and friction element weld-
er metal are melted to form the weld. On the other hand,
ing are the combinations of fusion welding and me-
when base metals are heated to an elevated temperature
chanical joining technologies which produce a fusion
less than the melting point and pressure is applied to
bond between an auxiliary element and the bottom
form the weld, it is termed as solid-state welding. Low
sheet, and a mechanical locking between the element
dilution welding is also one kind of fusion welding. It
and the top sheet. From industrial point of view, the fur-
can be classified as the relatively less melting of base
ther development of resistance spot welding and electric
metals during welding19). The widely studied dissimilar
arc welding for dissimilar metal joining can be the most
metal welding processes are resistance spot welding20),
convenient to avoid extra investment and higher manu-
friction welding21), friction stir welding22), friction stir spot
facturing cost.
welding23,24), laser brazing25), diffusion welding26), explosive
Achieving a good weld quality of dissimilar metal
welding27-29), impact welding30), ultrasonic welding31-33)
welding is not easy due to the formation of cracks and
and magnetic pressure seam welding34). Fig. 2. shows
corrosion sensitive intermetallics. Various approaches
the various welding processes for dissimilar metals.
were attempted by the many researchers to achieve
The fusion welding, solid-state welding, and mechan-
good weld quality. The notable approaches are the ap-
ical joining processes are being extensively investigated
plication of interlayer, cover plate, low heat input, com-
for dissimilar metal joining. But, there are some key
bination of welding and mechanical joining, and appro-
factors including the present infrastructures of automo-
priate alloying of filler metals. Table 2 presents some of
tive industries, joint performance, speed of the joining
process, and manufacturing cost need to be considered the attempts taken by different researchers to enhance
for the selection of the joining process. The require- the performance of dissimilar metal welds of steel-alu-
ments of costly investment for complex equipment and minum40-62), aluminum-magnesium63-69), and steel-mag-
the new layout of the plant, and longer processing time nesium70-79). In terms of present infrastructures in auto-
can intervene in the wide application of the solid-state motive industries, manufacturing cost, and weld quality
welding and mechanical joining processes. In the pres- the application of the least amount of heat input and ap-
ent infrastructures of the industries, the application of propriate filler metal alloys were identified as the most
fusion welding processes can be most convenient and significant approaches. Though the application of cover
economic. Resistance spot welding (RSW) is the most plate, and interlayer or transition material can reduce
used welding process in automotive sectors35,36). RSW the IMC layer thickness, but the addition of extra weight
is cheap and high-speed joining process that also pro- and cost can limit their applications. The resistance ele-
vides dimensional accuracy10). Electric arc welding is ment welding facilitates welding between the element
also very popular. Shielded metal arc welding (SMAW), and the bottom sheet of similar materials, and can be a
gas metal arc welding (GMAW) and gas tungsten arc promising joining process in future automotive industries
welding (GTAW) are the three common types of elec- with the least modification of present infrastructures.
tric arc welding processes. Formation of the large heat-
affected zone (HAZ) and brittle IMCs are the main 4. Steel-Aluminum Welding
challenges of electric arc welding37). Friction welding is
one broadly investigated solid-state welding process in Steels and aluminum alloys are the extensively used
multi-material structures. Friction welding can reduce metals for automotive body manufacturing. Because of
thermal and metallurgical mismatch and brittle IMC the unique combination of high strength and toughness
phases. But the longer processing time of friction weld- of steels, and lightweight and formability of aluminum
ing makes it costly and difficult to adapt in the manu- alloys, they are the most investigated dissimilar combi-

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 Md. Abdul Karim and Yeong-Do Park

Table 2 Various research approaches to enhance the performance of dissimilar metal welds
Welding Steel - Aluminum - Steel –
Aluminum Magnesium Magnesium Approaches
Metal inert gas (MIG) Nguyen et al.40) Shah et al.41) Zhang et al.63) Wang et Liu et
welding al.70) al.71) Minimizing
Tungsten inert gas Borrisutthekul et Song et al.43) Liu et al.64) Wang et al.72) heat input
(TIG) welding al.42) Alloying of
Resistance spot Pouranvari Qui et Winnicki et al.47) Zhang et al.65) Min et Feng et Filler metal
welding (RSW) et al.44) al.45) Baskoro et al.48) Sun et al.66) al.73) al.74) Applying
Satonaka Su et al.49) cover plate
et al.46) Ibrahim et al.50) Applying
Oikawa et al.51) interlayer
Sun et al.52)
53)
Resistance
Laser welding Torkamany et al. Dharmendra et al.54) Chang et Liu et Li et al.75) element
al.67) al.64) welding
Cold metal transfer Jácome et al.55) Shang et al. 68)
Ren et al.76) Friction
(CMT) Kang et al.56) element
Friction stir welding Watanabe et al.57) Morishige Chang et Czerwinski et al. 77)
welding
(FSW) et al.69) al.67)
Element welding Meschut et al.58) Meschut et al.58) Manladan et al.78) Not
Qui et al.59) Absar et al.62) Manladan et al.79) investigated
Ling et al.60)
Ling et al.61)

nations38). But the welding between steel and aluminum Temperature C Atomic percent aluminum
0 10 20 30 40 50 60 70 80 90 100
offers several metallurgical challenges due to their in- 1600
1538℃
herent incompatibility in mechanical, thermal and elec- 1400
trical properties80,81). There are large differences in their 1394℃
1200
melting temperatures, thermal and electrical conductivities,
expansion coefficients, heat capacities, specific heats,
1000
and lattice transformation. Consequently, the weld qual- 912℃
ity is extremely influenced by this properties82). Aluminum 800
770℃
has nearly six times the thermal conductivity, three 660 452
600
times the modulus of elasticity, twice the specific heat
and thermal expansion than those of steel. Steel-alumi- 400
0 10 20 30 40 50 60 70 80 90 100
num alloy forms a weld-brazing joint as the welding Fe
Weight percent aluminum Al

temperature is more than the melting point of aluminum

Fig. 3 Fe–Al phase diagram87)
(660℃, welding joint), but less than the melting point
of steel (1538℃, brazing joint)38). Furthermore, the
pends on three thermodynamic factors including the
nearly zero solid solubility of Fe in Al forms a range of
chemical potential of the elements, mobility of the ele-
martensitic IMCs including FeAl3 and Fe2Al5 which are
ments and nucleation of the phases at the starting of dif-
highly susceptible to low-strength, brittleness, cracks,
fusion82,86).
and corrosion11,52,83-85). As the steel-aluminum welding
A wide range of IMCs is possible to be formed in the
does not create homogenous microstructures, at least three
Fe-Al system. The Fe-Al phase diagram (Fig. 3) is char-
different microstructural zones can be distinguished: a)
acterized by an iron-based solid solution and five inter-
fusion zone (FZ) or nugget formed by melting and
metallic compounds of FeAl, FeAl2, FeAl3, Fe2Al5, and
re-solidifying of the metals, b) heat-affected zone
Fe3Al. In several studies, the higher amount of Fe2Al5
(HAZ) which does not melt but changes microstructure
and less amount of FeAl3 phases were most importantly
and c) base metal (BM) does not show any significant
reported for fusion and solid-state welding88), even for
metallurgical changes. Mismatching of strength amongst
the application of Al/Fe clad materials89). Furthermore,
these three zones results in strain concentration at the
the minor amount of FeAl2 was also found in some
weakest microstructure. In the atomic scale, the atoms
studies45). The formation of FeAl and Fe3Al phases are
of steel and aluminum can be interchanged during the
difficult and not very common for their higher free en-
welding process as diffusion of micro-solutes, move-
ergy90). The formation and growth of FeAl3 and Fe2Al5
ment of the grain boundaries and number of vacancies.
IMCs can be discussed in several steps with respect to
The formation of intermetallic compounds basically de-
time. Fig. 4 shows the schematic diagram of the four

372 Journal of Welding and Joining, Epub ahead of print

A Review on Welding of Dissimilar Metals in Car Body Manufacturing

(a) (b) mation mechanism of the IMC layer. The faster cooling
Fe(S) AI(L) Fe(S) Al(L) of molten Al forms FeAl3 which interrupts the diffusion
Grain of of Al atom to steel and changes the morphology and
IMC Fe2Al5
Fe2Al5
Initial interface layer
crystal orientation of Fe2Al5. When the temperature is
below 450℃, the diffusion coefficient of DFe-Al (Fe in
Al) and DAl-Fe (Al in Fe) are negligible, and when the
(c) (d) Al(S) temperature reaches at 450℃, the diffusion coefficient
Fe(S) Al(L) Fe(S)
Fe2Al5 of DFe-Al (8.95*10-11 cm2/s) is 106 times higher than
IMC IMC
layer Fe2Al5 layer DAl-Fe (1.21*10-16 cm2/s)92).
FeAl3
The intermetallic compounds significantly contribute
to the mechanical properties of the welds. It is evident
from most of the previous studies that the fractures mainly
Fig. 4 Formation and growth of the IMC layer83) occurred through the IMC layers during the tensile test.
The micro-cracks in the Fe2Al5 and FeAl3 layer domi-
stages for formation and growth sequences of FeAl3 and nated the location of the fractures. Internal micro-cracks
Fe2Al5 IMC layer. As soon as welding begins the tem- may form in the IMC layers due to the mismatch of the
perature reaches the liquidus line of Al while the steel thermal expansion coefficients between the materials89).
remains in solid-state. At first, Al atoms start to diffuse Furthermore, the hardness of the interfacial region in-
to the steel and plate-like Fe2Al5 IMCs start to nucleate creases because of the work hardening effect during the
in the interface between steel and Al. It forms an IMC recrystallization of deformed plasticized zone93). Table
layer sandwich between steel and Al which creates two 3 presents the hardness values of Fe-Al intermetallic
new interfaces, one interface between Fe2Al5 IMC layer phases at room temperature94), and it was found that the
and steel, and another interface between Fe2Al5 IMC hardness of Fe-Al intermetallics was much higher than
layer and Al. The growth of the Fe2Al5 IMCs is aniso- that of base metals. Fig. 6 shows a schematic diagram
tropic, and preferably along the c-axis of the Fe2Al5 unit of a typical hardness profile for steel-Al welding. The
cell as Fe2Al5 crystalline lattice has 30% vacancies along hardness decreases from the fusion zone (FZ) to base
metal (BM). The FZ exhibits the maximum hardness,
the c-axis91). Then, Fe and Al atoms migrate through the
and in the heat-affected zone (HAZ), there is a gradual
IMC layer associated with solid-state diffusion. The
decrease in hardness from FZ to BM. In a previous
higher diffusivity of Al atoms in the Fe2Al5 IMC layer
along this c-axis direction makes faster growth rates of
Fe2Al5. The growth of the Fe2Al5 IMC layer functions Table 3 Hardness of Fe-Al intermetallic phases94)
as a barrier in the middle of solid steel and liquid Al. Phases Vickers Hardness (9.8 N)
Gradually Fe2Al5 IMC layer becomes enough thicker Fe (Steel) 180 – 480
that it almost entirely stops the coalescence between FeAl 491 – 667
solid steel and liquid Al. As the Fe atoms are bigger FeAl2 1058 – 1070
than Al atoms, the diffusion of Fe atoms decreases FeAl3 772 – 1017
through the Fe2Al5 IMC layer. It forms needle-like Fe2Al5 1000 – 1158
FeAl3 IMCs in the interface between Al and Fe2Al5 Fe3Al 344 – 368
IMC layer. Fig. 5 shows the energy-dispersive X-ray Al(5xxx, 6xxx) 35 – 150
spectroscopy (EDS) analysis of the steel-Al IMC layer.
Here, the atomic ratio of Al and Fe explicates the pres-
ence of FeAl3 and Fe2Al5 in accordance with the for- Fusion zone HAZ BM
Microhardness

5.0
4.5
Atomic ratio(Al:Fe)

4.0 Tl
3.5
3.0
2.5
2.0 A3
1.5 FeAl3 Fe2Al5
1.0 A1
0.5
0.0
1 2 3 4 5 6
EDS spot number
Distance from FZ center

Fig. 5 Energy-dispersive X-ray spectroscopy of steel– Fig. 6 Typical hardness profile schematic of steel-Al
Al IMC layer91) fusion weld11)

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 Md. Abdul Karim and Yeong-Do Park

Table 4 Filler metal, IMCs, IMC layer thickness and fracture location of steel and aluminum welding
Welding Materials (aluminum Filler metal IMC layer IMC Fracture zone/type Ref.
process alloy/steel) & Thickness thickness(µm)
95)
Metal Inert Al 2B50 1.0mm/ 4043 Al-Si 10 (with Al86Fe14 Between fusion
Gas (MIG) 1Cr18Ni9Ti 1.0 mm micro-cracks) Al0.7Fe3Si0.3 zone and steel
Welding (aluminized with 50µm base metal
coating)
96)
Al 1060 1.0 mm/ Hot-dip Al-Si 10 (sample A) Fe2Al5 HAZ of Al
galvanized steel 1.0 mm 40–50 (sample B) FeAl2, FeAl3
97)
6K21 Al 1.6 mm/ 4043 3.2 (maximum) FeAl3 HAZ of Al
SPRC440 1.4 mm Al-Si Fe2Al5
85)
Tungsten Inert Al 5A06 3.0 mm/ 4047 Al-Si 20–35(top) Al7.2Fe2Si Welded
Gas (TIG) SUS321 austenite stainless 12(corner) Fe2Al5 seam and steel
Welding 3.0 mm <5(middle) FeSi2 interface
98)
Resistance A5052 1.5 mm/ 3.3 (Fe2Al5) Fe4Al13 Elongated dimple
Spot Welding DP 600 1.2 mm — 0.67-15.8 (Fe4Al13) Fe2Al5 and cleavage
(RSW) EN AW 6008-T66 Al 1.5 mm/ 5 (lathlike) Fe2Al5 Interfacial layer 99)

Galvanized HSS 1.0 mm — 2.5–8 (needle-like) Fe4Al13

100)
Laser Welding Al 6016 T4 1.2 mm/ low Zn–15%Al 3–23 48% Al, 31% Welded seam and
carbon DP600 steel 0.77 mm Fe 21% Zn steel interface
81)
Cold Metal Al 6061-T6 2.0mm/ zinc ER 4043 HAZ close to
Transfer coated low-carbon steel — — weld
(CMT) 1.2mm
101)
AA6061T6 1.0mm/ Al 4043 Fe3Al, FeAl2
galvanized mild steel — FeAl3, Fe2Al5 —
1.0mm
102)
Friction Stir Al 6016 1.2mm/ 8 FeAl3
Welding IF-steel 2 mm — Fe2Al5 —
FeAl2

study, it was found that the higher tensile strength can siderably depends on the welding current. Fig. 7 dis-
be obtained by reducing the amount of IMCs53), and plays the relation between the welding current and IMC
particularly Al-rich IMCs. The Al-rich intermetallics layer thickness. The IMC layer thickness gradually in-
are more brittle in nature. When the amount of Al-rich creases with the rising of welding current. The micro-
IMCs increases, the IMC layer becomes thicker and the structure in HAZ of Al alloy becomes coarser when
weld zone becomes more brittle52). As a result, the strength heat input increases. Thus, it can be said that the lower
of the weld reduces significantly. Therefore, the IMC heat input obtains finer grain in HAZ of Al alloys. Fig.
layer thickness is one of the important factors to de- 8 presents the change of microstructure in HAZ of Al
termine the bond strength of weld91). A thinner IMC alloy when welding current rises from 100 A to 130 A.
layer can improve the strength of the weld38). Table 4 It is found that the microstructure in HAZ of Al alloy is
shows filler metal, intermetallic compounds, IMC layer coarser for 130 A welding current. Heat input also increases
thickness and fracture location of different steel and with an increase in welding time or cycle. Therefore, the
aluminum welding81,85,95-102). The brittle intermetallics welding time can also influence IMC layer thickness. A
are formed in the weld zone. The weld zone becomes
weaker than the base metals and leads to fracture
through the interfacial layer of the fusion zone or the
heat-affected zone. The IMC layer thickness varies for
different material grades, sheet thickness, and surface
coatings, alloying elements of filler metal, and welding
processes. Moreover, IMC layer thickness also varies
with different welding conditions. The IMC is thick at
the center and gradually decreases in its thickness from
the center to the periphery because of high temperature
at the central region and low temperature at the periph-
eral region. Heat is one of the most important input pa-
rameters of welding, and the thickness of the IMC layer 50㎛
significantly increases with increasing heat input20,45).
Heat input increases with an increase of welding Fig. 7 IMC layer thickness at different welding current
(a) 90 A (b) 110 A (c) 130 A and (d) 150 A42)
current. Therefore, the thickness of the IMC layer con-

374 Journal of Welding and Joining, Epub ahead of print

A Review on Welding of Dissimilar Metals in Car Body Manufacturing

(a) 200 ㎛ (b)

(c)
(a) (b) 100㎛

Fig. 10 Macro and micro cracks in thick IMC layer dur-

ing a higher amount of heat input40,82)
Fig. 8 HAZ in Al alloy side at different welding current
(a) 100 A and (b) 130 A42)
dissimilar metal weld. In previous work, the weld
strengths were evaluated using two different Al-12Si
study reported the effect of different dwell time of and Al-6Cu filler metals. Table 5 shows that the Al-6Cu
welding on IMC layer thickness. IMC layer thickness filler metal can reduce the IMC layer thickness and sub-
increases with dwell time. Fig. 9 presents the growth of sequently improve the weld strength than that of Al-
the IMC layer with an increase in dwell time. During 12Si filler metal43). The IMC layers formed by Al-12Si
lower heat input the IMC layer entirely consists of filler metal shows high brittleness, while the IMC layer
Fe2Al5. But when heat input increases, the IMC layer formed by Al-6Cu filler metal presents high crack
consists of FeAl2 and FeAl3. FeAl2 and FeAl3 are resistance. The Cu atoms replaced Fe in IMC which
formed near the steel side and towards to weld zone, re- may have reduced its hardness. Hence, the brittleness of
spectively96). In another study, the microhardness of FeAl3 IMC reduced and it resulted in the higher strength of
was found higher than that of Fe2Al5. Consequently, more weld with Al-6Cu filler metal. Therefore, the appro-
cracks were formed in FeAl3 due to stresses generated priate alloying elements in filler material effectively re-
during intermetallic reaction and cooling to room tem- duce the formation of brittle intermetallic compounds.
perature87). Another study also reported that the crack In addition, the application of zinc coating as a sacrifi-
formation tendency was higher during higher heat in- cial layer improves the weldability and fracture strength
put40). Fig. 10 exhibits the formation of the cracks in the of steel-Al welds103).
IMC layer during a higher amount of heat input. Therefore,
controlling heat input is essential to reduce the number 5. Aluminum-Magnesium Welding
of intermetallic compounds, IMC layer thickness, and
susceptibility of crack formation in the IMC layer. Aluminum and Magnesium is two of the lightest struc-
The alloying elements of filler material is another im- tural metals. The application of aluminum alloys and
portant input parameter to determine the quality of the magnesium alloys are increasing in automotive in-
dustries because of their high strength to weight ratio.
30s 60s From several studies, it is found that the formation of
brittle IMCs is inevitable in Al-Mg welding under all
conditions. Therefore, Al-Mg welding is also very chal-
lenging because of the formation of hard and brittle
IMCs such as Al3Mg2 and Al12Mg17. The higher hard-
ness value of these IMCs results in a low strength of the
weld. Fig. 11 shows the binary phase diagram of Al-Mg
which consists of Al3Mg2 and Al12Mg17 IMCs and mi-
crohardness distribution of Al-Mg weld. The hardness
90s 120s
is higher in the weld zone, and particularly, maximum
at close to welding zone and magnesium interface.
In a study, the friction stir welding between Al alloy
1050 and Mg alloy AZ31 formed the IMC layer of
Al12Mg17, and the hardness value of the IMC layer was
measured between 150 HV and 250 HV104). The hard-
ness of Al12Mg17 was mentioned higher than those of
base metals Al (27 HV) and Mg (55 HV). In another
1 ㎛
study, the brittleness of both Al3Mg2 and Al12Mg17 in-
Fig. 9 Growth of IMC layer thickness in different dwell termetallic compounds was reported as the main reason
time57) for weld cracks for friction stir welding of Al 5083 and

Journal of Welding and Joining, Epub ahead of print 375

 Md. Abdul Karim and Yeong-Do Park

Table 5 IMC and mechanical property of steel–Al welds using Al-12Si and Al-6Cu filler metals43)

Materials IMC layer Tensile

Filler Fracture
(aluminum alloy/ thickness IMC Microhardness Strength
metal zone/type
steel) & Thickness (µm) (MPa)
4047 τ5-Al8Fe2Si 1025 HV [τ5-Al8Fe2Si layer] In h-(Al,Si)13
Al 5A06 3.0 mm / 6–8 100–120
Al-Si h-(Al,Si)13Fe4 835 HV [h-(Al,Si)13Fe4 layer] Fe4 layer
SUS321 stainless
steel 3.0 mm 2319 In h-Al13
2–4 h-Al13(Fe,Cu)4 645 HV [h-Al13 (Fe,Cu)4 layer] 155–175
Al-Cu (Fe,Cu)4

Mg side. The microhardness value of the Al side and

(a) (b)
Mg side were measured as 260 HV and 362 HV,
Microhardness, HV.MPa
Temperatire ℃

respectively. The hardness value of IMCs was measured

much higher than those of Al substrate (35-40 HV) and
Mg substrate (50-55 HV). During the tensile strength
test, fracture occurred in the fusion zone of the Mg side.
Al Mg Distance from the center of weld(mm)
The fracture mode was found as a brittle fracture. A
large amount of Cu2Mg IMCs with maximum hardness
Fig. 11 (a) Al–Mg phase diagram17), and (b) microhard- value in the fusion zone was reported as the reason for
ness distribution of Al–Mg weld68)
the brittle fracture68). In other work, an appreciable in-
crease of tensile strength was found by the application
Mg AZ31. Fig. 12 shows the scanning electron micro- of Ni foil filler metal for hybrid laser-friction stir weld-
scopic (SEM) observation of Al-Mg interfaces with ing between AA6061-T6 Al alloy and AZ31 Mg alloy.
brittle intermetallic compounds105). The weld joint of The presence of NiAl and Ni2Mg was reported as the
A5052H Al alloy and AZ31B Mg alloy by friction stir reason for less amount of Al12Mg17 formation. The strength
welding was investigated in a previous study. The for- was enhanced because of the formation of less-brittle Ni-
mation of Al12Mg17 intermetallic compounds was evi- based IMCs instead of the entire amount of Al12Mg17
dent which led to a brittle fracture in the stir zone (SZ). brittle IMC67).
The hardness of the Al12Mg17 was measured 200-300
HV which was higher than those of base metals. The
6. Steel-Magnesium Welding
study also revealed that the formation of Al12Mg17
IMCs and the value of microhardness of the Al12Mg17 Welding of magnesium to steel is a challenging task
IMC can be decreased by reducing heat input69). because of the large differences in their melting points,
Elements of filler metal can significantly influence the thermal and electrical conductivities, and thermal ex-
hardness value of the intermetallic compounds. A study pansion coefficients106). The melting point of Mg and Fe
investigated the welding between Al 6061 and Mg are 650℃ and 1538℃, respectively. Moreover, a low
AZ31B by cold metal transfer (CMT) process. Pure boiling point (1090℃) of Mg causes severe vapor-
copper (HS201) was used as filler metal. A variety of ization of Mg alloy when both the steel and Mg are
Al-Cu IMCs (AlCu, Al2Cu, and Al4Cu9) formed in the heated to melt simultaneously. In these circumstances,
fusion zone of the Al side, while Cu2Mg and Al-Cu-Mg the metallurgical bonding of Mg and steel is possible if
ternary eutectic structure formed in the fusion zone and
an intermediate reaction layer is formed107). Fig. 13 shows a
phase diagram of Mg-Fe system. From the Mg-Fe bina-
ry phase diagram, it is evident that the less reactivity
between these two metals makes it difficult to weld
them directly. Moreover, the presence of oxide film on
the Mg surface makes the welding more difficult108).
Therefore, two different approaches may be executed to
weld Mg to steel. First, the alloying elements of Mg and
steel can assist to form the intermetallic compounds in
order to create the bond. Second, the addition of an in-
terlayer between the base metals of Mg and steel can
improve the mutual diffusion of alloying elements. But
Fig. 12 SEM micrograph of Al–Mg welded specimen105) the same as the steel-Al and the Al-Mg welding, the

376 Journal of Welding and Joining, Epub ahead of print

A Review on Welding of Dissimilar Metals in Car Body Manufacturing

Weight percent iron 7. Corrosion of Dissimilar Metal Weld

0 0.1 0.2
1000
A dissimilar metal weld experiences physical, chem-
900
L ical and metallurgical changes. Accordingly, the corro-
Temperature(℃)

L+(γFe)
800 sion properties of the weld and the heat-affected zone
700 L+(α Fe) vary considerably. The thermal cycle of the welding
650℃ 649℃
0.008
process affects the microstructure and surface composi-
600
0.00043
(Mg)+ +(α Fe)
tion of welds and the adjacent base metals. The dissim-
500 ilar metal welds of steel-Al, Al-Mg, and steel-Mg in car
(Mg)
400 bodies often experience humid environments which
0
Mg
0.02 0.04 0.06 0.08 0.1
Fe
may lead to corrosion damages. The dissimilar metal
ATOMIC percent iron welds are vulnerable to galvanic corrosion, pitting cor-
Fig. 13 Mg–Fe binary phase diagram108) rosion, intergranular corrosion, hydrogen cracking and
stress corrosion. In particular, the welds are highly
formation of brittle IMCs can be detrimental for the prone to galvanic corrosion in several corrosive envi-
weld quality of steel-Mg. ronments such as seawater, CO2 or moist air. The im-
The alloying elements, particularly Al in Mg alloy can pact of galvanic corrosion is higher in a salt environ-
significantly increase the weldability of Mg to steel. ment111). Galvanic corrosion happens when two or more
The Fe-Al system can form several intermetallic dissimilar materials are electrically connected in the
compounds. Consequently, the joint strength increases same electrolyte112). Several previous studies reported
that the corrosion commenced from the weld zone be-
with the increase of Al content in the Mg alloy. It hap-
cause of its higher negative corrosion potential value
pens due to the depletion of Al at the Mg side of the
over the base metals. There are several factors greatly
IMC layer. The joint strength also increases with the de-
affect the corrosion resistance of dissimilar metal welds.
creasing of IMC layer thickness109). Therefore, magne-
The number of intermetallic compounds and filler met-
sium welding needs low and controlled heat input. The
als are the key factors of corrosion resistance for dis-
lower heat input can restrain the growth of the IMC
similar metal weld.
layer.
A study investigated the corrosion properties of steel-
The application of thin interlayers has been attempted
Al weld-brazing (pulsed double-electrode gas metal arc
to bond Mg to steel in some previous studies. HSLA
welding) lap joint with Al-5%Mg filler metal112). The
steel and AZ31B-H24 Mg alloy were welded using an
IMCs formed at the interface of the weld led to the dis-
interlayer of Sn by ultrasonic spot welding110). Fig. 14 solution of the adjacent weld seam metals and accel-
(a) shows the weld without application of any interlayer erated the galvanic corrosion. The corrosion resistance
where only some hydroxides are present. After the ap- of the weld decreased with an increase in IMC layer
plication of the Sn interlayer, the interlayer forms the thickness. The heat input increased with the decrease of
Sn-Mg2Sn eutectic structure. Fig. 14 (b) exhibits the eu- bypass current and resulted in a higher corrosion current
tectic Sn-Mg2Sn layer between steel and Mg base density. Fig. 15 shows potentiodynamic polarization
metals. Fe was not observed in the IMC layer because curves under various bypass current with the same total
of higher solubility of Sn in Mg than Sn in Fe. The lap
shear strength of the Mg-steel joint with Sn interlayer
0.0 Bypass 40A
was found higher than that of a similar joint without Bypass 30A
Bypass 24A
Potential(V vs,SCE)

any interlayer. -0.2

-0.4

(a) (b) -0.6

-0.8

-1.0

-1.2
-8 -7 -6 -5 -4 -3 -2 -1
Log(current density/A·cm-2)

Fig. 14 Mg–steel weld (a) without Sn interlayer, and (b) Fig. 15 Polarization curves of steel–Al weld under dif-
with Sn interlayer110) ferent bypass current112)

Journal of Welding and Joining, Epub ahead of print 377

 Md. Abdul Karim and Yeong-Do Park

(a) (b) (c)

0.0 Al-Mg-filler wire
Al-Si-filler wire
-0.2

Potential(V vs,SCE)
-0.4

(d) (e) (f) -0.6

-0.8

-1.0

-1.2

Fig. 16 Corrosion products of weld seam side at bypass -7 -6 -5 -4 -3 -2 -1

current (a) 40 A, (b) 30 A, (c) 24 A, and corro- Log(current density/A·cm-2)
sion products of steel side at bypass current (d)
Fig. 18 Polarization curves of welds by different filler
40 A, (e) 30 A and (f) 24 A112)
metals112)

current of 64 A. Fig. 15 indicates an increase in current

the forming Zn-enriched runout corrodes first in the salt
density with increasing heat input (or decreasing bypass
spray test of the weld joint with AlMg6Mn filler metal
current). Furthermore, the corrosion products of the
and the Zn-Al microstructure forming in the runout of
steel side and the weld seam side increased with the in-
the brazed seam dissolve first in the salt spray test of
crease of heat input. Fig. 16 presents the scanning elec-
the weld joint with ZnAl2 filler metal. The ZnAl2 filler
tron microscopic images of the welds after 48 hours of
metal weld displays higher corrosion resistance than
immersion test at different bypass current of 40 A, 30 A
and 24 A, with same total current of 64 A. The result that of AlMg6Mn filler metal weld. Another study eval-
disclosed that the amount of corrosion products reduced uated the corrosion performance of steel-Al weld-braz-
in both steel and weld seam side when the heat input ing (gas metal arc welding) lap joints with Al-5%Mg
was lower (or bypass current is higher). and Al-5%Si filler metals112). The polarization curves of
Alloying elements of filler metals play an important welds are presented in Fig. 18. The corrosion current
role to determine the corrosion resistance of dissimilar density of Al-5%Si weld (4.863x10-5 A/cm2) is higher
metal welds. In a study, the corrosion resistance of hot- than that of Al-5%Mg weld (4.540x10-5 A/cm2). As a
dip galvanized steel-aluminum laser beam welds with result, compared to the Al-5%Si filler metal, Al-5%Mg
AlMg6Mn and ZnAl2 filler metals were investigated113). filler metal enhanced the corrosion resistance of the
Fig. 17 shows scanning electron microscopic images of steel-Al weld-brazing joints. Moreover, alloying and
before and after the 192 hours of salt spray test for coating elements of metals also can remarkably change
AlMg6Mn and ZnAl2 filler metals. In both cases, the the corrosion resistance of welds. A study observed that
Zn-Al has the most negative corrosion potential. Thus, the Zn-Al-Mg coatings on steel improved the corrosion
resistance compared with conventional hot-dip and
(a) (b) electro-galvanized coatings114).

8. Conclusion
Recent developments of various lightweight materials
have rejuvenated the automotive industry. But the join-
ing of these dissimilar materials is still challenging for
(c) (d)
the manufacturers. The most promising steel-Al alloy,
Al alloy-Mg alloy, and steel-Mg alloy dissimilar combi-
nations and their metallurgical challenges to welding
have been discussed throughout the paper. In the in-
dustrial point of view, the improvement of resistance
spot welding and electric arc welding for multi-materi-
Fig. 17 (a) & (b) before and after corrosion test of weld
joint by AlMg6Mn filler metal, and (c) & (d) be- als integration was realized as the most convenient and
fore and after corrosion test of the weld joint by economical because of their established infrastructures.
ZnAl2 filler metal113) Minimizing intermetallic compounds were identified as

378 Journal of Welding and Joining, Epub ahead of print

A Review on Welding of Dissimilar Metals in Car Body Manufacturing

a significant factor to enhance the weld quality of dis- to Weld Dissimilar Metals in Two Industries, The Upstream
similar metal welds. The control of heat input and the Oil & Gas and the Automotive, Mater. Sci. Forum
selection of alloying elements for filler metal can effec- 580-582 (2008) 155-158.
tively reduce the amount of intermetallic compounds as https://doi.org/10.4028/www.scientific.net/MSF.580-582.155
well as the growth of IMC layer thickness. As a con- 10. F. Shahid, A. A. Khan and M. Saqib Hameed, Mechanical
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susceptibility of the weld zone can be considerably mi- Welds, IJRRAS, 25(1) (2015) 6-14
11. M. Pouranvari and S. P. H. Marashi, Critical review of
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automotive steels spot welding, process, structure and
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361-403.
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yazakki, H. Oikawa and T. Nose, Dissimilar Metal
ORCID: Md. Abdul Karim: https://orcid.org/0000-0003-0954-3653 Joining Technologies for Steel Sheet and Aluminum
ORCID: Yeong-Do Park: https://orcid.org/0000-0002-0165-4749
Alloy Sheet in Auto Body, Nippon Steel Tech. Rep.
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