Fluxless laser beam joining of aluminium with zinc coated steel

Fluxless laser beam joining of aluminium with 

zinc coated steel 

H. Laukant 1 , C. Wallmann 1 ,M.Müller 1 , M. Korte 2 , B. Stirn 2 , 

H.-G. Haldenwanger 2 and U. Glatzel* 1 

A laser welding–brazing (LWB) process to join zinc coated steel and aluminium sheets in two 

different flange geometries is reported. The deep drawing steel sheets are covered by a zinc layer 

of maximum thickness 10 mm, and a zinc based filler wire was used in the welding experiments 

with a Nd–YAG laser. Because of the differences in melting temperatures between iron (1808 K), 

aluminium (933 K), and zinc (693 K), it is possible to weld the aluminium alloy only. Owing to the 

zinc coating on the steel side, a Zn–Al alloy can be brazed onto the steel without any flux agent. 

The inevitable formation of a Fe–Al intermetallic phase at the bondline of the weld seam and the 

steel can be limited to a thickness of less than 5 mm and to a proportion of the contact area only. 

Mechanical as well as dynamic tests show results comparable to those obtained via other joining 

techniques. Salt chamber corrosion tests of varnished specimens display minor damage and no 

decline in tensile strength. 

Keywords: Laser welding–brazing process, Zinc coated steel sheet, Aluminium sheet, Zn–Al alloy, Fe–Al intermetallic phase, Corrosion, Tensile 

strength 

Introduction 

Owing to the demand for lightweight structures there is 

increasing interest in the automobile industry in 

substituting steel with lighter materials, without completely 

excluding it. Such mixed material constructions, 

involving the use of dissimilar metals, will require major 

changes in automotive body construction. With regard 

to hybrid structures, techniques for joining dissimilar 

metals must be improved or newly developed. 

Conventional methods of joining dissimilar metals 

include mechanical joining with rivets, clinches, 

or screws, adhesive bonding, and various welding 

methods. 1–18 Among thermal joining techniques suitable 

for metallurgically incompatible materials, the laser 

welding process in particular has the advantage of short 

process times and one sided access to the joining zone. 

Hence it offers good adaptability and a desirable 

relationship between weight reduction and costs in serial 

production. To the present authors’ knowledge, for the 

combination of aluminium and steel, there exists no 

laser beam joining technique that can join these two 

materials in their liquid phase because of the formation 

of hard and brittle intermetallic phases within the Fe–Al 

melt. 1,10 As these intermetallic phases act similarly to 

metallurgical cracks within the weld line, they limit the 

mechanical properties and especially the fatigue strength 

of such joints. In previous work a new laser beam 

1 University of Bayreuth, Metals and Alloys, Ludwig-Thoma-Str. 36b, D– 

95447 Bayreuth, Germany 

2 Audi AG, D–85045 Ingolstadt, Germany 

*Corresponding author, email Uwe.glatzel@uni-bayreuth.de 

joining technique was developed in which the laser is 

directed onto the steel sheet, melting and brazing the 

aluminium through heat conduction. 1,2 However, this 

process was conducted on steel sheets without a zinc 

coating and a flux was used to promote the wetting and 

brazing of the steel. Riveting is also a common and well 

researched process to join mixed material constructions. 

4,11 Some of the disadvantages of riveting in 

automobile construction are a slower assembly cycle, 

the limitation that only overlapping geometries can be 

joined, and the undesirability of using this joining 

technique in automotive body shell parts owing to the 

visibility of the rivet. However, in combination with 

adhesive bonding and coated self-piercing rivets, this 

dissimilar material joining technique has the advantage 

of averting galvanic corrosion by preventing intrusion of 

an electrolyte. 18 

In the present paper a laser welding–brazing (LWB) 

process is presented that allows the joining of zinc plated 

steel and aluminium sheets using a zinc based filler alloy. 

The joint has a dual characteristic and is divided into a 

welding part on the aluminium side, and a brazing part 

on the steel side. The process itself can be carried out 

without any brazing flux agent owing to the similar 

materials used for the zinc coating and filler alloy as well 

as the miscibility of aluminium in zinc. Since car 

manufacturers mainly use zinc coated steel sheets for 

car bodies, the Zn–Al filler wire enables sufficient 

wetting of the steel to be achieved without an extra flux 

agent. This is beneficial since any remaining flux would 

have a negative influence on the subsequent application 

of a base coating, or would have to be removed in an 

additional working process. During the joining of both 

ß 2005 Institute of Materials, Minerals and Mining 

Published by Maney on behalf of the Institute 

Received 26 April 2004; accepted 27 May 2004 

DOI 10.1179/174329305X37051 Science and Technology of Welding and Joining 2005 VOL 10 NO 2 219

1 Geometry and dimensions (mm) of a filled overlap weld 

(FOW) and b filled flange (FF) tensile test specimens 

metals the temperatures must be kept well below the 

melting point of iron to prevent or at least limit the 

growth of an Fe–Al intermetallic layer on the interface 

between the steel sheet and the aluminium rich weld 

seam. This can be acheived using the LWB process. 

Experimental setup 

Materials used 

Deep drawing sheets of hot dip galvanised DX56DzZ 

140MB and electrolytic galvanised DC04zZE 75/75 

steels with a thickness of 0.9 mm, and sheets of a rapidly 

hardening Al–Mg–Si alloy of EN AW–AA6016 type 

with a thickness of 1.1 mm, were used in all welding 

experiments. Mechanical properties for the steel and 

aluminium sheets are given in Table 1. The aluminium 

sheets are in the non-cured state (T4) when welded 

whereas most of the tests were conducted on cured 

specimens with the aluminium sheets in the T6 heat 

treatment condition. The transition from T4 to T6 

occurs via heat treatment for 20 min at 458 K in the 

paint bake process. The dimensions of the sheets were 

1156200 mm unless specified otherwise. The filler wire 

used consists of zinc with 2 wt-%Al (ZnAl2) which 

imparts the necessary flexibility to the wire. The surfaces 

of both metal plates were cleaned using acetone before 

welding to remove any surface contamination. 

Cross-sectional structure 

Cross-sectional specimens taken from welded sheets, at 

least 20 mm away from the start and the end of the weld 

seam, were prepared for optical and electron microscopy 

using standard procedures such as polishing, grinding, 

and etching. Microstructural and chemical composition 

examinations were carried out using a Jeol scanning 

electron microscope (SEM) and a Philips CM20 

transmission electron microscope (TEM) equipped with 

a field emission gun. Both electron microscopes are 

equipped with an energy dispersive X-ray (EDX) detector. 

For thinning and extraction of the TEM sample 

an FEI Company Strata DualBeam 235M SEM with 

a focused ion beam was used. Using the focused gallium 

ion beam it is possible to remove material very precisely 

from the area of interest and to prepare a TEM lamella 

having a thickness of about 150 nm. 

Mechanical and dynamic testing 

The specimens in the present work were welded in two 

different geometries, namely, a filled flange (FF) and a 

filled overlap weld (FOW). Details can be seen in Fig. 1. 

The tensile tests on the joints were performed using a 

Zwick 100 testing machine equipped with a 100 kN load 

cell. Deformation speed was set to 10 mm min 21 . Five 

specimens from two separately welded sheets were 

tensile tested and the results have been averaged. The 

average measured maximum forces and elongations are 

presented. If tensile stress values are of interest the force 

must be divided by the cross-sectional area of the 

aluminium sheet (49.5 mm 2 ) or the area of the steel sheet 

(40.5 mm 2 ) in the tensile test specimen. Cyclic tests were 

performed on a specimen with six stepped welds to 

simulate multiaxial loads and fusion penetrations using 

a Rumul Testronic 8601 resonance pulser equipped with 

a 150 kN load cell. The geometry and the location of the 

stepped welds are shown in Fig. 2. The Vickers hardness 

Table 1 Mechanical properties of steel and aluminium sheets used in welding experiments (average of 10 specimens) 

Sheet material Type t, mm YS, MPa TS, MPa Elongation, % 

Steel DX56zZ 140MB 0.9 164 290 44 

Steel DC04zZE 75/75 0.9 167 296 43 

Aluminium AA6016–T4 1.1 131 244 27 

Aluminium AA6016–T6 1.1 170 258 23 

t sheet thickness; YS 0.2% yield strength; TS tensile strength. 

Laukantetal. Fluxless laser beam joining of Al with Zn coated steel 

2 Geometry and dimensions (mm) of dynamic test specimens 

with six stepped welds of length 50 mm for a FF 

and b FOW joint 

Science and Technology of Welding and Joining 2005 VOL 10 NO 2 220

3 a laser welding configuration, b clamping device (FOW), and c clamping device (FF) 

distribution was measured with a semiautomatic Vickers 

microhardness tester (Leco Instruments, M 400–A) to 

determine a hardness matrix for the joint and the nearby 

sheet material. 

The LWB process was conducted using a 4.4 kW 

diode pumped Nd–YAG laser (Rofin–Sinar DY044) 

connected to a two axis linear handling device. The laser 

beam was guided through a glass fibre with 600 mm 

diameter to the weld area and focused using 200 or 

120 mm focal length optics depending on the weld 

geometry. Owing to the low vaporisation temperature of 

zinc (1180 K) metal vapour is released during the 

welding process. It was discovered that this vapour, 

originating from the filler wire and the zinc cover, has an 

influence on the quality and stability of the process if it 

enters the laser beam. The energy loss into the metal 

fumes and the resulting defocus of the beam lead to 

irregular weld seams and a progressive loss of strength 

of the joint from the start to the end of the weld seam 

within a single sheet. This effect was caused by the 

increasing accumulation of the released metal vapour in 

the laser beam during the welding process. By employing 

a ‘dragging’ position of the coaxial filler wire and inert 

gas nozzle used as shown in Fig. 3, the emerging vapour 

Table 2 Parameters of laser welding–brazing (LWB) process 

Geometry 

Focal 

length, 

mm 

Welding 

speed, 

m min 21 

Output 

power, W 

Laser 

angle a 

plume can be removed immediately from the laser beam 

while the inert gas provides effective shielding of the 

weld seam. This shielding is essential since oxygen reacts 

aggressively with the molten aluminium as well as the 

molten zinc, leading to fused on spatters and an 

unacceptable welding result. The flowrate of shielding 

gas was set to 15–25 L min 21 . Welding parameters for 

both geometries of the LWB process are given in Table 2. 

Results and discussion 

Cross-sectional structure 

Figures 4 and 5 show SEM images of the resulting 

joining zones. It can be seen that the process temperature 

in both joints did not reach the melting point of 

steel, but did reach that of aluminium. Therefore the 

result is a welded aluminium mixture with the zinc filler 

wire, and brazing of the steel to the in situ formed Zn–Al 

alloy. 

The measured compositions, verified via EDX analysis 

on 10 different points, are very homogeneous and 

consist of Zn–23 wt-%Al (FOW) and Zn–16 wt-%Al 

(FF). Measured values differ only within a range of 

1 wt-% within the weld lines, owing to the intense 

Nozzle 

angle b 

Wire 

feedrate, 

m min 21 

FF 120 0.5–1.5 1400–1800 10–20u 30–40u 2.0–3.5 

FOW 200 0.5–1.5 1000–1600 10–20u 30–40u 1.0–2.5 


Position of 

laser spot 

Centre of 

flanges 

0–1 mm 

from edge 

on Al sheet 

Focal point, 

mm 

(210)–(22) 

(22)–(z8) 


4 Macrostructure of LWB joint in FOW geometry: edge 

of aluminium sheet before welding process and area 

where intermetallic layer is formed are indicated (SEM) 

agitation and mixing in the molten pool during the 

joining process. The dilution strongly depends on the 

amount of molten aluminium from the aluminium sheet. 

Therefore the compositions given depend on positioning 

and output power of the laser. For the FOW geometry, 

the laser beam was directed at the aluminium sheet. 

Hence the weld seam formed is aluminium rich. In the 

FF geometry the laser is positioned between the two 

flanges and a smaller amount of the aluminium sheet is 

melted. The intermetallic layers are in both geometries 

limited to a small area where the laser transfers the 

highest energy (due to the Gaussian laser power 

distribution) into the steel. The intermetallic layers 

exhibit a maximum thickness of 5 mm and hence are 

below the critical thickness of 10 mm reported in Refs. 1 

and 10. 

In regions where the laser beam partially melts the 

steel surface, the intermetallic layer is highly evident 

(see Fig. 6). However, such fusion penetrations could 

only be detected in the FOW geometry, where the laser 

beam is aligned at an acute angle a to the normal of the 

steel sheet. Even around these fusion penetrations, 

however, there is little time for the intermetallic layer 

to grow, owing to the high heating and cooling rate of 

the laser beam process. 

5 Macrostructure of LWB joint in FF geometry: areas of 

former aluminium sheet and intermetallic layer are 

indicated (SEM) 


6 Microstructure of LWB joint in FOW geometry: intermetallic 

layer formed in area of maximum laser energy 

input (SEM) 

Figure 7 shows higher magnification cross-sectional 

microstructures of the welding zones on the steel sheet 

side. 

At the runout the zinc layer on steel forms a 

continuous transition with the weld seam. The zinc 

layer under the formed weld seam dissolves during the 

process and is no longer detectable. The same condition 

at the runout of the weld seam was found in the FOW 

geometry as shown in Fig. 7b. 

This observation can be explained, since the melting 

points of the weld seam and the zinc coating are 

7 Microstructure of transition from weld seam to zinc 

coating in a FF and b FOW geometry (SEM) 

Science and Technology of Welding and Joining 2005 VOL 10 NO 2 222 

a 

b

8 Microstructure of intermetallic layer: thickness of layer 

is less than 10 mm (SEM) 

approximately the same and the fusion line of the weld 

seam material mixes with the zinc coating. The low 

melting temperature of the zinc based filler wire (680 K) 

is therefore another advantage in comparison with other 

brazing alloys, for which process temperatures can be 

close to or greater than the vaporisation point of zinc. 

With reduced general process temperature, intermetallic 

layer growth and thermal distortion of the sheets are 

also limited. 

Figure 8 shows an area of maximum thickness of the 

intermetallic layer, taken from the area indicated in 

Fig. 5. 

A TEM specimen was extracted from the intermetallic 

layer using the SEM equipped with a focused ion beam 

as shown in Fig. 9. 

An EDX analysis of the intermetallic layer revealed 

a composition of 70%Al, 20%Fe, 5%Zn, and 5%Si (all 

at.-%). The aluminium content relative to that of iron 

leads to the assumption that an intermetallic layer of 

type Fe 2Al 5 was formed. Detailed research is necessary 

to reveal the exact crystal structure of the intermetallic 

layer. In addition, regions of pure zinc, presumably from 

the former electroplated steel zinc coating, were detected 

as a separate phase embedded inside this intermetallic 

layer (see Fig. 10). 

In the literature it is reported that the Vickers hardness 

of the Fe2Al5 phase is very high (1000–1100 HV0.005) and 

9 Extraction and thinning of TEM specimen across 

intermetallic layer by focused ion beam (SEM) 


10 TEM specimen extracted and thinned by ion beam 

placed on porous carbon film: in centre is intermetallic 

layer with embedded phase of pure zinc 

the phase is very brittle compared with other Fe–Al 

phases. 1 Therefore, to prevent a decline in mechanical 

performance it is imperative to limit the intermetallic layer 

propagation and thickness as effectively as possible, which 

can be achieved via the present thermal laser beam joining 

technique. 

Tensile tests 

Tensile tests of non-heat treated LWB joints exhibit 

shear strength values of up to 9 kN and an elongation to 

maximum strength of up to 9 mm in the FOW geometry 

(see Fig. 11). For comparability these values are shown 

in relation to maximum strength and strain values for 

aluminium base metal AA6016 in the T6 heat treatment 

state (see Table 1). Error bars denote the scatter in 

properties within five specimens from two welds. There 

is no major influence on the tensile strength visible 

between the two different steel sheets and zinc coatings. 

After a heat treatment (T4RT6) of the aluminium alloy 

the strength values for the LWB joints increase to 11 kN 

(583% of value for base material AA6016–T6) for the 

best testing results within one series (see Fig. 11, righthand 

side). 

The T6 state is of greater interest since the aluminium 

alloy hardens during the varnishing process in the 

production line for car manufacture. Consequently heat 

treatment was performed after welding. Figure 12 shows 

11 Tensile strength of LWB joints (FOW) with different 

heat treatments in relation to base material AA6016 

(T6 temper): measured values are indicated on bars 


12 Force–elongation curves for LWB joints in FOW geometry 

with different heat treatments of aluminium 

sheet, in comparison with rivet bonded joint 

a strength versus elongation curve for a LWB joint 

(AA6016–DX56DzZ) in the T4 and T6 tempers in 

comparison with a self piercing rivet bonded joint 

(T6) with the same specimen geometry and material 

combination. 

It is visible that in terms of strength and elongation to 

failure, the LWB process is comparable to the rivet 

joining technique, which is already in use for producing 

car body parts. The FOW joints fail in the heat affected 

zone of the aluminium sheet (T4 state), or in the weld 

line at the joint interface (T6 state). 

In the other welding geometry (FF), the tensile 

strength values are slightly reduced (see Fig. 13). Owing 

to the more critical stress concentration in the FF geometry 

the maximum force and elongation reach 8.5 kN and 

5 mm respectively (for the T4 state). The specimens 

always fail in the aluminium next to the weld line. 

A video analysis was performed to detect local 

deformation of the specimen during tensile testing. It 

shows a difference in deformation behaviour between 

specimens with aluminium sheets in the T4 and T6 

states. Owing to the hardening process of the aluminium 

alloy its yield strength increases to the strength of the 

deep drawing steel used and, in combination with the 

thickness difference (see Table 1), this leads to a transfer 

of main deformation into the steel, also visible in the 

steeper slope up to 1 mm elongation for T6 specimens 

13 Tensile strength of LWB joints (FF) with different heat 

treatments in relation to base material AA6016 (T6 

state): measured values are indicated on bars 


14 Fatigue test results for DC04zZE–AA6016–T6 in FF 

and FOW geometries: k is slope of linear fit and s is 

standard deviation of measured values 

compared with T4 specimens in the strength–elongation 

curves shown in Fig. 12. It is interesting to note that the 

T6 state – owing to the large amount of deformation in 

the steel sheet – leads to a higher energy absorption by 

the joint hybrid structure. 

Fatigue tests 

Room temperature high cycle fatigue tests were conducted 

with a stress ratio R50.1 (R5Fu/Fo – see Fig. 14) 

and in dry laboratory air. The failure criterion was a 

change of 40% in total elongation per cycle compared 

with the starting value, and fatigue limit was defined at a 

lifetime of 5610 6 cycles. The samples were in heat 

treatment T6 after a simulated paint bake at 458 K 

(185uC) for 20 min. For each load only one sample was 

tested to failure. Wöhler lines were calculated using a 

least squares linear regression fit of the test results on a 

double logarithmical scale. Figure 14 shows the results 

of fatigue tests for LWB joints in the FF and FOW 

geometries. 

Specimens in the FOW geometry exhibit higher 

maximum forces than those in the FF geometry. The 

specimens in the FOW geometry fail in the rear end of 

the weld seam and not within the aluminium sheet. The 

crack is perpendicular to the sheet and begins at the 

runout of the weld seam (see Fig. 15). 

15 Site of fracture for cyclic test of LWB joint in FOW 

geometry: crack in weld seam starts at end of brazed 

area on steel 


16 Site of fracture for cyclic test of LWB joint in FF geometry: 

crack in aluminium starts at notch formed at 

runout of weld seam 

Test specimens in the FF geometry fail at the same 

position as tensile test specimens. Under an applied 

load, maximum stresses appear at the transition from 

weld seam to aluminium. Owing to the convex shape of 

the weld seam a notch is formed and the crack starts at 

this point (see Fig. 16). 

In both geometries the site of crack initiation was not 

clearly definable. It can be seen that the cracks extend 

between the start and stop positions of the stepped 

welds, either along the weld line (FOW) or in the 

aluminium sheet (FF). However it is not distinguishable 

whether they started at the beginning or the end of the 

stepped weld. 

Distribution of Vickers hardness 

Figure 17 shows artificial colour distributions of the 

Vickers hardness (HV 0.05) on the cross-sections of the 

two welding geometries. The hardnesses of the weld 

seams are slightly higher than that of the steel sheet. 

Measurements were carried out on specimens with 

aluminium in the T4 state. There is no major hardening 

or weakening of the materials detectable after the LWB 

process. The intermetallic layer at the interface is too 

thin to be measured precisely. 

17 Vickers hardness (HV 0.05) of LWB joints in a FF and 

b FOW geometry 


18 Tensile strength and elongation values for LWB joints 

(FOW) before and after corrosion test (CT) in relation 

to base material AA6016–T6: measured values are 

indicated on bars 

Salt chamber tests 

In comparison to an adhesive joining technique with the 

advantage of electrically isolating both materials, one 

limiting factor for the use of such thermal joints is 

certainly the galvanic corrosion of aluminium and 

iron. 18,19 Thus contact corrosion can only be prevented 

if the weld seam and the nearby sheets are covered by a 

coating to protect them against any exposure to electrolytes. 

Tests in a climate chamber under sodium solution 

atmosphere were carried out with varnished specimens for 

90 days (approximately 12 years simulated lifetime of a 

car body) to determine the possibility of using this joining 

technique in automotive construction. The tested specimens 

show no decline in tensile strength compared with 

specimens tested before the corrosion experiment (see 

Fig. 18). However, the deformation is slightly reduced. 

The specimens fail in the contact area between the weld 

seam and steel, and not in the aluminium base material. 

A corrosion attack was visible in areas where the varnish 

failed to stay on the specimen. These delaminations are 

based on remaining contaminations from the welding 

process. Therefore the process technology and inert gas 

shielding have a strong influence on the avoidance of 

corrosion. A possible improvement in corrosion prevention 

is post-treatment and cleaning of the weld seam before 

applying the varnish, or an optimised laser joining process 

which leads to a clean weld. 

Conclusion and outlook 

1. It is possible to join aluminium to zinc coated steel 

using a Nd–YAG laser beam without the necessity for a 

flux agent. 

2. An intermetallic layer having the composition 

70Al–20Fe–5Zn–5Si (at.-%) forms at the area of contact 

between steel and aluminium, but can be limited in 

thickness and lateral extent. The maximum thickness of 

the intermetallic layer is 5 mm, and therefore not critical 

as previously described in the literature. 1,10 

3. The tested joints exhibit tensile strength values of 

up to 80% and an elongation of 40% in relation to the 

base material AA6016 in the T6 state (corresponding to 

R m5258 MPa and maximum elongation of 23% for the 

aluminium sheet). The highest values can be reached if 

the hybrid joint specimen fails in the aluminium sheet. 


4. Measured hardness of the weld seam and the 

nearby sheets reveals no major weakening of the sheet 

materials during the laser welding–brazing process. 

5. Climate corrosion tests of this critical mixed 

material joint show no major decline in strength, but 

some decline in elongation. 

6. Promising results of preheating the steel to 

intensify the wetting behaviour of the Zn–Al alloy 

formed include an enlarged contact area and greater 

process stability. Although these tests were performed 

using a gas burner, the preheating energy can also be 

applied by an additional laser beam. 

Acknowledgements 

The authors wish to thank the ‘Forschungsvereinigung der 

Arbeitsgemeinschaft der Eisen und Metall verarbeitenden 

Industrie eV’ (AVIF) and the ‘German Association for 

Research in Automobile Technology’ (FAT) for financial 

support of this research. Special thanks are due to the 

companies Audi AG, Benteler GmbH, DaimlerChrysler 

AG, Grillo-Werke AG, ThyssenKrupp Stahl AG, and 

Volkswagen AG, and to Dr K. Mu¨ller at Neue Materialien 

Bayreuth GmbH for the local deformation video analysis. 

For experimental assistance the authors thank Mr 

M. Blodau and Mr H. Martin. 

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Fluxless laser beam joining of aluminium with zinc coated steel

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